A Classic REAL Trains 'n Traction FOTO site!

[siberianmo]

G'day!

Something to add to the Eurostar . . . .

France: Eurostar & Thalys, Paris Gare du Nord (Wikimedia Commons)


Enjoy![tup]

Tom[4:-)] [oX)]

[siberianmo]

Good Morning!

Here's something previously Posted over at the bar . . . .




RAILWAYS of EUROPE #2 – Eurostar
(London – Paris – Brussels)

Eurostar




Used with permission from: Wikipedia, the free encyclopedia. Formatting differences made necessary due to Forums requirements. Some heralds from other sources.


Eurostar



Eurostar at Vauxhall (GNU Free Documentation)


Franchise:: Eurostar

Main Route(s):: London-Lille-Brussels,
London-Paris

Other Route(s):: Lille-Disneyland Paris-Avignon,
Lille-Bourg-St-Maurice

Fleet size:: 27

Stations: 11

Parent company: Eurostar Group

Website: www.eurostar.com


This article is about high-speed trains between London and Brussels / Paris. For Italian trains called Eurostar, see Eurostar Italia.

Eurostar is a train service that connects London with Paris and Brussels. Trains cross the English Channel via the Channel Tunnel. The French and Belgian sections of the route use the same high-speed rail lines as the TGV and Thalys, and in England a new line is being built to the same standard. This is a two-phase project known as the Channel Tunnel Rail Link project (CTRL).

The first revenue-earning Eurostar trains ran in November 1994. Eurostar has established a dominant share of the market on the routes it serves - 68% for London-Paris and 63% for London-Brussels, as of November 2004. The company points out that these passenger figures represent a saving of 393,000 carbon dioxide-producing short-haul flights.

The journey time from London to Paris is currently 2 hours 35 minutes; London to Brussels is 2 hours 20 minutes. These times will be cut by 20 minutes in 2007 when the construction of the second phase of CTRL is completed, bringing the British portion of the route up to the same standards as the French and Belgian sections. Completion of the CTRL will also allow a significant increase in the number of Eurostar trains serving London. After phase two is completed, up to 8 trains per hour in each direction could travel the route from London to the continent, as timetabling would be unaffected by peak hour restrictions at London Waterloo and conflicts between Waterloo and Fawkham Junction.

In addition to the three destination cities, some Eurostar services currently stop en route at Ashford in Kent and at Calais Frethun and Lille in northern France. From 2007 all Eurostar trains will be routed through the CTRL to a new London terminus at St Pancras. The company had intended to retain some services to the existing Waterloo terminal, but this was ruled out on cost grounds. Some trains will additionally serve new stations at Ebbsfleet near Dartford in north-west Kent and Stratford International station in east London (not to be confused with Stratford station, or Stratford Regional station as it will be called when Stratford International station is opened)

Organisation

Eurostar services are now managed under a unified management, the Eurostar Group. In each country a member company undertakes Eurostar operation:

• Belgium — NMBS/SNCB
• France — SNCF
• United Kingdom — Eurostar (U.K.) Ltd. or (EUKL)
o EUKL managed (under contract) by InterCapital and Regional Rail (ICRR), a consortium of:
#61607; National Express Group (40%),
#61607; SNCF (35%)
#61607; NMBS/SNCB (15%)
#61607; British Airways (10%).

A Eurostar on the CTRL near Ashford (Wikimedia Commons)

Additional information

• The trains themselves are 400 metres long, weigh 800 tonnes and carry 750 passengers in 18 carriages (14 carriages for the 7 UK regional sets). In case of an incident in the Channel Tunnel the trains can be divided in two in order to evacuate the passengers in the unaffected carriages.

• In Britain the trains are classified as British Rail Class 373 units, and they were constructed by GEC-Alsthom (now Alstom) at its La Rochelle (France), Belfort (France) and Washwood Heath (England) sites. They can run on third rail and various catenary voltages, achieving a maximum in-service speed of 300 km/h when collecting current from a 25 kV overhead catenary. They are essentially modified TGV sets, and some Eurostar trains not needed for Channel runs are now used in regular TGV service by the French national railway. In July 2003 a Eurostar train set a new UK rail speed record of 334.7 km/h (208.0 mph) during safety testing on the first section of the CTRL. This section opened for commercial services in September 2003 and has helped increase passenger numbers by as much as 20%, as well as shortening journey times by 20 minutes.

• The 27 normal Eurostar-sets are being refurbished with a new interior, designed by Philippe Starck, from September 2004 on. The grey-yellow look (in Standard class) and the grey-red look (In First/Premium First) has been replaced with a more grey-brown look in Standard, and a grey-burnt orange in First class. The Premium First class will be removed from sale in September 2005 as the company looks to simplify its fare structure.

• Eurostar also run services to Disneyland Paris, to Avignon in summer, and - in the skiing season - to Bourg-Saint-Maurice, Aime-la-Plagne and Moutiers in the French Alps. It was originally intended to run "regional Eurostars", direct services to Paris and Brussels from places in the United Kingdom other than London. This proved not to be financially viable, but some of the shorter Eurostar trains intended for those services are now operated by GNER (the Great North Eastern Railway) entirely within the UK, on the East Coast Main Line from London's King's Cross railway station to Leeds. 'Nightstar' sleeper trains constructed for the international service were also never used, and the trains were sold to VIA Rail in Canada, which has branded them as Renaissance Cars.

• Eurotunnel, the company that built and runs the Channel Tunnel, is a completely separate entity from Eurostar.


Used with permission from: Wikipedia, the free encyclopedia. Formatting differences made necessary due to Forums requirements. Some heralds from other sources.

***** ***** ***** ***** ***** ***** ***** ***** ***** ***** ***** ***** *****

Enjoy!

Tom [4:-)] [oX)]



waving flags credit to: www.3DFlags.com

[siberianmo]

What the heck ..... one more for "the road!"

NAR "Rycroft" Pullman (from: Alberta Rwy Museum)


Later![tup]

Tom[4:-)] [oX)]

[siberianmo]

For: NYC3149

I don't normally respond to Posts from people without any info in their Profiles - however this one requires me to.

Good start[?]![?]! There are 38 pages full of information about Classic Trains. My suggestion to you and anyone else "out there" is to begin at PAGE ONE and scroll through all of them . . . . You may find what you are looking for, and more!

That's kinda the way things work on these Forums and all the Threads.

Good hunting![tup]

Tom[4:-)][oX)]

[Anonymous]

Good start. When is someone doing the NYC?

[passengerfan]

Tom enjoyed the NAR article always wanted to ride one of their mixed trains as some operated with 8 and 9 passenger cars mostly head end types but they offered coach, dining and sleepers on some trains. It was one of those things I put on my list of things to do and never made it.

TTFN AL

[siberianmo]

G'day!

Lars - My research indicates that many of the Northern Alberta trains were in fact "mixed." So, you win the prize - a free drink at the bar![tup][swg]

Here's another:

NAR #1453 in service (from: Alberta Rwy Museum)



Later![tup]

Tom[4:-)] [oX)]

[LoveDomes]

Hi Tom

Did some browsing on the Northern Alberta and wasn't "sure" about the sites or pix available . . . Nice shot of the passenger car. Wonder if it was on a "mixed" consist. Had read that many of those roads in western Canada used freight and passenger cars in the same train mix.


Until the next time!

Lars

[siberianmo]

G'day!

An "in service" look at NAR . . .


NAR #1454 in service (from: Alberta Rwy Museum)



Enjoy![tup]
Tom[4:-)] [oX)]

[siberianmo]

Good Morning!

Here's something previously Posted over at the bar . . .




Canadian Railways of the Past

Number Two: Northern Alberta Railways (NAR)




Used with permission from: Wikipedia, the free encyclopedia. Formatting differences made necessary due to Forums requirements. Some heralds from other sources.


Northern Alberta Railways

Locale: Alberta, British Columbia

Reporting marks: NAR

Dates of operation: 1929 – 1981

Track gauge: 4 ft 8½ in (1435 mm) (standard gauge)

Headquarters: Edmonton, Alberta


The Northern Alberta Railways (AAR reporting mark: NAR) was a Canadian railway which served northern Alberta and northeastern British Columbia. Jointly owned by both Canadian National Railway and Canadian Pacific Railway, NAR existed as a separate company from 1929 until 1981.


Predecessor railways

Railway construction in northern Alberta during the early 20th century was dominated by the Grand Trunk Pacific Railway and the Canadian Northern Railway, both of which were building westward from Edmonton, AB to the Yellowhead Pass of the Rocky Mountains.

Following the Dominion Land Survey grants to settlers, the Peace River region of northwestern Alberta was one of the few places left on the prairies with available agricultural land, however there was no railway connection.
Several lines were chartered to serve both the Peace River and Waterways regions of the province, beginning with the Athabaska Railway in 1907. It was to build northeast from Edmonton to Dunvegan, AB, then to Fort George, BC.

ED&BC

The company was rechartered in 1911 under the ownership of J.D. McArthur as the Edmonton, Dunvegan and British Columbia Railway (ED&BC). Construction of the ED&BC started in 1912 heading toward Westlock, AB, reaching High Prairie in 1914, and Spirit River in 1915. Deciding not to proceed to Dunvegan, a branch was built south from Rycroft, AB to Grande Prairie, AB in 1916 (400 miles northwest from Edmonton).
In 1924 the line was extended to Wembley, AB and it reached Hythe, AB in 1928. In 1930 the line was extended westward across the provincial boundary to its western terminus at Dawson Creek, BC.

A&GW

In 1909 a charter was granted to the Alberta and Great Waterways Railway (A&GW) to build from Edmonton to Waterways, AB on the Athabasca River. Construction faltered and the line was rechartered in 1913 under the ownership of J.D. McArthur. Construction of the AG&W began in 1914 from Carbondale, AB and reached Lac La Biche, AB in 1916. It reached Draper, AB in 1922 and its terminus at Waterways, AB in 1925.

CCR

In 1913 a charter was granted to the Central Canada Railway (CCR) under the ownership of J.D. McArthur to build from Winagami Junction, AB on the ED&BC to Peace River Crossing, AB in order to access barge traffic on the Peace River. Construction of the CCR began in 1914 and was completed in 1916.

The CCR was subsequently extended to Berwyn, AB in 1921, then to Whitelaw, AB in 1924, Fairview, AB in 1928 and Hines Creek, AB in 1930.

PVR

In 1926, the provincial government passed a statute authorizing the government to construct the Pembina Valley Railway from Busby, AB, where it connected to the ED&BC line, to Barrhead, AB.

Provincial ownership

In 1920, the lines owned by J.D. McArthur entered financial difficulties following the First World War. Coinciding with the problems faced by the McArthur lines (ED&BC, A&GW, and CCR), both the Grand Trunk Pacific Railway (GTPR) and Canadian Northern Railway (CNoR) had fallen victim to similar circumstances brought about by the financial strain of the conflict and falling traffic levels. The Dominion government had nationalized the GTPR and CNoR, along with other previously federally owned lines into the Canadian National Railways.

Following the federal example, and in an attempt to preserve rail service to northern and northwestern Alberta, the provincial government leased the ED&BC and CCR in 1920 for five years. In 1921 the government entered into a five year agreement with the Canadian Pacific Railway (CPR) to operate the ED&BC and CCR. That same year, the provincial government purchased the A&GW outright and chose to operate it separately.

CPR immediately raised freight rates on the ED&BC and CCR lines, charging "mountain prices", claiming that the cost of operating on grades into the Peace and Smoky River valleys of the northwestern prairie was as much as it cost to operate in the Rocky Mountains. Consequently Peace River farmers paid the highest freight charges on the Canadian prairies to reach the lakehead at Port Arthur and Fort William.

The provincial government purchased the ED&BC and CCR from McArthur in 1925, following the expiration of the five year lease. dissatisfied with the CPR's operation of the ED&BC and CCR, the provincial government allowed the operating contract for the these railways to expire in 1926, with operations subsequently taken over by the new provincial Department of Railways and Telecommunications which was also tasked to operate the AG&W and the newly-built PVR.

In 1928, the provincial government began to solicit proposals from both the CPR and the Canadian National Railways (CNR) for purchasing the provincial railways. In 1924, CNR president Sir Henry Thornton visited the ED&BC line and in 1928, CPR president Edward Beattie did the same.

Northern Alberta Railways

In 1929 the provincial government grouped the ED&BC, CCR, AG&W, and PVR under the collective name Northern Alberta Railways (NAR), which received a federal charter on June 14. The NAR was subsequently sold to both the CNR and CPR in equal portions with both companies agreeing to maintain the NAR as a joint subsidiary. At that time, the NAR was the third-largest railway in Canada. In 1937 the NAR began to show a profit for the first time.

In summer 1942, following the entry of the United States into the Second World War, the Alaska Highway civil defence project resulted in tremendous growth for the NAR, as the system was the only railway to service Alaska Highway mile 0 at Dawson Creek.

NAR also saw increased traffic from defence spending in both the Peace River and Fort McMurray regions as Royal Canadian Air Force training bases for the British Commonwealth Air Training Plan were established.

In 1958 the Pacific Great Eastern Railway (PGE), owned by the province of British Columbia, built east to Dawson Creek, BC and then north to Fort St. John, BC. Traffic from Dawson Creek which used to run on NAR now mostly ran on PGE.

NAR completely dieselized its locomotive fleet by October 1960.

Beginning in the 1960s, Alberta's nascent oil and gas industry began to have an impact on the NAR as traffic began to increase on both the Dawson Creek and Fort McMurray branches. In 1964, the federal government built the Great Slave Railway north from the NAR at Grimshaw, AB to Hay River, NWT to carry passengers and cargo which could then be transferred to barges and continue down the Mackenzie River.

In 1966, the passenger train to Waterways was replaced by Budd Rail Diesel Cars, but the experiment was unsuccessful, and it was replaced in 1967 by a mixed train. On June 1, 1974, the passenger train to Dawson Creek was discontinued.

During the 1970s, significant investments also began in the Fort McMurray region as the Athabaskan tar sands deposits began to be exploited.

Canadian National Railway

In 1981, CN (name/acronym) change after 1960 bought out CPR's share in the NAR system and incorporated these lines into the CN network, allowing CN to operate unhindered north from Edmonton to Hay River, NWT and west to Dawson Creek, BC. NAR disappeared as a corporate entity with the departure of CPR from the joint ownership. NAR shops and Dunvegan Yards in Edmonton were demolished and the new Dunvegan Woods housing development was built on the site.

In 1996, CN identified parts of its former NAR trackage for divestiture, either through sale or abandonment. Several lines were subsequently sold to shortline operators.

• Swan Landing, AB (near Jasper) to Grand Prairie, AB (the former Alberta Resources Railway) and west to Hythe, AB (west of Grand Prairie on the NAR) is now operated by Alberta Railnet (ARN), which is owned by North American Railnet. CN has maintained ownership of the portion between Hythe, AB and Dawson Creek, BC where it connects to former BC Rail trackage. The trackage between Hythe and Dawson Creek fell into disuse in 1998, but CN agreed to re-open it as a condition of purchasing BC Rail.

• Edmonton, AB to Boyle, AB (east of Fort McMurray) was purchased in 1997 by the Lakeland and Waterways Railway (LWR), a subsidiary of Canadian shortline holding company RailLink. RailLink was subsequently purchased by RailAmerica.

• Boyle, AB to Fort McMurray, AB is now operated by Athabascan Northern Railway and is owned by shortline operator Cando Contracting.

• CN maintains ownership of former NAR trackage between Edmonton, AB and Smith, AB.

• North and west of Smith, AB, the former NAR to Peace River, AB and Grimshaw, AB, as well as all of the ex-Great Slave Railway north from Grimshaw, AB to Hay River, NWT, was purchased in 1998 by the Mackenzie Northern Railway (MKNR), a subsidiary of Canadian shortline holding company RailLink. RailLink was subsequently purchased by RailAmerica.

References

• Schneider, Ena (1989). Ribbons of Steel:The Story of the Northern Alberta Railways, Detselig Enterprises Limited, Calgary, Alberta. ISBN 0-920490-97-2.

Used with permission from: Wikipedia, the free encyclopedia. Formatting differences made necessary due to Forums requirements. Some heralds from other sources.

***** ***** ***** ***** ***** ***** ***** ***** ***** ***** ***** ***** *****

Enjoy!

Tom [4:-)] [oX)]



(Waving flags credit to: www.3Dflags.com)

[siberianmo]

G'day!

One more "steamer" . . .


C&O 2-8-2 #2342 (from: www.yesteryeardepot.com)


Later![tup]

Tom[4:-)] [oX)]

[siberianmo]

G'day!

How's this for "power"!![?]


C&O 2-6-6-2 #1276 (from: www.yesteryeardepot.com)


Later![tup]

Tom[4:-)] [oX)]

[passengerfan]

Chesapeake
&
Ohio Dome Cars
(C&O)
By Al

The Chesapeake & Ohio purchased six domes all delivered by Budd in 1948 these six domes were of two different types. There were 3-coach–lounge observations 1875-1877 and three family room dome cars 1850-1852 as they were called. Both types of domes were built for the CHESSIE a new daytime streamliner between Washington – Newport News and Cincinnati. The CHESSIE would have operated as two sections east of Charleston. One section of the CHESSIE to and from Washington and the other section of the CHESSIE to and from Phoebus (Newport News), consolidating westbound at Charleston and splitting at this point eastbound. Alas, it really didn’t matter, as the CHESSIE never entered service. The forty-six cars delivered by Budd in August 1948 for the CHESSIE trains were disbursed over the next few years. All six of the dome cars were sold. The Dome sleeping cars were sold to the B&O in December 1950 for service in the CAPITOL LIMITED and SHENANDOAH. The C&O had seriously considered adding these cars to their own SPORTSMAN and even went so far as to assign names to the cars even though the names were not actually applied as follows:

1850 BELLE ISLE DOME

1851 CHAMBERLIN DOME

1852 HAMPTON ROADS DOME


The other three CHESSIE domes the coach lounge Observations featured 20 seats forward of the dome and 16 seat lounge aft of the dome in the rounded end of the cars. A newsagent’s stand and the cars restrooms were located beneath the 24 seat domes. The C&O assigned these cars to service in the PERE MARQUETTES between Chicago – Grand Rapids and Detroit – Grand Rapids. The three cars 1875-1877 were sold to the Rio Grande in September 1949. Before delivery to the Rio Grande the cars were fitted with an adaptor complete with diaphragm for mid-train operation. After repainting in Grande Gold and Black the cars were renumbered 1248-1250 respectively.

TTFN Al

[siberianmo]

G'day!

An ENCORE! Passenger RR Fallen Flag

Here’s another Passenger RR Fallen Flag from Classic American Railroads:

Chesapeake & Ohio (C&O)

Headquarters: Richmond, VA

Mileage in 1950:

5,343 (including ferries)

Locomotives in 1963:

Steam: 3 (fireless “cookers”)
Diesel: 1,053

Rolling stock in 1963:

Freight cars: 92,992
Passenger cars: 324

Principal routes in 1950:

Chicago-Cincinnati, OH-Ashland, KY-Staunton, VA-Newport News, VA
Gordonsville, VA-Washington, DC
Clifton Forge-Richmond VA
Ashland-Louisville, KY
Limeville (Ashland)-Columbus, OH-Toledo, OH
Columbus-Pomeroy, OH
Catlettsburg (Ashland)-Elkhorn City, KY
Ronceverte-Durbin & Bartow, WV
Chicago-Grand Rapids, MI-Detroit, MI-St. Thomas, ON-Buffalo & Niagra Falls, NY
Grand Rapids-Petoskey & Bay View, MI
Erieau, ON-Ludington, MI
Ludington-Milwaukee & Manitowoc & Kewaunee, WI (ferry routes to each from Ludington)
Toledo-Bay City, MI
Port Huron-Bay City-Elmdale, MI
Holland-Muskegon-Hart, MI

Passenger trains of note:

George Washington (Washington & Newport News-Cincinnati & Louisville)
F.F.V. (Washington & Newport News-Cincinnati & Louisville)
Sportsman (Washington & Newport News-Cincinnati & Detroit)
Pere Marquettes (Detroit-Grand Rapids; Chicago-Grand Rapids & Muskegon; Detroit-Saginaw, MI)
Resort Special (Chicago-Petoskey; later, Washington-White Sulphur Springs, WV)


Enjoy! [tup]

Tom [4:-)] [oX)]

[passengerfan]

CHESAPEAKE
&
OHIO
and
PERE
MARQUETTE Streamlined Coaches
by Al

The C&O for its size would order one of the largest postwar fleets of lightweight streamlined cars ever placed with Pullman Standard. Unfortunately it was more cars than the C&O could possibly use for their passenger services. Many of the cars from this order were canceled before metal was cut for their construction. Others were sold directly to other railroads such as the D&RGW, IC, and B&O. A further group of cars would be sold by the C&O after Pullman Standard delivery some having never operated in C&O service. The C&O would still end up with one of the most modern passenger fleets of any eastern railroad. For coach passengers the C&O would introduce some of the most innovative new coaches of any railroad.
The first of the C&O postwar streamlined trains to enter service was the two consists of the PERE MARQUETTES inaugurated August 10, 1946. These two Pullman Standard built seven car streamliners would enter service between Detroit and Grand Rapids, Michigan scheduled for three round trip daily. The Pere Marquette Railway was owned by the C&O but operated at that time under its original name. In 1947 the Pere Marquette would become the Northern lines of the C&O. The trip between Detroit and Grand Rapids was 152 miles in each direction with each train operating 456 miles daily. Each of the seven car streamlined trains provided revenue seating for 220 passengers. The trains were painted Enchantment Blue Roofs, Car Ends, Window Bands and Trucks with a Venetian Yellow Letter Board and fluted stainless steel panels on the car sides below the windows. The E7A units were painted to match minus the fluted stainless steel panels. The two head end cars and diesel unit were the only cars turned at terminals. The remaining five cars like the prewar Reading CRUSADER consisted of a pair of Coach Observations with Blunt ends a pair of Coaches and a 44 seat Dining car in the center. The trains were train lined with a Baggage 15’ Railway Post Office Car, Baggage Car, Coach Observation, Coach, Dining Car, Coach, and Coach Observation. The seats in the Coaches and Coach Observations were simply reversed at terminals. The consists were replaced by newer cars in 1950 and many of these original PERE MARQUETTE cars were sold to other roads.

101 EMD E7A 2,000 hp Diesel Passenger Cab Unit

51 Baggage Car

61 Baggage 15’ Railway Post Office Car

21 56 Revenue seat Coach Observation

30 54 Revenue seat Coach with 10 seat Smoking Lounge

11 44 seat Dining Car

31 54 Revenue seat Coach with 10 seat Smoking Lounge

23 56 Revenue seat Coach Observation

SECOND CONSIST

102 EMD E7A 2,000 hp Diesel Passenger Cab Unit

50 Baggage 15’ Railway Post Office Car

60 Baggage Car

20 56 Revenue seat Coach Observation

30 54 Revenue seat Coach with 10 seat Smoking Lounge

10 44 seat Dining Car

32 54 Revenue seat Coach with 10 seat Smoking Lounge

22 56 Revenue seat Coach Observation

BAGGAGE 15’ RAILWAY POST OFFICE CARS Pullman Standard July, 1946 (Built for and assigned to PERE MARQUETTES)
50 – 51

BAGGAGE CARS Pullman Standard July 1946 (Built for and assigned to PERE MARQUETTES)
60 – 61

56 REVENUE SEAT COACH OBSERVATIONS WITH 10 SEAT LOUNGE Pullman Standard July 1946 (Built for and assigned to PERE MARQUETTES)
20 – 23

54 REVENUE SEAT COACHES WITH 10 SEAT SMOKING LOUNGE Pullman Standard July 1946 (Built for and assigned to PERE MARQUETTES)
30 – 33

44 SEAT DINING CARS Pullman Standard July 1946 (Built for and assigned to PERE MARQUETTES)
10 – 11

All eight of the above cars with revenue seating 20-23, 30-33 were sold to the C&EI in 1950 replaced by newer C&O cars delivered that same year. The C&O added another pair of PERE MARQUETTES between Chicago and Grand Rapids in 1950 with connecting service from Holland and Muskegon provided in each direction. The Coaches came from the large Pullman Standard order of 1950 numbered 1610 - 1668. A single Baggage 32 Revenue seat Coach 1403 was also assigned to PERE MARQUETTE service in 1950. A similar car 1402 was assigned to the other PERE MARQUETTE train set in 1950; this car was a Baggage 28 revenue seat Coach Combination built by Budd for the stillborn CHESSIE of 1948. Two 54 revenue seat Coaches with 9 seat lounges 134 and 135 were delivered by Pullman Standard in 1950 for PERE MARQUETTE service. The four 30 revenue seat Parlor cars built for PERE MARQUETTE service in 1950 were 1800 TORCH LAKE, 1801 BURT LAKE, 1802 CHARLEVOIS LAKE and 1803 ELK LAKE. The final car built specifically for PERE MARQUETTE service in 1950 was Lunch Counter Tavern Lounge Car 1920 CHESSIE CLUB.

BAGGAGE 28 REVENUE SEAT COACH COMBINATION CAR Budd Company July 1948 (Built for CHESSIE assigned to PERE MARQUETTE service)
1402

BAGGAGE 32 REVENUE SEAT COACH COMBINATION CAR Pullman Standard 1950 (Built for and assigned to PERE MARQUETTE service)
1403

54 REVENUE SEAT COACHES WITH 9 SEAT SMOKING LOUNGE Pullman Standard 1950 (Built for and assigned to PERE MARQUETTE service)
134 – 135

8 SEAT LUNCH COUNTER BUFFET 30 SEAT LOUNGE CAR Pullman Standard 1950 (Built for and assigned to PERE MARQUETTE service)
1903 CHESSIE CLUB

30 REVENUE SEAT PARLOR CARS Pullman Standard 1950 (Built for and assigned to PERE MARQUETTE service)
1800 TORCH LAKE
1801 BURT LAKE
1802 CHARLEVOIS LAKE
1803 ELK LAKE

The Chesapeake & Ohio received three consists of lightweight streamlined cars in August 1948 from the Budd Company to inaugurate a new daytime streamlined train service between Washington, DC and Cincinnati, Ohio powered by coal fired streamlined Turbine locomotives. A connecting through car service would be operated between Newport News and Charlottesville powered by streamlined stainless steel shrouded Hudson’s. The new deluxe all coach streamliner named the CHESSIE was scheduled to enter service in September, 1948 but after one delay or postponement after another the CHESSIE was quietly dropped having never entered service. The CHESSIE would have been one of the most innovative if not the most innovative coach streamliners ever built with features never found on any other coach streamliner in America. The three train sets featured Coaches with revenue seating for 36 with an 8 seat smoking lounge numbered 1500-1511 and 1600-1609 as the standards for the trains with all other CHESSIE cars specialty cars except for the 1400 – 1402 Baggage 28 revenue seat Coach combination cars. The 1700-1702 were Family Coaches with revenue seats for 32, a diaper changing room, Children’s Playroom, Children’s Theater, and Buffet. The 1850-1852 series cars featured 5 Roomettes, 1 Single Bedroom, 3 drawing Rooms and 24 non revenue seats in the dome with all space sold for daytime use only. The 1875 – 1877 series cars were 20 revenue seat Coaches with a snack bar beneath the 20 non revenue seat Dome Observations. Car numbers 1900 – 1902 were 8 seat Lunch Counter Buffet 38 seat lounge Cars. Car numbers 1920 – 1922 featured 5 seat Lunch Counter 32 seat Dining and 10 seat Lounge Observation with Blunt Observation end and diaphragm installed. Cars 1940 – 1942 featured a Crew Dayroom 12 seat Lunch Counter and Kitchen, these cars were paired with 60 seat Dining Room Theater cars 1970 – 1972. If the CHESSIES had entered service several of the 36 revenue seat coaches and the 1920 – 1922 series Lunch Counter Dining Room Lounge Observations would have operated as through Newport News – Cincinnati cars. The 46 cars constructed by Budd for the CHESSIE sat idle while the C&O made up their mind what to do with them. Eventually the 20-revenue seat Coach 24 non-revenue seat dome Observations 1875 - 1877 would be assigned temporarily to PERE MARQUETTE service before being sold to the D&RGW in September 1948. The D&RGW after repainting these cars and installing adapters for mid train use assigned the cars to the ROYAL GORGE. The 22 coaches in the 1500-1511 series and 1600-1609 series were sold six to the ACL in October 1950, eight to the SAL in August 1950, and the remaining eight were sold overseas and shipped to Argentina. Two of the 1900 – 1902 series Tavern Lounge cars 1900 and 1901 were also sold and shipped to Argentina, while 1902 was retained by the C&O and rebuilt into Business car 19 in 1950. The three twin unit dining sets were 1940- 1942 and 1970- 1972 series were all sold to the ACL in December 1950. The three sleeper Domes 1850 – 1852 were sold to the B&O in December, 1950 and assigned to the CAPITOL LIMITED and SHENANDOAH between Washington and Chicago. The three Family Coaches 1700 – 1702 were sold to the C&EI in March 1951 the last of the former CHESSIE cars sold.

BAGGAGE 28 REVENUE SEAT COACH COMBINATIONS Budd Company August 1948 (Built for stillborn CHESSIE)

1400– 1402

36 REVENUE SEAT COACHES WITH 8 SEAT SMOKING LOUNGES Budd Company August 1948 (Built for stillborn CHESSIE)

Vestibule Aft
1500 – 1511

Vestibule Forward
1600 – 1609

32 REVENUE SEAT FAMILY COACHES WITH CHILDREN’S PLAYROOM THEATER DIAPER CHANGING ROOM Budd Company August, 1948 (Built for stillborn CHESSIE)

1700 – 1702

24 SEAT DOME 3 DRAWING ROOM 5 ROOMETTE 1 SINGLE BEDROOM PRIVATE ROOM CARS Budd Company August, 1948 Plan: 9524 Lot: 9669 (Built for stillborn CHESSIE)

1850 – 1852

24 SEAT DOME 20 REVENUE SEAT COACH 16 SEAT LOUNGE OBSERVATIONS (Tapered) Budd Company August, 1948 (Built for stillborn CHESSIE)

1875 – 1877

8 SEAT LUNCH COUNTER BUFFET 38 SEAT LOUNGE CARS Budd Company August 1948 (Built for stillborn CHESSIE)

1900 – 1902

KITCHEN PANTRY 5 SEAT LUNCH COUNTER 32 SEAT DINING 10 SEAT LOUNGE OBSERVATIONS (Blunt) Budd Company August 1948 (Built for stillborn CHESSIE)

1920 – 1922

CREW DAYROOM 8 SEAT LUNCH COUNTER KITCHEN CARS ½ of TWIN UNIT Budd Company August 1948 (Built for stillborn CHESSIE)

1940 – 1942

60 SEAT DINING ROOM THEATER CARS ½ of TWIN UNIT Budd Company August 1948 (Built for stillborn CHESSIE)

1970 – 1972

The streamlined coaches to modernize the remaining C&O passenger services arrived in 1950 from Pullman Standard several of these cars were listed previously for the PERE MARQUETTE services (1403, 1800 – 1803, and 1903). The largest part of the order was for eighty 52 revenue seat coaches of whom fifty-nine were actually delivered to the C&O numbered 1610 – 1668. These cars were built with two compartments seating 26 with a serpentine open divider between the compartments. The reason given for this design was it broke up the tube like shape of the coach seating area. These cars actually seemed more roomy than most with this center divider although in actual fact it was only an illusion. These cars were assigned to the SPORTSMAN, PERE MARQUETTES, GEORGE WASHINGTON, and FFV. Many secondary trains were also equipped with these coaches.

52 REVENUE SEAT COACHES Pullman Standard 1950 (Built for and assigned to General Service)
1610 – 1668

Two of the above cars 1610 and 1611 were remodeled with a Kitchen occupying the space of the former men’s room at one end and the 26 coach seats at that same end were replaced by a 22 seat Dining room. At the other end of the car in the space where the large women’s restroom was formerly located smaller men and Ladies Rest rooms were installed and the 26 revenue seat coach compartment remained.

TTFN Al

[LoveDomes]

Good Morning!

Chessie, an interesting road - try these out for size:

Name trains of the Chesapeake and Ohio (C&O)

QUOTE: F. F. V.
George Washington
Resort Special
Sportsman

As always, I have no clue with regard to 'when' these trains ran, nor are they all-inclusive - just for the fun of it![tup]

Until the next time!

Lars

[siberianmo]

Good Morning!

Here's something Posted over at the bar several week ago . . . .

Now arriving on track #1 …..
Railroads from Yesteryear! Number Two


Used with permission from: Wikipedia, the free encyclopedia. Formatting differences made necessary due to Forums requirements. Some heralds from other sources.


Chesapeake and Ohio Railway

Locale: District of Columbia, Illinois, Indiana, Kentucky, Michigan, New York, Ohio, Virginia, West Virginia, and Wisconsin

Reporting marks: CO

Dates of operation: 1869 – 1972

Track gauge: 4 ft 8½ in (1435 mm) (standard gauge)

Headquarters: Cleveland, Ohio

The Chesapeake and Ohio Railway (C&O) was a Class I railroad formed in 1869 in Virginia from many smaller railroads begun in the 19th century. Tapping the coal reserves of West Virginia, it formed the basis for the City of Newport News and the coal piers on Hampton Roads, and forged a rail link to the midwest, eventually reaching Columbus, Cincinnati, and Toledo in Ohio and Chicago, Illinois.

Headquartered in Cleveland, Ohio, USA, in 1972, it became part of the Chessie System, along with the Baltimore and Ohio and Western Maryland Railway. In 1980, the Chessie system combined with Seaboard Coast Line Industries to form CSX Corporation, which by 1987 had merged all its railroad subsidiaries into CSX Transportation, one of seven Class I railroads operating in North America at the beginning of the 21st century.

The city of Huntington, West Virginia is named for one of its early leaders, Collis P. Huntington.


Early history, Crozet, and crossing the Blue Ridge Mountains

The Chesapeake & Ohio Railway traces its origin to the Louisa Railroad of Louisa County, Virginia, begun in 1836, and the James River & Kanawha Canal Company, also begun in Virginia in 1785. The C&O of the 1950s and 1960s at its peak before the first modern merger, was the product of about 150 smaller lines that had been incorporated into the system over time.

By 1850 the Louisa Railroad had been built east to Richmond and west to Charlottesville, and in keeping with its new and larger vision, was renamed the Virginia Central Railroad. The Commonwealth of Virginia, always keen to help with "internal improvements" not only owned a portion of Virginia Central stock, but incorporated and financed the Blue Ridge Railroad to accompli***he hard and expensive task of crossing the first mountain barrier to the west. Under the leadership of the great early civil engineer Claudius Crozet, the Blue Ridge RR built over the mountains, using four tunnels, including the 4,263-foot Blue Ridge Tunnel at the top of the pass, then one of the longest tunnels in the world.

While the Blue Ridge was being breached, Virginia Central was building westward from the west foot of the mountains, across the Great Valley of Virginia (The Shenandoah Valley), and the Shenandoah range (Great North Mountain), reaching a point known as Jackson's River Station, at the foot of the Alleghany Mountains (note that in Virginia Alleghany is spelled with an "a"), in 1856. This is the site that would be called Clifton Forge later.

To finish its line across the mountainous territory of the Alleghany Plateau (known in old Virginia as the "Transmountaine"), the Commonwealth again chartered a state-subsidized railroad called the Covington and Ohio Railroad. This company completed important grading work on the Alleghany grade and did considerable work on numerous tunnels over the mountains and in the west. It also did a good deal of roadway work around Charleston on the Kanawha River. Then the American Civil War intervened, and work was stopped on the westward expansion.

C & O predecessors during the Civil War

During the Civil War the Virginia Central Railroad was one of the Confederacy's most important lines, carrying food from the Shenandoah region to Richmond, and ferrying troops and supplies back and forth as the campaigns surrounded its tracks frequently. It had an important connection with the Orange and Alexandria Railroad at Gordonsville, Virginia. On more than one occasion, the Virginia Central was used in actual tactical operations, transporting troops directly to the battlefield. But, it was a prime target for Federal armies, and by the end of the war had only about five miles of track still in operation, and $40 in gold in its treasury.

Ellis P. Huntington links the tidewater of Virginia with the Ohio Valley

Following the war, Virginia Central officials, led by company president Williams Carter Wickham, realized that they would have to get capital to rebuild from outside the economically devastated South, and attempted to attract British interests, without success. Finally, they succeeded in getting Collis P. Huntington of New York, interested in the line. He is, of course, the same Huntington that was one of the "Big Four" involved in building the Central Pacific portion of the Transcontinental Railroad, which was at this time just reaching completion. Huntington had a vision of a true transcontinental that would go from sea to sea under one operating management, and decided that the Virginia Central might be the eastern link to this system.

Huntington supplied the Virginians with the money needed to complete the line to the Ohio River, through what was now the new state of West Virginia. The old Covington & Ohio's properties were conveyed to them [Note: the name was Railroad at this time ... it will be changed later to Railway] in keeping with its new mission of linking the Tidewater coast of Virginia with the "Western Waters." this was the old dream of the "Great Connection" which had been current in Virginia since Colonial times.

On July 1, 1867 the C&O was completed nine miles from Jackson's River Station to the town of Covington, seat of Alleghany County, Virginia. By 1869, it had crossed Alleghany Mountain, using much of the tunneling and roadway work done by the Covington & Ohio before the war, and was running to the great mineral springs resort at White Sulphur Springs, now in Greenbrier County, West Virginia. Here, stagecoach connections were made for Charleston and the navigation on the Kanawha River (and thus water transportation on the whole Ohio/Mississippi system).

During 1869-1873 the hard work of building through West Virginia was done with large crews working from the new city of Huntington on the Ohio River and White Sulphur (much as the UP and CP had done in the transcontinental work), and the line was completed at Hawk's Nest, West Virginia on January 28, 1873. The West Virginia stretch of the C & O was the site of the legendary competition between John Henry and a steam-powered machine; the competition is said to have taken place in a tunnel south of Talcott, West Virginia near the Greenbrier River.

Typical of the men who built the C & O during this period was William N. Page, a civil engineer who had attended special courses in engineering at the University of Virginia before he went to work on the railroad. Page directed the location and construction of the New River Canyon Bridge in 1871 and 1872, and of the Mill Creek Canyon bridge in 1874. In 1875 and 1876, he led the surveying party charged with mapping out the route of the double-track railway to extend between Hampton Roads and the Ohio River via the New River and Kanawha Valleys of West Virginia. Like many men who came to West Virginia with the railroad, Page was struck with both the beauty and potential of the natural resources and is considered one of the more energetic and successful men who helped develop West Virginia's rich bituminous coal fields in the late 19th and early 20th century. Page settled in the tiny mountain hamlet of Ansted, West Virginia, a town located in Fayette County near Hawk's Nest, on high bluffs overlooking the New River far below, where the C&O occupied both sides of the narrow valley.

Collis Huntington intended to connect the C&O with his western and mid-western holdings, but had much other railroad construction to finance and he stopped the line at the Ohio and over the next few years did little to improve its rough construction or develop traffic. The only connection to the West was by packet boats operating on the Ohio River. Because the great mineral resources of the region hadn't been fully realized yet, the C&O suffered through the bad times brought on by the financial panic (Depression) of 1873, and went into receivership in 1878. When reorganized it was renamed The Chesapeake & Ohio Railway Company.

West Virginia coal development and Newport News piers

Shortly after the end of the Civil War, Collis P. Huntington and his associates began buying up land in Warwick County, Virginia. During the ten years from 1878 to 1888, C&O's coal resources began to be developed and shipped eastward. In 1881 the Peninsula Subdivision was completed from Richmond to the new city of Newport News, located on Hampton Roads, the East's largest ice-free port. Transportation of coal to Newport News where it was loaded on coast-wise shipping and transported to the Northeast became a staple of the C&O's business at this time.

Morgan and Vanderbilt take control

In 1888 Huntington lost control of the C&O in a reorganization without foreclosure that saw his majority interest lost to the interests of J.P. Morgan and William K. Vanderbilt. In those days before US anti-trust laws were created, both many smaller railroads which appeared to be in competition with each other were essentially under common control. Even the leaders of Pennsylvania Railroad (PRR) and New York Central Railroad (NYC) had secretly entered into a "community of interests" pact.

Morgan and Vanderbilt had Melville E. Ingalls installed as President. Ingalls was, at the time, also President of the Vanderbilt's Cleveland, Cincinnati, Chicago and St. Louis Railroad (The "Big Four System"), and held both presidencies concurrently for the next decade. Ingalls installed George W. Stevens as general manager and effective head of the C&O.

The C&O gains a water level route along the James River across Virginia

In 1889 the Richmond and Allegheny Railroad company, which had been built along the tow-path of the defunct James River and Kanawha Canal, was merged into the C&O, giving it a down grade "water level" line from Clifton Forge to Richmond, avoiding the heavy grades of North Mountain and the Blue Ridge on the original Virginia Central route. This "James River Line" would be the principal artery of eastbound coal transportation down to the present day.

Ingalls and Stevens completely rebuilt the C&O to "modern" standards with ballasted roadbed, enlarged and lined tunnels, steel bridges, and heavier steel rails, as well as new, larger, cars and locomotives.

In 1888, the C&O built the Cincinnati Division, from Huntington, West Virginia down the south bank of the Ohio River in Kentucky and across the river at Cincinnati, connecting with the "Big Four" and other Midwestern Railroads.

From 1900 to 1920 most of the C&O's lines tapping the rich bituminous coal fields of southern West Virginia and eastern Kentucky were built, and the C&O as it was known throughout the rest of the 20th Century was essentially in place.

In 1910 C&O merged the Chicago, Cincinnati & Louisville Railroad into its system. This line had been built diagonally across the state of Indiana from Cincinnati to Hammond in the preceding decade. This gave the C&O a direct line from Cincinnati to the great railroad hub of Chicago.

Also in 1910, C&O interests bought control of the Kanawha and Michigan (K&M) and Hocking Valley (HV) lines in Ohio, with a view to connecting with the Great Lakes through Columbus. Eventually anti-trust laws forced C&O to abandon its K&M interests, but it was allowed to retain the Hocking Valley, which operated about 350 miles in Ohio, including a direct line from Columbus to the port of Toledo, and numerous branches southeast of Columbus in the Hocking Coal Fields. But there was no direct connection with the C&O's mainline, now hauling previously undreamed-of quantities of coal. To get its coal up to Toledo and into Great Lakes shipping, C&O contracted with its rival Norfolk & Western to carry trains from Kenova,. W. Va. to Columbus. N&W, however, limited this business and the arrangement was never satisfactory.

C&O gained access to the Hocking Valley by building a new line directly from a point a few miles from its huge and growing terminal at Russell, Ky., to Columbus between 1917 and 1926. It crossed the Ohio River at Limeville, Ky. (Sciotoville, Ohio), on the great Limeville or Sciotoville bridge which remains today the mightiest bridge ever built from point of view of its load capacity. It was truly a monument to engineering, but seldom commented on outside of engineering circles because of its relatively remote location.

With the connection at Columbus complete, C&O soon was sending more of its high quality metallurgical and steam coal west than east, and in 1930 it merged the Hocking Valley into its system.

Van Sweringen era - Pere Marquette Railroad

The next great change for C&O came in 1923 when the great Cleveland financiers, the Van Sweringen brothers (O. P. and M. J. Van Sweringen), bought a controlling interest in the line as part of their expansion of the Nickel Plate Road (NKP) system. Eventually they controlled the NKP, C&O, Pere Marquette Railroad (in Michigan and Ontario), and Erie railroads. They managed to control this huge (for the time) system by a maze of holding companies and interlocking directorships. This house of cards tumbled when the Great Depression began and the Van Sweringen companies collapsed. But the C&O was a strong line and despite the fact that in the early 1930s over 50% of American railroads went into receivership, it not only avoided bankruptcy, but took the occasion of cheap labor and materials to again completely rebuild itself.

During the early 1930s when it seemed the whole country was retrenching, C&O was boring new tunnels, adding double track, rebuilding bridges, upgrading the weight of its rail, and rebuilding its roadbed, all with money from its principal commodity of haulage: Coal. Even in the hard years of the Great Depression, coal was something that had to be used everywhere, and C&O was sitting astride the best bituminous seams in the country.

Because of this great upgrading and building program, C&O was in prime condition to carry the monumental loads needed during World War II. During the War it transported men and material in unimagined quantities as the U. S. used the Hampton Roads Port of Embarkation as a principal departure point for the European Theater. The invasion of North Africa was loaded here. Of course coal was needed in ever increasing quantities by war industries, and C&O was ready with a powerful, well organized, well maintained railway powered by the largest and most modern locomotives.

Post World War II - Robert R. Young

By the end of the World War II, C&O was poised to help America during its great growth during the decades following, and at mid-century was truly a line of national importance. It became more so, at least in the public eye through Robert Ralph Young, its mercurial Chairman, and his Alleghany Corporation.

Young got control of the C&O through the remnants of the Van Sweringen companies, in 1942, and for the next decade he became "the gadfly of the rails," as he challenged old methods of financing and operating railroads, and inaugurated many forward looking advances in technology that have ramifications to the present. He changed the C&O's herald (logo) to "C&O for Progress" to embody his ideas that C&O would lead the industry to a new day. He installed a well-staffed research and development department that came up with ideas for passenger service that are thought to be futuristic even now, and for freight service that would challenge the growth of trucking. Young eventually gave up his C&O position to become Chairman of the New York Central before his suicide in 1958.

During the Young era and following, C&O was headed by Walter J. Tuohy, under whose control the "For Progress" theme continued, though in a more muted way after the departure of Young. During this time, C&O installed the first large computer system in railroading, developed larger and better freight cars of all types, switched (reluctantly) from steam to diesel motive power, and diversified its traffic, which had already occurred in 1947 when it merged into the system the old Pere Marquette Railroad (PM) of Michigan and Ontario, Canada, which had been controlled by the C&O since Van Sweringen days. The PM's huge automotive industry traffic, taking raw materials in and finished vehicle out, gave C&O some protection from the swings in the coal trade, putting merchandise traffic at 50% of the company's haulage.

Chessie System, CSX

C&O continued to be one of the more profitable and financially sound railways in the United States, and in 1963, under the guidance of Cyrus S. Eaton, helped start the modern merger era by "affiliating" with the ancient modern of railroads, the hoary Baltimore & Ohio. Avoiding a mistake that would become endemic to later mergers among other lines, a gradual amalgamation of the two lines' services, personnel, motive power and rolling stock, and facilities built a new and stronger system, which was ready for a new name in 1972. Under the leadership of the visionary Hays T. Watkins Jr., the C&O, B&O and Western Maryland Railway became Chessie System, taking on the name officially that had been used colloquially for so long for the C&O, after the mascot kitten used in ads since 1934.

Under Watkins' careful and visionary leadership, Chessie System then merged with Seaboard System Railroad (itself a combination of great railroads of the Southeast including Seaboard Air Line, Atlantic Coast Line, Louisville & Nashville Railroad, Clinchfield Railroad and others), to form a new mega-railroad: CSX Transportation (CSX).

Today, CSX, after acquiring 42% of Conrail in 1999, is one of four major railroad systems left in the country, and still an innovative leader, true to its roots in Robert Young at "For Progress," the Van Sweringens and their quest for efficiency and standardization, to George Stevens and his dedication to operation efficiency and safety awareness, back to Collis P. Huntington and his dreams of a transportation empire, and even back to those old, long forgotten Virginians who started it all to carry their farm produce to market in 1830.


References

None provided.


Used with permission from: Wikipedia, the free encyclopedia. Formatting differences made necessary due to Forums requirements. Some heralds from other sources.

***** ***** ***** ***** ***** ***** ***** ***** ***** ***** ***** *****

Enjoy!

Tom [4:-)] [oX)]

[siberianmo]

Good Evening!

Here's a beauty from "somewhere" in Canada . . .

CN #6031 4-8-2 (early 1940s) (from: www.yesteryear.com)


Later![tup]

Tom[4:-)] [oX)]

[siberianmo]

Hey guys!

Nice work with the Posts and Pix, Al 'n Lars!!

Last couple of times I've been through Jasper (in winter) there was hardly any snow at all, even up on the mountains. Nevertheless, it is a beautiful place to see and visit.

Never had the opportunity to travel aboard the Trans Continental - although from what I'ved heard from Al and others, must've been a great experience. Of course I'm way, way biased in favor of "The Canadian" from old - like the "Canadian" of present day as well. (Note the subtle differences with the "the" . . . )

Later![swg]

Tom [4:-)] [oX)]

[LoveDomes]

G'day Tom

I see 20 Fingers Al has been busy, busy, busy here and at the bar! Good show, mate![swg]

That's a terrific pix of the "Trans Continental" - really impressive![tup][tup][tup]

So, it appears that CN is "it" around here, huh[?]

CN "Trans Continental" eastbound at Jasper (1972)
(from: www.trainweb.org) Photo: Chris Guenzler


CN "Super Continental" at Jasper (1976)
(from: www.trainweb.org) Photo: Chris Guenzler



CN "Skeena" at Jasper (1976)
(from: www.trainweb.org) Photo: Chris Guenzler



Until the next time!

Lars

[passengerfan]

In keeping with todays theme.

CANADIAN
NATIONAL Streamlined Head End Cars
by Al

The Canadian National Canada’s Government owned railway began purchasing semi- streamlined head end cars as early as 1936. In fact these cars except for the roof ends and the fact they rode on six-wheel trucks would otherwise have been deemed streamlined. The first four of these cars were delivered by National Steel Car to the Canadian National in October 1936. These four cars were Baggage 30’ Railway Post Office Cars 3600 – 3603. These cars were assigned to General Service on long distance trains such as the OCEAN LIMITED and CONTINENTAL LIMITED.

BAGGAGE 30’ RAILWAY POST OFFICE CARS National Steel Car Company October 1936 (Built for and assigned to GENERAL SERVICE)

3600 – 3603

A pair of Semi-streamlined Baggage Cars arrived from National Steel Car Co. in May 1938 numbered 4200, 4201. These two cars were part of an order for seven cars the other five were Baggage 30’ Railway Post Office cars 3404 – 3408. In fact National Steel Car Co. of Hamilton, Ontario, would construct every CN semi-streamlined and streamlined head end cars.

BAGGAGE CARS National Steel Car Company May 1938 (Built for and assigned to GENERAL SERVICE)

4200 – 4201

BAGGAGE 30’ RAILWAY POST OFFICE CARS National Steel Car Company May 1938 (Built for and assigned to GENERAL SERVICE)

3404 - 3408

Canada being a British Commonwealth country entered WW II in September 1939 and right away there was restrictions placed on the types of Railway cars that could be constructed for the duration of the war. Being in desperate need of additional Baggage 30' Railway Post Office cars the Canadian Government allowed Canadian National to receive ten of these cars numbered 3609 – 3618 from National Steel Car. These cars had actually been ordered before the war broke out. These cars were identical to the previous semi-streamlined Baggage 30’ Railway Post Office Cars built to the so called Canadian Flyer design similar to those prewar cars constructed at Pullman Standards old Osgood Bradley plant in Worcester, Mass. referred to as the American Flyer cars.

BAGGAGE 30’ RAILWAY POST OFFICE CARS National Steel Car Company April 1940 (Built for and assigned to GENERAL SERVICE)

3609 – 3618

Badly in need of new cars following WW II the Canadian National placed orders for the car types they needed most desperately. The first head end cars delivered to the Canadian National following WW II were twelve streamlined Baggage Cars numbered 8827 – 8838. These twelve cars were assigned to general service after delivery in June – July 1948. In October – November 1948 the Canadian National received ten Baggage 30’ Railway Post Office Cars 7840 - 7849 assigning these cars to General Service.

BAGGAGE CARS National Steel Car Company June – July 1948 (Built for and assigned to GENERAL SERVICE)

8827 – 8838

BAGGAGE 30’ RAILWAY POST OFFICE CARS National Steel Car Company October – November 1948 (Built for and assigned to GENERAL SERVICE)

7840 – 7849

In 1950 the CN received an order for 50 Baggage Cars numbered 8981 – 9030. This group of cars permitted many of the old truss rod Baggage cars still in use to be retired or transferred to branch line duties. These old cars had originally been built for CN predecessors and were of wood construction but later sheathed in steel, but in any case they were long overdue for retirement from mainline trains.
Another fifty Baggage Cars were received from National Steel Car between August and November 1951 numbered 9031 – 9080, and like the previous fifty from 1950 they were assigned to General service.

BAGGAGE CARS National Steel Car Company March – July 1950 (Built for and assigned to GENERAL SERVICE)

8981 – 9030

BAGGAGE CARS National Steel Car Company August – November 1951 (Built for and assigned to GENERAL SERVICE)

9031 – 9080

The Canadian National next received three orders for head end cars in 1953. The first of these was the final order for five Baggage 30’ Railway Post Office Cars numbered 7850 – 7854. These five cars were delivered in April – May. The next 1953 order was for fifty-eight Baggage Cars numbered 9085 – 9142 delivered between May and August 1953. A follow on order for an additional twenty-nine Baggage Cars numbered 9144 – 9172 followed in August and September 1953.

BAGGAGE 30’ RAILWAY POST OFFICE CARS National Steel Car Company April – May 1953 (Built for and assigned to GENERAL SERVICE)

7850 – 7854

BAGGAGE CARS National Steel Car Company May – August 1953 (Built for and assigned to General Service)

9085 – 9142

BAGGAGE CARS National Steel Car Company August – September 1953 (Built for and assigned to GENERAL SERVICE)

9144 – 9172

Deliveries of thirty Baggage Cars per year were received by the Canadian National in both 1953 and 1954 from National Steel Car Company. In addition the CN received there only order for streamlined Baggage 60’ Railway Post Office cars in 1954, in fact these were the last RPO cars constructed for the Canadian National. These five cars 3745 – 3749 were assigned to service in trains operating between Montreal and Toronto chiefly but were also found operating as Far West as Windsor, Ontario and as Far East as Quebec City.

BAGGAGE CARS National Steel Car Company October – November 1953 (Built for and assigned to GENERAL SERVICE)

9173 – 9202

BAGGAGE 60’ RAILWAY POST OFFICE CARS National Steel Car Company April – June 1954 (Built for and assigned to trains in the Canadian Corridor)

3745 – 3749

BAGGAGE CARS National Steel Car Company October – December 1954 (Built for and assigned to GENERAL SERVICE)

9203 –9232

An order for twenty Baggage Cars numbered 9233 – 9252 arrived from National Steel Car Company in December 1955 for assignment to general service.

BAGGAGE CARS National Steel Car Company December 1955 (Built for and assigned to GENERAL SERVICE)

9233 – 9252

An order for twenty Baggage Cars arrived in May – June 1957 for CN service numbered 9253 – 9272. As with previous cars of this type they were assigned to General service.

BAGGAGE CARS National Steel Car Company May – June 1957 (Built for and assigned to GENERAL SERVICE)

9253 – 9272

The Canadian National received a final order for Baggage Cars from National Steel Car Company in February – March 1958 numbers 9273 – 9302. These thirty cars were the last new head end cars built by National Steel Car Company.

BAGGAGE CARS National Steel Car Company February – March 1958 (Built for and assigned to GENERAL SERVICE)

9273 – 9302

[siberianmo]

G'day,

Feast your eyes on this!

CN Transcontinental at Jasper, Alberta (1963)
(credit: Canada Science & Technology Museum, Ottawa)


Enjoy![tup]

Tom[4:-)] [oX)]

[siberianmo]

PASSENGER TRAIN NOSTALGIA #70

Here’s something to enjoy regarding the Canadian National Railways (CNR) from a 1933 advertisement in my personal collection.

. . . . . . . . . . . . . . . . . . . .

THE VACATION YOU’VE DREAMED OF COSTS LESS THAN EVER THIS YEAR IF YOU SPEND IT IN CANADA

JASPER PARK

. . . . . . . . . . in the . . . . . . . . . .

CANADIAN ROCKIES

Here’s a vacation of a thousand thrills: Maligne lake whose waters offer the finest brook trout fishing on this continent and mirror mountain scenes of almost incredible beauty! The famous drive to Mt. Edith Cavell with its dazzling Angel Glacier . . . The Pocahontas Highway where mountain sheep and goats, deer and black bears often pose for camera hunters . . . Golf on a championship course with breath-taking views from every fairway. Swimming in a warmed outdoor pool . . . tennis . . . trail riding . . . mountain-climbing with Swiss guides.

The friendly hospitality of Jasper Park Lodge is as much a part of this perfect vacation as the mountains themselves. Luxurious accommodations. Perfect food. Rates from $7.00 a day, Canadian funds, for room and meals (10% discounts for two weeks or more). Season June 1- September 23. Booklets, travel films and all information from any office below.

1933 SPORTING EVENTS
Riding, swimming, hiking, mountain climbing with Swiss guides and every vacation sport. July 1 – the Rodeo. September 2-9 – Totem Pole Golf Tournament.

CANADIAN NATIONAL

To Everywhere in Canada

BOSTON . . . . . . . . . . . . KANSAS CITY . . . . . PORTLAND, Me.
186 Tremont St. . . . . . . . 705 Walnut St. . . . . . Grand Trunk Ry Sta.

BUFFALO . . . . . . . . . . . LOS ANGELES . . . . . St. LOUIS
420 Main St. . . . . . . . . . .607 So Grand Ave. . . .314 No Broadway

CHICAGO. . . . . . . . . . . . MINNEAPOLIS . . . . . St. PAUL
4 So.Michigan Blvd.. . . . . 654 Marquette Ave. . . 83 East Fifth St.

CINCINNATI . . . . . . . . . . NEW YORK . . . . . . . .SAN FRANCISCO
49 E. Fourth St.. . . . . . . . 673 Fifth Ave.. . . . . . . 648 Market St.

DETROIT. . . . . . . . . . . . . PHILADELPHIA. . . . . SEATTLE
1524 Washington Blvd.. . . 1422 Chestnut St... . . 1329 Fourth St.

DULUTH . . . . . . . . . . . . . .PITTSBURGH . . . . . .Washington, D.C.
428 W Superior St. . . . . . . 355 Fifth Ave. . . . . . .15th & H Sts. NW

. . . . . . . . . . LONDON, Eng. . . . . . . . . . PARIS, France
. . . . . . . . . . 17-19 Cockspur St. . . . . . . 1 rue Scribe


Enjoy! [tup]

Tom [4:-)][oX)]

[passengerfan]

Good Afternoon All Pullman is one of my favorite subjects as if Tom and Lars did'nt know.

Pullman operated three prewar trains in the Western United States the FORTY-NINER, TREASURE ISLAND SPECIAL, and ARIZONA LIMITED.

PULLMAN owned and operated streamlined sleeping cars
by Al

The Pullman operating Company better known as the Pullman Pool owned a total of twenty-one lightweight sleeping cars. Many of these Pullman owned cars were sold to railroads while a few lasted to the end as Pullman cars.
First of the lightweight Pullman cars was the GEORGE M. PULLMAN named for the founder of the Pullman Company. This car was an Observation that featured an interior with 3 Double Bedrooms, 1 compartment 1 Drawing Room Buffet 8 seat Dinette 12 seat Lounge 6 Seat lounge Observation. This car was built along the lines of a heavyweight car except for its skirting and turtle roof with rounded Observation end. The GEORGE M. PULLMAN was among the first cars to have retractable steps. Interior of the car was art deco and was very modern by standards of the day and would have matched cars built as late as 1950. The car was constructed using mostly Aluminum including the trucks except for the wheels. Upon completion in May 1933 the car was displayed at the Century of Progress fair in Chicago. After the fair the car was assigned to different trains so it really became quite well traveled. In 1935 the pair of Aluminum trucks the only ones of there kind were replaced by conventional 6 wheel heavyweight trucks.
It's first regular assignment was between February and July 1938 to the Santa Fe CHIEF pool. One of the Santa Fe CHIEF streamlined Sleeper Observations CHAISTLA was assigned to the second SUPER CHIEF during this period until Pullman delivered the SUPER CHIEFS own Streamlined sleeper Lounge Observation PUYE. The GEORGE M. PULLMAN received a two tone Gray paint scheme for service bringing up the markers of the TREASURE ISLAND SPECIAL between May 22, 1939 and August 22, 1939. On that date it was withdrawn and assigned to the replacement train for the wrecked CITY OF SAN FRANCISCO beginning on August 23, 1939. For the TREASURE ISLAND SPECIALS second season June 22, 1940 - September 16, 1940 the GEORGE M. PULLMAN was once again bringing up the markers. For the 1940-41 winter season the GEORGE M. PULLMAN was assigned to one of the FLORIDA ARROW consists.
Thereafter the GEORGE M. PULLMAN found assignment where needed the most during WW II and its next regular assignment was once again on the Santa Fe assigned to one of the CHIEFS following the war. The car also found postwar assignment to the UP in the CITY OF LOS ANGELES pool.
In October 1952 the GEORGE M. PULLMAN was retired from the Pullman pool and sold to the Chicago Great Western for use as a business car. But strong evidence suggests that the CGW used the car for charter service on many occasions. The car was often seen in Omaha during this period with business leaders aboard from Kansas City, Chicago, and Minneapolis - St. Paul.
Sadly this one of a kind car ended up in an Omaha scrap yard in September 1964.

3 DOUBLE BEDROOM 1 COMPARTMENT 1 DRAWING ROOM BUFFET 8 SEAT DINETTE 12 SEAT LOUNGE 6 SEAT LOUNGE OBSERVATION Pullman Standard May 1933 Plan: 4028 Lot: 6400 (Built for and assigned to Pullman Pool)

GEORGE M. PULLMAN

In August 1936 a pair of articulated sleeping cars were delivered to the Pullman Pool by Pullman Standard. One of these cars was an Observation named PROGRESS and the articulated sleeping car it was mated with was named ADVANCE. This articulated pair were truly lightweight streamlined cars complete with the smoothly rounded Observation end on PROGRESS. The interior of ADVANCE featured 14 Duplex Single Rooms and 2 Double Bedrooms. Interior of PROGRESS featured two 3 Double Bedrooms 1 Compartment Buffet 26 seat Lounge Observation. First regular assignment for the articulated pair was to the FORTY- NINER between Chicago and San Francisco. For this service the two cars received new names which they would carry for the remainder of there service lives. ADVANCE was renamed BEAR FLAG and PROGRESS received the new name CALIFORNIA REPUBLIC in keeping with the trains Gold Ru***heme. The FORTY-NINER entered service July 8, 1937 and the final trip of the FORTY NINER took place July 26, 1941. This train used heavyweight sleeping cars streamlined for this service and was assigned steam power. Initially the UP rebuilt and streamlined a Mountain and Pacific for their portion of the FORTY NINER trip. The Pacific operated between Omaha and Cheyenne and the Mountain between Cheyenne and Ogden. The SP assigned any of there Mountains and the C&NW assigned Pacific's initially until the new streamlined Hudson's arrived.
Next regular assignment for the articulated cars was to one of the ARIZONA LIMITED consists between Chicago and Phoenix between December 15, 1941 and April 3, 1942.
The ARIZONA LIMITEDS were another all Pullman operation like the earlier FORTY - NINER except there were two consists and every other day service was maintained. The sleeping cars in these trains were all streamlined and the trains operated for two seasons only.
Following the second world war the pair were painted UP streamliner colors and assigned to one of the daily CITY OF LOS ANGELES consists of 1947. After there stint in CITY OF LOS ANGELES service the pair found very little use after that and were scrapped in August 1956.

ARTICULATED 14 DUPLEX SINGLE ROOM 2 DOUBLE BEDROOM SLEEPING CAR Pullman Standard August 1936 Plan: 4050 Lot: 6478 (Built for and assigned to Pullman Pool)

ADVANCE later BEAR FLAG

ARTICULATED 3 DOUBLE BEDROOM 1 COMPARTMENT BUFFET 26 SEAT LOUNGE OBSERVATION Pullman Standard August, 1936 Plan: 4051A Lot: 6478 (Built for and assigned to Pullman Pool)

PROGRESS later CALIFORNIA REPUBLIC

In October 1936 Pullman Standard constructed a new streamlined sleeping car with fluted stainless steel panels hung by fasteners over the mild steel car sides beneath using truss frame construction. This sleeping car was an 8 Section 2 Compartment 2 Double Bedroom car. The car was named FORWARD and after completing a brief exhibition tour was assigned to the Santa Fe SUPER CHIEF. This was the first lightweight streamlined sleeping car assigned to the then all heavyweight diesel powered SUPER CHIEF. The heavyweight SUPER CHIEF consist along with FORWARD were withdrawn from service when the new streamlined light-weight SUPER CHIEF began service May 18, 1937.
At that time the FORWARD was assigned to every other night service between Chicago and Kansas City.
When the new streamlined daily CHIEFS entered service in February 1938 the FORWARD was assigned to its pool of cars.
Ownership of FORWARD was transferred to the Santa Fe in 1945. The FORWARD was rebuilt in Santa Fe Topeka Shops to a Baggage 15 Crew Dormitory car in October 1963 and numbered 3473.
The former FORWARD was scrapped in the late 1960's.

8 SECTION 2 COMPARTMENT 2 DOUBLE BEDROOM SLEEPING CAR Pullman Standard October 1936 Plan: 4057 Lot: 6494 (Built as experimental car using Truss Construction method)

FORWARD

The next Pullman Pool car built was the ROOMETTE I delivered in August 1937. This was the car that introduced the Roomette to the railroads. The ROOMETTE I contained 18 Roomettes. The ROOMETTE I was exhibited and operated in numerous trains until August 1940 when it was renamed MOSES CLEAVELAND and assigned to the NKP operated in overnight service between Chicago and Cleveland. In 1945 ownership of MOSES CLEAVELAND passed from Pullman to the NKP. In February 1950 the MOSES CLEAVELAND was once again renamed for the third time and assigned a number as well 216 CITY OF COLDWATER. The car was assigned to overnight St. Louis - Cleveland service for a period of time and ended its days operating Cleveland - Chicago. The NKP retired the 216 CITY OF COLDWATER in July 1961.

18 ROOMETTE SLEEPING CAR Pullman Standard August, 1937 Plan: 4068G Lot: 6526 (Built as experimental car to introduce the Roomette to the railroads)

ROOMETTE I later MOSES CLEAVELAND and 216 CITY OF COLDWATER

A second all Roomette Sleeping car was constructed by Pullman Standard in December 1938 and named ROOMETTE II. It was nearly identical to the earlier ROOMETTE I. In August 1940 ROOMETTE II was assigned to overnight service between Chicago and Cleveland on the NKP along with ROOMETTE I.
At that time the ROOMETTE II was renamed ROBERT DE LA SALLE.
In 1945 ownership of ROBERT DE LA SALLE was transferred to the NKP. In December 1949 ROBERT DE LA SALLE was renamed and numbered 215 CITY OF ST. MARYS. The car was retired in July 1961.

18 ROOMETTE SLEEPING CAR Pullman Standard December 1938 Plan: 4068G Lot: 6556 (Built to operate opposite ROOMETTE I and assigned to Pullman Pool)

ROOMETTE II later ROBERT DE LA SALLE later NKP 215 CITY OF ST. MARYS

The next Pullman Pool sleeping car was the AMERICAN MILEMASTER Sleeper Buffet Lounge Observation delivered by Pullman Standard in April 1939 and displayed at the New York Worlds Fair. The car was repainted prewar streamliner colors of the UP and assigned to replace the GEORGE M. PULLMAN in the wreck replacement CITY OF SAN FRANCISCO. The AMERICAN MILEMASTER was itself replaced by the trains regularly assigned Observation NOB HILL back from repairs in June 1940. At that time AMERICAN MILEMASTER was repainted two tone gray and replaced GEORGE M. PULLMAN bringing up the markers of the TREASURE ISLAND SPECIAL and completed this assignment September 18, 1940.
Next regular assignment for the AMERICAN MILEMASTER began December 15, 1940 bringing up the markers of one of the two ARIZONA LIMITED consists and completed this winter only assignment April 3, 1941.
In September 1941 the AMERICAN MILEMASTER was assigned to one of the SP LARK train sets after that trains regularly assigned car 400 was destroyed in a collision on September 19, 1941. In December 1941 AMERICAN MILEMASTER lost its name and was numbered second 400.
Following WW II the cars ownership was transferred to the SP. For the rest of this cars history please refer to the Southern Pacific Chapter.

2 DOUBLE BEDROOM 1 COMPARTMENT 1 DRAWING ROOM BUFFET 20 SEAT LOUNGE 8 SEAT LOUNGE OBSERVATION Pullman Standard April 1939 Plan: 4082 Lot: 6597 (Built for and assigned to Pullman Pool)

AMERICAN MILEMASTER

In March 1940 Pullman Standard delivered four IMPERIAL series 4 Compartment 4 Double Bedroom 2 Drawing Room cars to the Pullman Pool. The four cars were assigned to whatever train needed them until December 1940 when they were assigned two per consist to the ARIZONA LIMITED train sets. All four operated for both winter seasons the ARIZONA LIMITED operated in that train. At the completion of their ARIZONA LIMITED assignments the cars were transferred to the GOLDEN STATE pool of these cars and received numbers 217 - 220. The cars joined eleven others numbered 206 - 216 assigned to the same train built in 1942. Cars 217 to 220 were originally MPERIAL CLIPPER, IMPERIAL GUARD, IMPERIAL THRONE and IMPERIAL BANNER. The four cars remained in GOLDEN STATE LIMITED service for many years with ownership being transferred to the Rock Island and Southern Pacific in 1945. Cars 217 and 218 became Rock Island and 219-220 became the property of the Southern Pacific.

4 COMPARTMENT 4 DOUBLE BEDROOM 2 DRAWING ROOM SLEEPING CARS Pullman Standard March 1940 Plan: 4069D Lot: 6605 (Built for and assigned to Pullman Pool)

IMPERIAL BANNER

IMPERIAL CLIPPER

IMPERIAL GUARD

IMPERIAL THRONE

In March-April 1940 Pullman Standard built and delivered to the Pullman Pool 8 CASCADE series 10 Roomette 5 Double Bedroom Sleeping cars.
Four of these CASCADE series cars were assigned to the ARIZONA LIMITED its first winter season of operation CASCADE BANKS, CASCADE BASIN, CASCADE BOULDERS and CASCADE GULLY. The first two CASCADE BANKS and CASCADE BASIN also operated in the ARIZONA LIMITED consists there second and final season. Both of these cars would remain in the Pullman Pool until retired and scrapped in August 1967.
Another two CASCADE MILLS and CASCADE SHOALS were assigned to the ROCKY MOUNTAIN ROCKET service between Kansas City and Belleville where they made connections with the main ROCKY MOUNTAIN ROCKETS going westbound and returning eastbound beginning in June 1940. That day's eastbound CASCADE series sleeper operated as a Parlor Car with space sold at Parlor car rates for the daytime journey. The westbound CASCADE series sleeper operated overnight with space sold at regular sleeping car rates.
In November 1940 CASCADE MILLS and CASCADE SHOALS were replaced by newly built Rock Island owned 8 Section 5 Double Bedroom Sleeping cars 620 FOREST CANYON and 621 THOMPSON CANYON.
At that time CASCADE MILLS and CASCADE SHOALS were transferred to the Santa Fe who assigned them to overnight service between Chicago and Kansas City. In 1945 the ownership of these two cars was transferred to the Santa Fe and for the rest of their careers they operated overnight between Chicago and Kansas City.
Two other CASCADE series cars CASCADE BLUFF and CASCADE LOCKS operated in the Pullman Pool until transferred to the B&O in January 1941. They were assigned to the CAPITOL LIMITEDS becoming the first lightweight streamlined sleeping cars assigned to those trains.
CASCADE BOULDERS and CASCADE GULLY joined CASCADE BLUFF and CASCADE LOCKS in CAPITOL LIMITED service beginning in May 1942 upon completion of there ARIZONA LIMITED assignments. All four CASCADE series cars transferred to the CAPITOL LIMITED became B&O owned in 1945.

10 ROOMETTE 5 DOUBLE BEDROOM SLEEPING CARS Pullman Standard March - April 1940 Plan: 4072B Lot: 6606 (Built for and assigned to Pullman Pool)

CASCADE BANKS

CASCADE BASIN

CASCADE BLUFF

CASCADE BOULDERS

CASCADE GULLY

CASCADE LOCKS

CASCADE MILLS

CASCADE SHOALS

In June 1940 Pullman Standard delivered a stainless steel sleeper lounge observation named MUSKINGUM RIVER to the Pullman Pool. This car was assigned to one of the ARIZONA LIMITED consists for the two seasons that train operated. Upon completion of its ARIZONA LIMITED duties the car was transferred to Richmond for assignment as a wreck replacement for SP 401 recently wrecked on the LARK. In June 1943 MUSKINGUM RIVER lost its name and was numbered second 401. In 1945 ownership of second 401 passed to SP. For the remainder of 401's story see the Southern Pacific Chapter.

2 DOUBLE BEDROOM 1 COMPARTMENT 1 DRAWING ROOM BUFFET 19 SEAT LOUNGE 8 SEAT LOUNGE OBSERVATION Pullman Standard June 1940 Plan: 4082 Lot: 6608 (Built for and assigned to Pullman Pool)

MUSKINGUM RIVER

In April 1942 Pullman Standard delivered the first Duplex Roomette Sleeping car to the Pullman pool. This car named DUPLEX ROOMETTE I featured 24 of these spaces twelve on either side of the center aisle. From the outside the car was easily recognizable by the windows down each side being staggered. This one of a kind car found many assignments throughout the war and attracted some interest by at least two Railroads. Both the Santa Fe and Canadian National would both order 24 Duplex Roomette Sleeping cars following the war.
In November 1949 Pullman renamed DUPLEX ROOMETTE I to L.S. HUNGERFORD. A few years later the car was sold to the NdeM and renamed PARICUTIN.

24 DUPLEX ROOMETTE SLEEPING CAR Pullman Standard April 1942 Plan: 4100 Lot: 6673 (Built for and assigned to Pullman Pool)

DUPLEX ROOMETTE I

Although not a Pullman Pool service car Pullman Standard constructed four cars in 1947 for the GM Train of Tomorrow. Each of the four cars was a dome equipped car. There was a Dome Coach, Dome Dining Car, Dome Sleeping Car and Dome Lounge Observation. The Dome Sleeping car besides the 24 seats in the dome had the following sleeping accommodations 3 Compartments, 2 Drawing Rooms and 8 Duplex Roomettes. This car was named DREAM CLOUD. After a tour of the country the entire TRAIN OF TOMORROW including EMD E7A diesel unit was sold to the Union Pacific in September 1950. After repainting at Omaha the four cars and power unit were assigned to the first westbound CITY OF LOS ANGELES for a trip to Los Angeles. From Los Angeles the cars operated in other trains to Portland, which would become their base of operations. The four cars were assigned to UP Portland - Seattle pool trains 457-458. Since this was daylight run sleeping car space in DREAM CLOUD was sold at Parlor car rates.

24 SEAT ASTRA-DOME 3 COMPARTMENT 2 DRAWING ROOM 8 DUPLEX ROOMETTE SLEEPING CAR Pullman Standard May 1947 Plan: 4128 Lot: 6780 (Built for and assigned to GM TRAIN OF TOMORROW)

DREAM CLOUD

TTFN Al

[siberianmo]

Good Evening!

Some final Pullman stuff . . . all from the Can-Am Trainroom:


CLICK TO ENLARGE









Later![tup]

Tom[4:-)] [oX)]

[LoveDomes]

Hiya Tom

Looks like we're running a "double theme" here and at the bar - guess we can "thank" my "bookend - BK" for that, huh[?]

Nice writeup, 20 Fingers! . . . my humble contribution:

Great Britain ad



French ad for car maker



Great Britain ad


Until the next time!

Lars

[siberianmo]

G'day!

A little Pullman "stuff" . . . .






Later![tup]

Tom[4:-)] [oX)]

[BudKarr]

Hello Captain Tom

Thought I would drop this off, after having provided it to our group over at the bar . . . I will be gone for awhile, so here is an ENCORE to tide me over . . . .


A Man Named Pullman

There are volumes that have been written about George Mortimer Pullman (1831-1897) and the long lasting contributions his innovativeness of the railroad car and management of them made to North American railroading. Some highlights are in order:

(1) Born into a Brockton, NY family of farmers and mechanics in 1831, it is appropriate to state that he was NOT the inventor of the sleeping car. That distinction, according to history, goes to the Cumberland Valley Railroad, who began operation of those types of cars several years before Pullman’s birth.

(2) His first venture into the adult world was as a cabinet maker, turned contractor. The latter brought him to Chicago where he met a man named Benjamin Field, who would become a long time partner and associate in the rail car management, design and operation business.

(3) The first railroad to adopt the Pullman-Field approach to sleeping cars was the Chicago, Alton & St. Louis Railroad in 1859 when they accepted the offer to have two of their coaches remodeled into sleepers.

(4) In 1865, the largest and most costly car of the day was built by Pullman himself, appropriately named the Pioneer for the westward expansion of the railroads to the Pacific Coast. This car had the distinction of costing $20 thousand, about 5 times the cost of a coach, had 16 wheels, and 12 sections of sleeper units. IT was longer, wider and higher than the standard coaches of the day. In fact the Pioneer was used in President Lincoln’s funeral consist and required the stations along the way to make structural changes to their platforms in order to accommodate the passing train! The Pioneer was credited with having the first fold down berths, and while perhaps not the most luxurious in design and accommodations, was at least as well appointed.

(5) By the end of 1866, every major railroad serving Chicago signed on the Pullman-Field sleeping car operation. Field decided that Pullman was better off on his own, and stepped aside.

(6) Early in the 1870s, 800 of Pullman’s cars operated over 30,00 miles of track in an association between his company and the ACL, CRI&P, DL&W, MP, NP, AT&SF and SP. It was to be that Pullman’s “Empire” would buy up the contracts of the association railroads, thereby providing him with the sole access desired.

(7) Upon his untimely death in 1897, the heirs of the family took over and moved forward with the innovations many take for granted even to this day:

(a) PULLMAN 12-1: Usually this heavyweight trailed the streamlined consist – with the exception of a heavyweight lounge car midway in the string. The car was a 12 section, 1 drawing room Pullman rather common back in the 40’s.

(b) PULLMAN SECTION SLEEPER: Provided the most basic in terms of sleeping accommodations for the first class traveler. This arrangement may be posed an awkward situation for some, as complete strangers wound up sharing the unit. The protocol was passengers who purchased the upper-berths were obliged to sit in the rearward facing seats during daytime travel, whereas the lower berths entitled the passengers to the forward facing ones. The upper berth was without windows, and was accessed by a ladder. Heavy, dark curtains provided privacy for the sleepers in each unit.

(c) THE ROOMETTE: A 1937 innovation provided the privacy and space demanded by the traveling public. These were smaller than double bedrooms, but much more affordable for the single traveler. By day, there was a wide, plush seat with a toilet facility. At night, the bed folded out of the wall, covering the toilet, but gave a window level, wall to wall, bed. This accommodation became the most popular following the end of WWII.

(d) THE DOUBLE BEDROOM: This was the choice for traveling couples. With two beds, two collapsible day chairs and a fully accessible toilet (at all times), a cozy environment was provided for the train travelers. There were two types: (1) a couch that folded into a bed, crosswise to the rails, with a second bed folded down from the ceiling. (2) Then there were the fold down bunks parallel to the rails.

(e) MASTER BEDROOM: Some referred to this as a “cousin” to the Drawing Room. Both featured three beds, but the difference was the fully enclosed shower in the Master Bedroom. The bunk beds were perpendicular to the rails, whereas the third bed was at window level and parallel to them.

(f) PULLMAN RESTAURANT CAR: In the 1930s, Pullman converted many heavyweights into “Parlour – restaurant” or “restaurant-sleeper” cars. This was done to supplement the operating railroad’s usually full dining cars. Pullman’s own employees were assigned to these cars and they quickly became the “car of choice” for Pullman travelers. Elegance in dining was commonplace at these tables.

(8) THE END: The Pullman Company ceased collecting money and staffing cars after December 31, 1968. Shortly thereafter the maintenance for the cars ended, thereby leaving the host railroads with a choice: staff them on their own, or discontinue the sleepers.

POST SCRIPT: There is so much not said within this submission about this fine company. Those who created it, nurtured it and operated it have a place in railroad lore, just as well as those who staffed and maintained those wonderful Pullmans of days gone by.


Enjoy the weekend![tup]

BK in beautiful Alberta, Canada's high country!

[siberianmo]

Good Morning!

PASSENGER TRAIN NOSTALGIA #69

Here’s something to enjoy regarding the RAILWAYS OF FRANCE from a 1933 advertisement in my personal collection.

. . . . . . . . . . . France . . . . . . . . . . .

for new scenes and new interests . . . not the usual faces and amusements of your favorite resort . . . but PARIS

Your aperitif at a tiny sidewalk table, a book mart along the Seine, Versailles and its glamorous past . . . Le Touquet and La Braule for week-ends.

Rouen with its blue roofs massing under pointed Gothic towers and silver-toned bells . . . the fashionable seaside resorts of Deauville, Dinard and Biarritz . . . curious Carnae of the Druid stones

Down the Loire to Chambord, an architectural marvel of the renaissance . . . Orleans, of the time of Caesar, the capital of the Carnute people where centuries later Jeanne d’arc met her King.

Renew your strength and youth at the Spas of Vichy, Aix les Bains and Vittel . . . the majestic forests of Voeges . . . Alsace, land of storks

Cannes, Monte Carlo flaunt a luxurious sub-tropical beauty along that Azure Sea with Corsica situating under a cloudless sky . . ./ and far above, rugged mountains tower into sparkling Alpine glaciers

The finest and fastest trains with tariffs of less than two cents a mile through roads our ancestors traveled when the middle ages were young . . . hotels and pensions cheaper than ever before . . . villas, garlanded with roses and honeysuckle

Your travel agency has brochures that are little journeys in themselves,

. . . . . RAILWAYS of FRANCE . . . . .

. . . . . 1 EAST 57TH STREET NEW YORK . . . . .


Enjoy! [tup]

Tom [4:-)][oX)]

[siberianmo]

G'day!

A couple of Pix . . .

NYC rail station, Syracuse, NY (1940s post card)



Grand Central Terminal, New York City (1953 post card)


Later![tup]

Tom[4:-)] [oX)]