A Classic REAL Trains 'n Traction FOTO site!

[LoveDomes]

Hey Tom!

Now where have I seen that B4[?][?][swg]

Just stopped by en route the bar . . . . nothing to add today, as I'm just a bit on the 'fuzzy' side from the parade and festivities that followed. [wow]


Until the next time!

Lars

[siberianmo]

Good Morning!

A bit more Euro "stuff" previously Posted at the bar . . .



RAILWAYS of EUROPE #1 – British Rail

British Rail



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


British Railways (BR), later rebranded as British Rail, ran the British railway system from the nationalisation of the 'Big Four' British railway companies in 1948 until its privatisation in stages between 1994 and 1997.

This period saw massive changes in the nature of the railway network: steam traction was eliminated in favour of diesel and electric power, passengers replaced freight as the main source of business, and the network was severely rationalised.

History

Background


British Railways Eastern Region timetable for Summer 1963.

The rail transport system in Great Britain developed during the 19th century. After the grouping of 1923 by the Railways Act 1921 there were four large British railway companies, each dominating its own geographic area. These were the Great Western Railway (GWR), the London, Midland and Scottish Railway (LMS), the London and North Eastern Railway (LNER) and the Southern Railway (SR).

The London Underground and the Glasgow Subway were independent concerns and there was a small number of independent light railways and industrial railways, which did not contribute significant mileage to the system. Neither were non-railway-owned tramways considered part of the system.

During the Second World War the railways were taken into state control. They were heavily damaged by enemy action and were run down aiding the war effort.

Nationalisation

The Transport Act 1947 made provision for the nationalisation of the network, as part of a policy of nationalising public services by Clement Attlee's Labour Government. British Railways came into existence on 1 January 1948 with the merger of the Big Four, under the control of the Railway Executive of the Briti***ransport Commission (BTC).

The Northern Counties Committee lines owned by the LMS in Northern Ireland were quickly sold to the Stormont Government, becoming part of the Ulster Transport Authority (UTA) in 1949.

The emblem of British Railways, also called the "Ferret and Dartboard"

British Railways

The new system was split geographically into six regions along the lines of the Big Four:

• Eastern Region (ER) — southern LNER lines.
• North Eastern Region (NER) — northern LNER lines in England and all ex-LMS lines east of Skipton.
• London Midland Region (LMR) — LMS lines in England and Wales and most ex-LNER lines west of Skipton.
• Scottish Region (ScR) — LMS and LNER lines in Scotland.
• Southern Region (SR) — SR lines.
• Western Region (WR) — GWR lines.

These regions would form the basis of the BR business structure until the 1980s. The Eastern and North Eastern Regions were merged to form the Eastern Region in the 1960s, Anglia Region was split off from the Eastern Region in the 1980s. They retained a level of independence, though there was also some centralisation.


ex-LMS Jubilee Class 45641 Sandwich at Chinley in 1954 [Wikimedia Commons]

1955 Modernisation Plan

After the Second World War, Britain's railways fell behind others in the world. Countries like Japan, USA and France were experimenting with new diesels and electrics. However, Britain wasn't, and the run down network deteriorated even more because of painfully slow rebuilding. Finally, and lately, came the modernisation plan for Britain's railways. It cost the government much more than it should have, because of bad timing.

The 1955 Modernisation Plan, detailed in the Briti***ransport Commission's (BTC) Modernisation and Re-equipment of British Railways, argued for spending £1,240 million over a period of 15 years. Services were to be made more attractive to passengers and freight operators, thus recovering traffic which was being lost to the roads. There were three important areas:

• Electrification of principal express routes, the Eastern Region of British Railways, Kent, Birmingham and Central Scotland,
• Large-scale introduction of diesel and electric traction with new coaching stock to replace steam locomotives
• Resignaling and track renewal

A government White Paper was produced in 1956, stating that modernisation would help eliminate BR's financial deficit by 1962.

However the modernisation plan failed to take into account the effect that mass road transport would have upon the traditional role of the railways, and as a result much money was wasted by heavy investment in things like marshalling yards, at a time when small wagon-load traffic was in rapid decline. Much money was also wasted by the rapid introduction of new classes of diesel locomotives into fleet service without an adequate period of prototype testing, which resulted in several classes being scrapped within a very few years of their being built. The failure of the Modernisation Plan led to a distrust of British Rail's financial planning abilities by the Treasury which was to dog BR for the rest of its existence.

Tank engines at May 1966 at Barry Scrapyard (GNU Free Documentation)

There was mass withdrawal of steam types

The Beeching Axe and the end of steam

Main article: Beeching Axe

In 1963, BR chairman Dr Richard Beeching published the Re-Shaping of British Railways calling for major rationalisation of the system. Many rural routes were unprofitable in the face of increasing competition from road hauliers and the private car. The Beeching Axe fell on most branch lines and some main lines. Some of these lines have since become heritage railways.

The early 1960s also saw the "Great Locomotive Cull", with mass withdrawals of steam types, and their replacement with diesels, fewer of which were needed on the shrinking system. Steam traction's last stand came in the North-West of England in August 1968. The use of steam locomotives on independent industrial lines, particularly by the National Coal Board (NCB), continued into the 1970s. Many locomotives were preserved, having not been scrapped immediately on withdrawal, but most fell victim to the cutter's torch.

From 1958 to 1974 the West Coast Main Line was electrified in stages at the French voltage of 25 kV 50Hz AC overhead line electrification. Many commuter lines around London and Glasgow were also electrified, and the Southern Region extended its 750 V DC third rail system to the Kent coast. However electrification never reached system-wide level as on many other European railways.

British Rail


Class 47 47241 in "corporate blue" livery in 1980 (GNU Free Documentation)

Steam traction on British Railways ended in August 1968 after the system was rebranded British Rail (see British Rail brand names for a full history). This introduced the double-arrow logo, still used by National Rail to represent the industry as a whole (though some cynics claimed the logo meant the railway "didn't know if it was coming or going"); the standardised typeface used for all communications and signs; and the "rail blue" livery which was applied to nearly all locomotives and rolling stock.

In 1973 the TOPS system for classifying locomotives and multiple units was introduced, and is the basis of the classification system. Hauled rolling stock continued to carry numbers in a separate series. Also during this time, yellow warning panels, characteristic of British railways, were added to the front of diesel and electric locomotives and multiple units in order to increase the safety of track workers.

The major engineering works were split off into a separate company, British Rail Engineering Limited (BREL), in 1970.

Sectorisation


BR Class 411, no. 1586, at London Victoria (GNU Free Documentation)

Sectorisation produced a more colourful railway — this is the Network SouthEast livery. It is a Mk1 electric multiple unit.


BR class 87 electric loco & trains (Virgin Trains) (GNU Free Dcoumentation)

Old trains, new livery -- Virgin Trains took over two InterCity franchises.

In the 1980s the regions of BR were abolished and the system sectorised into five sectors. The passenger sectors were InterCity (express services), Network SouthEast (London commuter services) and Regional Railways (regional services). Trainload Freight took trainload freight, Railfreight Distribution took non-trainload freight, Freightliner took intermodal traffic and Rail Express Systems took parcels traffic. The maintenance and remaining engineering works were split off into a new company, BRML (British Rail Maintenance Limited). The new sectors were further subdivided into divisions. This ended the "BR blue" period as new liveries were adopted gradually. Infrastructure remained the responsibility of the Regions until the "Organisation for Quality" initiative in 1991, when this too was transferred to the sectors.

Privatisation

Main article: Privatisation of British Rail

On the advice of the Adam Smith Institute, under John Major's Conservative Government's Railways Act 1993 British Rail was split up and privatised. This was a continuation of the policy of Margaret Thatcher's Conservative government's privatisation of publicly-owned services. The unpopular Conservative Government was facing a Labour victory at the May 1997 General Election and so privatisation was rushed through and was finished in November 1997.

BR was privatised within the business structure that was in place. Passenger services in each sector were franchised out to private companies, mostly bus operators. The Association of Train Operating Companies (ATOC) was created to organise ticketing and market the rail services using the National Rail brand. Freight operations were sold but mostly bought by one company, EWS. Railtrack controlled infrastructure. The Shadow Strategic Rail Authority was created to oversee and advise the government. The British Railways Board remained with some residual functions.

Privatisation has had mixed results. Passenger growth has been stimulated, but this has been at extra cost to the taxpayer and passengers, who have seen steady fare increases since 1997. Freight has also increased; however, there is debate as to whether these increases in passengers and freight have been due to privatisation, or simply to an improved economy which usually results in more travel. Some analysts have pointed out that a similar rise in passenger numbers occurred in the late 1980s when the economy was buoyant, only to fall again in the recession of the early 1990s; however, recent passenger-journey numbers have climbed back to the level last seen in the 1950s.

Railtrack's management proved to be incompetent and the Labour government refused to continue to subsidise the losses of shareholders. It went insolvent, was put in receivership and was replaced by a not-for-profit publicly owned Network Rail. Some saw this as the first step towards renationalisation. Given the costs this is unlikely at present although some studies have recommended this as a cheaper choice than the current subsidies to commercial companies. The Shadow Strategic Rail Authority's power became real when it dropped part of its name, becoming the Strategic Rail Authority (SRA). The functions of the SRA were later transferred to the Department for Transport.

There has been some controversy over the decision to withhold subsidies from Railtrack, which forced it to become insolvent. Recent press reports have indicated that the then transport minister Stephen Byers deliberately forced the company to become insolvent, as this would remove any obligation on the government to provide compensation to Railtrack's shareholders, who would lose their investment.

Network

The BR network, with the trunk routes of the West Coast Main Line, East Coast Main Line, Great Western Main Line and Midland Main Line, remains unchanged. The Beeching Axe fell on many branch lines and some other main lines.

Locomotives and rolling stock

Locomotives

Steam locomotives

Main article: Steam locomotives of British Railways

BR inherited more than 20,000 locomotives from the constituent "Big Four" companies, the vast majority of which were steam locomotives. BR also built 2537 steam locomotives in the period 1948-1960: 1538 were to pre-nationalisation designs, and 999 to its own standard designs. These locomotives were destined to lead short lives, some as little as 5 years against a design life of over 30 years, because of the decision to end the use of steam traction in 1968.

Diesel locomotives

Main article: Diesel locomotives of British Rail

When BR was created, diesel traction was in its infancy in the United Kingdom (though more progress had been made in other countries, whose experience could arguably have been used to a greater degree in informing developments in the UK). Only one mainline diesel locomotive was inherited in 1948 (though more were on order) and a handful of diesel shunters of various types.

Initially, BR persisted with the small scale experimentation with diesel traction while continuing to build hundreds of steam locomotives to old and new designs. Even some steam shunters were being built through to the mid-1950s, when standard diesel shunters were already in large scale production. However, it was not until the 1955 Modernisation Plan that more substantial developments in mainline diesel locomotive technology were planned.

The Plan envisaged small numbers of prototype locomotives of varying power types being ordered from a variety of manufacturers. These could be tested and compared against each other before large scale orders were placed. Unfortunately, even before many of the prototypes had been delivered, a combination of the political need to maintain employment in the British locomotive-building industry and over-optimistic assessments of the possibilities offered by new diesel locomotives meant that large scale orders were placed for a wide variety of untested and incompatible designs, many of which proved to be very poor.

By the end of 1968, all the remaining mainline steam locomotives and shunters had been withdrawn - but during the period 1967-71 so were a large number of virtually new diesel locomotives and shunters (some only three years old) as many designs had proved unsuccessful, non-standard, and unnecessary with changed requirements on the railways, e.g. widespread line closures and the decline of wagonload freight traffic. However, some of the diesel shunters withdrawn during this period did find further use on industrial railway systems.

After the large scale production of some 5000 diesel locomotives and shunters in the period 1956-1968, the British locomotive-building industry virtually collapsed. BR needed very few new diesel locomotives from then on; only 285 heavy duty freight locomotives and the 199 High Speed Train power cars were purchased from then until privatisation began in 1994. No diesel locomotives have been built in Britain for the mainline system since 1991; the most recent new types have been imported from Canada and Spain.

Electric locomotives

Main article: Electric locomotives of British Rail

Electric traction was more advanced than diesel traction at Nationalisation, with a number of isolated electrified networks across the country using a variety of power supplies, though 1500V dc overhead supply had been accepted as the national standard in the 1930s. However, most of these networks used electric multiple units to provide the passenger service, with steam locomotives operating freight trains. Thus, BR inherited only 13 ex-North Eastern and 3 ex-Southern Railway electric locomotives, plus two departmental electric shunters, also ex-Southern Railway.

In the early years of BR, a number of locomtives were built to operate on the newly-refurbished and electrified Woodhead Route using the 1500V dc overhead system. However, by the time that the next major electrification project, the West Coast Main Line (WCML), was underway, the decision had been taken to adopt 25kV ac overhead as the standard supply system.

BR decided to test a variety of new 25kV ac types for the WCML electrification; in all 100 locomotives of five classes were built by different manufacturers. Having learned the lessons from these types, a standard class of a further 100 examples was ordered. This latter type, which was introduced in 1966 is still in service today. The earlier prototypes, though they were mostly pretty successful, succumbed in the 1980s and early 1990s as non-standard following the arrival of new electric locomotives.

Although the purchase of new electric types was carried out in a more successful way than the comparable process for diesel locomotives (see above), the 200-or-so electric locomotive fleet used to operate the WCML from the mid-1960s until the recent introduction of Pendolino trains was still far smaller than that originally envisaged; more than 500 were thought necessary when the initial plans were developed! It was fortunate that changes in the railway's operation had already occurred before mass orders were placed for electric traction.

Coaches

Go to http://en.wikipedia.org/wiki/British_Rail for additional information on:

• British Carriage and Wagon Numbering and Classification
• Coaches of the London, Midland and Scottish Railway
• Coaches of the Great Western Railway
• Coaches of the Southern Railway
• Coaches of the London and North Eastern Railway
• British Rail Mark 1
• British Rail Mark 2
• British Rail Mark 3
• British Rail Mark 4


Freight wagons and industrial tankers.

Go to http://en.wikipedia.org/wiki/British_Rail for additional informatmion on:

• Coal trucks.
• Parcels vans and mail wagons.
• Industrial and oil tankers.
• Flat-cars and car-transporters.
• Gravel hoppers.

Multiple units

http://i20.photobucket.com/albums/b222/siberianmo/Euro%20trains/British%20trains/c3e61dee.jpg
BR Class 142 Pacer at Manchester Victoria station. (Public Domain)

The Pacer was British Rail's attempt to create a low cost Diesel Multiple Unit

Go to http://en.wikipedia.org/wiki/British_Rail for additional informatmion on:

• Multiple units.
• Diesel and electric multiple units.
• Pacer units.


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)]

[Anonymous]

Anyone got any info onthe BandO Passenger trains that use torun in Ohio inthe 50's? I think they used pullman cars and were green. I am interested in modeling them. Also where wuold be a good place to get engines and passenger cars? Thanks for any info anyone can give. Babyb

[passengerfan]

Enjoyed the Irish Rail sorry I could not contribute anything today but time is something I just don't have for the next month.

TTFN Al

[siberianmo]

G'day!

A little somethin' for St. Pat's Day! Previously Posted at the bar . . . .




RAILWAYS of EUROPE #5 – Irish Rail (IE)

Irish Rail (Iarnród Éireann) (IE)




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


Iarnród Éireann (IÉ; in English Irish Rail), is the national passenger railway system in Ireland. Established on 1 February 1987, it is a subsidiary of Córas Iompair Éireann. It runs all internal intercity, suburban and commuter railway services in the Republic of Ireland and it operates the Enterprise service between Dublin and Belfast jointly with Northern Ireland Railways. In addition to Iarnród Éireann and Northern Ireland Railways, Bord na Móna operates a 3ft-gauge large industrial railway (the largest railway system in Ireland, but it does not carry passengers).

Organisation



At the time of its establishment Iarnród Éireann referred to itself as Irish Rail, and introduced the four rails IR logo; however, the initials IR were often defaced as IRA on signage. In 1994, the company brought the Irish form of its name and related initials to the fore, and these remain the corporate branding today. The Irish word iarnród translates literally into English as iron road, or formally railway.

Iarnród Éireann services are divided across several separate operating areas.

Services


Advertising for Irish Rail (Iarnród Éireann) Intercity in Galway, 2005

Iarnrod Eireann's services are branded under three main names; InterCity, Commuter and DART. The InterCity services are long-distance routes (not necessarily to cities, but radial from Dublin). The Belfast–Dublin service run in conjunction with Northern Ireland Railways is branded separately as Enterprise. DMU services out of major cities are branded as Commuter. The DART brand is used for a north-south high frequency EMU service on the eastern side of Dublin. A separate timetable is published for each sector annually. Regional services (e.g. Limerick-Rosslare Europort) are regarded as Commuter services with fairly new Commuter Dmus being used on the service..


Irish Rail (Iarnród Éireann) No. 215 (IE 201 Class) at Grand Canal Dock DART station, 2001 (GNU Free Documentation)


Ireland: Irish Rail (Iarnród Éireann) No. 206 (IE 201 Class) at Colbert Station, Limerick (2006) (free use)

Dublin is the main hub in Ireland's railway system. The two main intercity stations are Connolly Station and Heuston Station; intercity services radiate to/from Cork, Limerick, Tralee, Galway, Waterford, Rosslare Europort, Sligo, Westport and Ballina.

The majority of commuter services are based in Dublin, which has four commuter routes as of 2006. These are: Northern (Dundalk), Western (Maynooth/Longford), South Western (Newbridge/Kildare/Portlaoise) and South Eastern (Arklow). Additional commuter services run from Cork (to Mallow and Cóbh) and from Limerick (to Ennis and Limerick Junction). As the Commuter livery is used on all DMU railcars as of 2006, a number of other services also run under the name. These include Mallow–Tralee, Manulla Junction–Ballina and Limerick–Rosslare Europort, as well as the Dublin–Sligo and Dublin–Rosslare "InterCity".

The north-south route along Dublin's eastern coastal side is also host to DART, Ireland's only electrified heavy rail service.

Quality of service varies from route to route. The Enterprise is well regarded, despite problems with punctuality. There have been ongoing problems with excess power drain on the locomotives, with one or two locomotives overheating and bursting into flames while in service. Breakdowns are a regular occurrence as a result. The Cork - Dublin route, also quite well regarded, was the "premier line" of the Great Southern and Western Railway, one of the biggest pre-Córas Iompair Éireann operators. Journey time and rolling stock are quite good on this route with brand new rolling stock (mark 4) about to enter service.

Network Catering

Iarnrod Éireann's Network Catering unit provides a trolley service of food and drink, a snack car and (on some routes) a restaurant service. It also operates restaurants at Connolly Station and at Dún Laoghaire. According to Irish Rail's annual report, the unit lost €270 000 in 2004.


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: www.3DFlags.com

[siberianmo]

Good Morning!

PASSENGER TRAIN NOSTALGIA #65

Here’s something to enjoy regarding the Milwaukee Road from a 1933 advertisement in my personal collection.


NORTHWEST WONDERLAND VACATIONS

Along America’s

LONGEST ELECTRIFIED RAILROAD . . .

LOW FARES

YELLOWSTONE
. . . PUGET SOUND COUNTRY
. . . . . . MT. RAINER
MT. BAKER
. . . OLYMPIC PENINSULA
. . . . . . BRITISH COLUMBIA
ALASKA

”A CENTURY OF PROGRESS”

ESCORTED ALL-EXPENSE TOURS

Return via California-Colorado or the Canadian Rockies if you wish.

Costs no more via the OLYMPIAN
The electrified way * Scenically supreme

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


Enjoy!

Tom [4:-)][oX)]

[passengerfan]

I'll join you out of respect to Pullman.

In its heyday it was one of the best run Companies in the world.

In fact remember reading somewhere wher the FBI was modeled after the Pullman Companies abilities for getting things done in the correct manner leaving nothing to go wrong.

PULLMAN
Streamlined Observation
by Al

In May 1933 Pullman Standard delivered to Pullman one 28 seat Coach Buffet 12 seat Dinette 10 seat Lounge Observation car constructed of Aluminum and riveted together. This car was never assigned a name and was displayed at the 1933 Chicago World's Fair. The car featured a rather odd tapered round Observation end never repeated on any other car. At the observation end was a pair of clamshell doors. The unnumbered car ran on experimental Aluminum trucks never repeated. The car was leased to the Union Pacific between October 1936 and March 1938 and painted in the UP yellow and brown with gold leaf lettering. The car carried the name CITY OF CHEYENNE on its flanks and was operated between Denver and Cheyenne. Apparently the car was extremely rough riding and at the end of the lease returned to Pullman where it was stored in Chicago. It is believed the car was scrapped for its Aluminum content sometime during WWII probably 1943.

28 REVENUE SEAT COACH BUFFET 12 SEAT DINETTE 10 SEAT LOUNGE OBSERVATION (Sloping Round) Pullman Standard May 1933 (Built for display at 1933 Chicago World's Fair)

CITY OF CHEYENNE

The other Observation delivered by Pullman Standard to Pullman in May 1933 was also displayed at the 1933 Chicago World's Fair. This car named GEORGE M. PULLMAN for the founder of the Company that bore his name. The interior of the Aluminum car featured 3 Double Bedrooms 1 Compartment 1 Drawing Room Buffet 8 seat Dinette 12 seat Lounge 8 seat Lounge Observation. The Observation end of the car featured a rounded end with a single center door. The car was delivered in its natural Aluminum finish with no skirting and fixed vestibule-boarding steps. The car as delivered ran on experimental 4-wheel trucks.
After operating on the rear of several trains for short periods the car was returned to Pullman where it was shopped in November 1937. At that time the car had side skirting installed, standard six wheel trucks replaced the experimental 4-wheel trucks the car had been delivered with. At the same time the car received a full width diaphragm at the vestibule end of the car. New retractable folding steps were installed in the vestibule. The car was painted in Pullman's standard two-tone gray paint scheme at that time as well.
The first major assignment for the GEORGE M. PULLMAN after the rework was to one of the Santa Fe CHIEF consists between February, 1938 and July 1938. The reason for this was one of the CHIEF Sleeper Lounge Observations was assigned to operate in the second SUPER CHIEF consist for the same period until Pullman Standard delivered the new SUPER CHIEF sleeper Lounge Observation.
The next assignment for the GEORGE M. PULLMAN was to the TREASURE ISLAND SPECIAL for both seasons of its operation between May 22, 1939 - August 21, 1939 and between June 22, 1940 - September 16, 1940. For both seasons of this trains operation the GEORGE M. PULLMAN brought up the markers. In its first season the sleeping cars were all streamlined heavyweights and in the TREASURE ISLAND SPECIALS second season all sleeping cars were lightweights.
Beginning August 23, 1939 the GEORGE M. PULLMAN was assigned to the temporary replacement CITY OF SAN FRANCISCO after the original train was wrecked. The GEORGE M. PULLMAN was withdrawn when the CITY OF SAN FRANCISCO regular Observation SF-901 returned in May 1940 from repairs.
Following WW II the GEORGE M. PULLMAN returned to the Santa Fe where it once again brought up the markers of one of the CHIEF consists between February 1947 and November 1950. Again the CHIEF had to give up one of its regularly assigned Sleeper Lounge Observations to the new daily SUPER CHIEF until a final SUPER CHIEF VISTA series car was delivered to the Santa Fe in November 1950.
After that the car returned to Pullman Chicago.
In October 1952 the GEORGE M. PULLMAN was sold to the Chicago Great Western for Business car use. It is known the car was used in charter service by the CGW bringing customers from Minneapolis to Omaha and on at least one occasion the car was seen in Kansas City. For most of its time on the CGW it sat at Oelwein, Iowa the roads main shops. In September 1964 the car was transferred to Omaha where it was cut up for scrap.

3 DOUBLE BEDROOM 1 COMPARTMENT 1 DRAWING ROOM BUFFET 8 SEAT DINETTE 12 SEAT LOUNGE 7 SEAT LOUNGE OBSERVATION (Round) Pullman Standard Plan: 4028 Lot: 6400 (Built for and assigned to Pullman lease fleet)

GEORGE M. PULLMAN

The next Pullman owned streamlined Observation was actually a pair of articulated cars. The first of the articulated pair was a 14 single room 2 double Bedroom articulated sleeping car named ADVANCE. The ADVANCE"S articulated running mate was the PROGRESS a 3 Double Bedroom 1 Compartment Buffet 19 seat Lounge 10 seat Lounge Observation. The pair delivered to Pullman-by-Pullman Standard in August 1936.
For their first regular assignment beginning in June 1937 the cars were renamed and painted in the Pullman two tone Gray scheme. The new names they would carry for the rest of their operational lives were as follows.

BEAR FLAG originally ADVANCE
CALIFORNIA REPUBLIC originally PROGRESS

They were than assigned to the FORTY-NINER between Chicago and San Francisco running opposite the CITY OF SAN FRANCISCO. The FORTY NINER began service July 8, 1937 and was discontinued July 26, 1941replaced by a second CITY OF SAN FRANCISCO train set.
Next regular assignment for the articulated pair was to one of the two ARIZONA LIMITED consists for the second and final season this train operated between Chicago and Phoenix. This seasonal train operated from December 1941 to April 1942 its second and final season.
Next regular assignment for the pair was in 1950 as temporary wreck replacement for a CITY OF LOS ANGELES observation.
Finally in August 1956 the articulated pair were retired and scrapped by Pullman.

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 renamed
BEAR FLAG

ARTICULATED 3 DOUBLE BEDROOM 1 COMPARTMENT BUFFET 19 SEAT LOUNGE 10 SEAT LOUNGE OBSERVATION (Swallow - Tailed)
Pullman Standard August 1936 Plan: 4051A Lot: 6478 (Built for and assigned to Pullman Pool)

PROGRESS
Later renamed CALIFORNIA REPUBLIC

Pullman Standard next delivered AMERICAN MILEMASTER to Pullman in time for the New York World's Fair of 1939. Pullman Standard completed the car in April 1939 and immediately readied it for the fair. This car had an interior that featured 2 Double Bedrooms 1 Compartment 1 drawing Room Buffet 19 seat Lounge 8 seat Lounge Observation.
First regular assignment for AMERICAN MILEMASTER after the fair was to one of the two consists of the All Pullman All Room Winter only ARIZONA LIMITED train sets between Chicago and Tucson-Phoenix. The AMERICAN MILEMASTER only operated in the ARIZONA LIMITED its first winter of operation. In September 1941 the AMERICAN MILEMASTER was transferred to the Southern Pacific for operation in one of the LARK consists after that trains nearly identical Observation 400 was wrecked. In December 1941 AMERICAN MILEMASTER became SP 2nd 400. It remained in SP service for the rest of its operational service life.

2 DOUBLE BEDROOM 1 COMPARTMENT 1 DRAWING ROOM BUFFET 19 SEAT LOUNGE 8 SEAT LOUNGE OBSERVATION (Swallow - Tailed Pullman Standard April 1939 Plan: 4082 Lot: 6597 (Built for and assigned to Pullman Pool)

AMERICAN MILEMASTER

A twin to AMERICAN MILEMASTER was constructed by Pullman Standard in June 1940 and named MUSKINGUM RIVER. The only difference being that MUSKINGGUM RIVER used stainless steel in its construction.
The MUSKINGUM RIVER was assigned to one consist of the ARIZONA LIMITED for both the 1940 - 41 winter season and 1941 - 42 winter season.
As soon as the second and final season of the ARIZONA LIMITED was completed the MUSKINGUM RIVER joined its twin the former AMERICAN MILEMASTER operating on the rear of the other LARK consist after SP Observation 401 was wrecked and scrapped. In June 1943 MUSKINGUM RIVER was numbered SP 2nd 401.

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

MUSKINGUM RIVER

The last Pullman owned streamlined Observation was the Dome Lounge Observation built for the 1947 GM TRAIN OF TOMORROW. Each of the TRAIN OF TOMORROW'S four cars was an Astra Dome. Their was a Dome Coach, Dome Dining Car, Dome Sleeping Car and the Dome Lounge Observation. The cars were finished in Cor-Ten steel with fluted stainless panels below the windows and the letter board. Each cars was named with the Astra Dome Lounge Observation receiving the name MOON GLOW. Interior of the MOON GLOW featured 24 seats in the Dome. On the main level of the car the forward section ahead of the dome was 13 seat Lounge. Below the Dome was a 10 seat Lounge area and the cars Bar. In a small private nook behind the stairs to the dome was a desk with one chair. The rear Observation end of the main floor featured another Lounge area with seating for 21. The rear of the Observation was rounded with an emergency door centered in the rear.
In September 1950 the entire TRAIN OF TOMORROW was purchased by the UP and after repainting in Omaha the cars were assigned to UP trains 457 and 458 operating between Portland and Seattle round trip daily.
After being rebuilt for mid-train operation in 1959 the 9015 as the MOON GLOW was numbered operated in one of the CITY OF DENVER train sets.
All four cars were retired in the early 1960's by the UP and sold to a scrapper in Pocatello, Idaho.
Fortunately the former MOON GLOW was rescued from the scrap pile by a Railroad Historical Society group out of Ogden, Utah. It is hoped the car will be rebuilt to a Dome Lounge Car when funds are available.

24 SEAT ASTRA DOME 44 SEAT BUFFET LOUNGE OBSERVATION (Round) Pullman Standard May 1947 (Built for and assigned to GM TRAIN OF TOMORROW)

MOON GLOW

TTFN AL

[siberianmo]

Good Evening!

And one more time . . .

Signs in the Can-Am Trainroom (click to enlarge)


Later![tup]

Tom[4:-)] [oX)]

[siberianmo]

G'day!

Continuing on talking to myself, here's another from my Can-Am trainroom:

Pullman sign (click to enlarge)


Later![tup]

Tom[4:-)][oX)]

[siberianmo]

Good Morning!

Okay - I'll play along . . . check this out from my Can-Am trainroom:


Pullman sign


Enjoy![tup]

Tom[4:-)][oX)]

[passengerfan]

Good Morning Tom . Continuing your theme for the day Pullman I like it.

PULLMAN (Owned) 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]

G’day All!

PASSENGER TRAIN NOSTALGIA #64

Here’s something to enjoy regarding the Pullman Company from a 1949 advertisement in my personal collection.


How to pack more pleasure into your vacation

1. Step into the cool comfort of your Pullman car. Your vacation has started! Because going Pullman turns travel time into vacation time, whether your destination is 300 or 3000 miles away.

2. Relax deep down, like an uncoiled spring. You’re mere miles out of town, but years away from the tension of your job. You’re enjoying a cool drink, the conversation and companionship of interesting people in the Pullman lounge car.

3. Dream by the miles. You’ll never sleep more soundly. Your mind is uncluttered. Your frame’s limber in that deep-mattressed, big-pillowed Pullman bed.

4. Arrive ready for the rest of the fun. And – had you noticed? – you’re looking forward to your return trip. Because going or returning, going Pullman packs more pleasure into any vacation!


See the Chicago Railroad Fair in ’49 – June 25th thru October 2nd

. . . . . . . . . . . . . . . GO PULLMAN . . . . . . . . . . . . . . .
. . . THE SAFEST, MOST COMFORTABLE WAY TO GET THERE! . . .


Enjoy!

Tom [4:-)][oX)]

[siberianmo]

Good Evening!

So, I see the "theme" has changed to "toy trains" - in the Classic sense, of course!

Check this out:

Motive power of the S-Capades (modern S-gauge equipment)



Enjoy![tup]

Tom[4:-)] [oX)]

[LoveDomes]

Hello Tom

Well, not to be outdone by my bookend, BK, here's my contribution to keeping this Thread alive:

QUOTE: American Flyer


This American Flyer S gauge 4-4-2 steam locomotive and tender dates from 1960

American Flyer was a popular brand of toy train and model railroad in the United States in the middle part of the 20th century.

The Chicago Era, 1907-1938

Although best remembered for the S gauge trains of the 1950s that it made as a division of the A. C. Gilbert Company, American Flyer was initially an independent company whose origins date back nearly a half century earlier. Chicago, Illinois-based toymaker William Frederick Hafner developed a clockwork motor for toy cars in 1901 while working for a company called Toy Auto Company. According to the recollections of William Hafner's son, John, he had developed a clockwork train running on O gauge track by 1905.

Hafner's friend, William Ogden Coleman, gained control of the Edmonds-Metzel Hardware Company, a struggling hardware manufacturer in Chicago, in 1906 or 1907. Hafner and Coleman began producing toy trains using Edmonds-Metzel's excess manufacturing capability after Hafner was able to secure $15,000 worth of orders. By 1907, two American retailers, G. Sommers & Co. and Montgomery Ward, were selling Edmonds-Metzel trains. In 1908, Edmonds-Metzel adopted the American Flyer brand name for the trains, and by 1910, Edmonds-Metzel was out of the hardware business and changed its name to American Flyer Manufacturing Company.

Initially American Flyer -- aka "Chicago Flyer" -- was something of a budget brand, undercutting the prices of Ives, which was at the time the market leader. The trains proved popular, and American Flyer was soon expanding its product line. However, the company's rapid growth led to strains in the relationship between Hafner and Coleman.

In 1913, Hafner left the company. Believing he would be given a significant portion of the company if the trains proved successful, Coleman refused when Hafner asked to exercise this option. Hafner started the Hafner Manufacturing Company, which sold a line of trains called Overland Flyer. Sommers immediately stopped carrying the American Flyer trains in favor of Hafner's brand. Initially, the Hafner and American Flyer product lines were very similar, suggesting they may have been built using the same tooling. This suggests the possibility of the two companies continuing to collaborate. Hafner's business surivived as a manufacturer of clockwork trains until 1951, when he sold his business to All Metal Products Company.

American Flyer's business grew during World War I, which locked out German manufacturers, which had dominated the U.S. toy train market to that point. During this time, American Flyer also introduced bicycle and motorcycle toys, segmented its market by creating both a low-priced and a high-priced line, and began to depart from its earlier designs by William Hafner.

In 1918, American Flyer introduced its first electric train, an O gauge model that was simply a windup model with an electric motor in place of the clockwork motor. This was a common practice at the time. The same year, William Coleman died and his son, William Ogden Coleman, Jr., took over the company.

In 1925, American Flyer began offering Wide gauge electric trains at a premium price, attempting to compete with Lionel Corporation at the high end of the market. Like most of its competition, American Flyer did well in the 1920s, selling more than half a million trains in its best years, but suffered in the Great Depression, during which the company's focus shifted back to the more economical O gauge trains.

In 1928, American Flyer's competitor Ives went bankrupt. American Flyer and Lionel jointly purchased and operated Ives until 1930, when American Flyer sold its share to Lionel. During this time of joint operation, American Flyer supplied Ives with car bodies and other parts.

During the early 1930s, American Flyer struggled under increased competition, especially at the low end of the market. In 1931, Flyer announced it would not produce an electric train set to sell for less than $4 like its competition had. However, within three months, it relented and released a train without transformer that sold for $3.95, and in 1932, it released a set with transformer that retailed for $3.50. Sales increased, but the company was not profitable. Expansion into other toy arenas also failed.
[edit]

A. C. Gilbert Company, 1938-1966

In 1938, W.O. Coleman sold American (Chicago) Flyer to Alfred Carlton Gilbert, a former Olympic pole vaulter who first made a name for himself in the toy industry earlier in the century when he created and manufactured Mysto Magic sets for youthful magicians. A few years later, his A. C. Gilbert Company also became the makers of Erector Set construction toys. The two toy magnates were just finishing shooting on Gilbert's game reserve in New Haven when Gilbert casually mentioned he was thinking about manufacturing toy trains. Instead, Coleman said he'd give his struggling American Flyer Co. to Gilbert in return for a share of the profits. Gilbert quickly agreed.

Gilbert soon moved the company from Chicago to New Haven, Connecticut, and re-designed the product line. He pioneereed the 3/16" to one foot (S-scale) variant of O gauge in 1939, in which the locomotive and car bodies are scaled to 1:64 scale, making them approximately 25% smaller than the standard 1:48 for O gauge while still running on the same type of three-rail track. This allowed the S-scale trains to navigate tighter 27-inch curves that would cause a conventional O gauge train to derail or jump the track. While this resulted in curves that were much tighter than those that appear in the real world and O27 gauge train cars that appeared "stubby" in length, it allowed more track in a smaller space.

By 1941, Gilbert had discontinued the earlier designs and advertised his new American Flyer products as "Every train 3/16" scale from front end to rear end." Some boxes were labeled "3/16 scale" and others labeled "Tru-Scale." As most prior trains from American Flyer and other manufacturers paid little attention to scale (proportional size mirroring the prototype), this new wrinkle made Gilbert American Flyer distinctive, as his cars at 1:64 were much closer to the prototypes on real railroads than the comparatively stubby 1:48 scale rolling stock that ran on O27 track.

At the same time, Gilbert also released a line of HO scale trains.

In 1946, after World War II, Gilbert discontinued manufacturing three-rail O gauge trains entirely in favor of the slightly (25%) smaller and more realistic S gauge and in the process eliminated the most unrealistic aspect of toy trains -- the center rail. His 3/16" American Flyer used two-rail track sized closer to 1:64 scale, or about seven-eighths inches between rails.

In order to further differentiate his product line from that of Lionel, Gilbert employed a bullet-shaped (link) coupler, but within a few years (1952), a newer, more realistic knuckle coupler design appeared. Flyer played up its improved realism and attention to details, with two-rail track and prototypical couplers, with Gilbert himself saying the design was inspired by his son's dissatisfaction with other toy trains available on the market. "Kids want realism," he said. His trains, which were closely proportioned to their prototypes, also had more detail elements than most O gauge competitors.

Although popular, American Flyer was always the No.2 brand to Lionel in terms of market share at the high end of the market. With Marx and a handful of other brands relegated to the low end of the market, Lionel and American Flyer shared premium status. A rivalry emerged between both companies' fans that continues today.

Like Lionel, Gilbert was caught off guard by the popularity of HO scale trains that offered better realism at a lower price than its American Flyer S gauge products. But the true reason for the demise of the toy train industry was the changing interests of American youth. A new technology called television was taking the place of many traditional hobbies, and the toy market was subject to the success of unpredictable overnight fads like the Hula-Hoop and yo-yo. Kids were also eschewing their Lionel and American Flyer trains in favor of remote-control slot car racing sets.

Finally, the national phenomena of the discount store craze was ravaging toy train companies' traditional distrubution network -- mom-and-pop hobby shops -- and sending them into financial oblivion. The discount stores demanded train sets at a low wholesale price and refused to offer the personal attention and repair services of the hobby shop. In order to get product on the shelves of discounters, toy train manufacturers cheapened their lines to get the price point down on sets -- which exacerbated the downward economic spiral. Longtime train collectors and hobbyists were offended at this newer production, dismissing the new products as "cheap junk," an accurate description.

These problems were compounded by the death of its founder, A.C. Gilbert in 1961. With the popularity of toy trains and construction toys declining, and without another successful product line to buoy the company's finances, Gilbert found itself in serious financial trouble. Finally, a majority of the company was sold by the family to a holding company, the Wrather Group, in 1962 with A.C. Gilbert, Jr., acting as CEO. Within a few months, though, A.C. Jr., died. The company continued to manufacture trains of limited appeal, thanks to the questionable quality.

Under the new ownership, the A.C. Gilbert Co. continued to struggle, although the new owners took a more aggressive approach to advertising and marketing than when the firm was headed by the more conservative A.C. Gilbert. It manufactured a wide variety of poorly-designed and poorly-conceived toys (dolls, racing sets, games) that sold slowly, if at all, and was nearly overwhelmed by store returns of defective merchandise. Gilbert took an especially-hard hit when a majority of a poorly-designed and manufacturered James Bond 007 slot car racing set flooded back as returns after component failures. In addition, the company delivered many of its toy line products to discounters with a "100% sale guarantee." When the merchandise didn't sell through, it ended up back in Gilbert's warehouses. The company discontinued the American Flyer train line in 1966 and finally declared bankruptcy in 1967.

from: www.wikipedia.com

Hope you enjoyed it![tup]

Until the next time!

Lars

[BudKarr]

Hello Captain Tom

Just en route home affer leaving the bar . . . thought I would drop a post here, if for no other reason than to keep the thread 'alive' . . .

For those interested in Lionel trains, here's something from Wikipedia

QUOTE: The MPC (General Mills) era

The bankrupt Lionel Corporation sold the tooling for its then-current product line and licensed the Lionel name to General Mills in 1969, who then operated Lionel as a division of its subsidiary Model Products Corporation. General Mills did not buy the company, however. The Lionel Corporation became a holding company and invested in a number of ventures, including what would eventually become an East Coast chain of toy stores known as "Lionel Leisure World."

Due to General Mills' cost-cutting measures, production of Lionel-branded toy and model trains returned to profitability, but sometimes at the expense of quality. Detail was often sacrificed, and most of the remaining metal parts were replaced with molded plastic. A number of MPC's changes to the product line endure to the present day, the most noticeable being the use of needlepoint axles and trucks made of Delrin, two changes made to reduce friction and allow longer trains. Also starting in 1973, MPC experimented with a line of cars it called "Standard O," which were scaled to 1:48 (most postwar Lionel and MPC production was undersize for O scale). The experiment's failure is generally blamed on MPC's lack of a 1:48 locomotive and caboose to go with the cars; when it was repeated again in the 1980s with locomotives of appropriate size, it proved more successful.

An internal reorganization after 1973 caused Lionel to become part of General Mills' Fundimensions group. Although Lionel's tenure with MPC was relatively short, "MPC" is the most commonly used term for the 1970-1985 era.

In 1979, General Mills resurrected the American Flyer brand and product line, which Lionel Corporation had purchased from its bankrupt competitor (The A. C. Gilbert Company of New Haven, Connecticut) several months prior to its own bankruptcy in 1967. American Flyer products by Gilbert made after World War II are scaled roughly to a 1:64 proportion and are known as S gauge; their most distinctive feature, however, is that they operate on two-rail track as opposed to Lionel's three-rail trackage system.

With so many years of absence from the market, Gilbert American Flyer S gauge trains were no longer considered a direct competitor to Lionel's 1:48 proportion O gauge trains. To this day, Lionel markets American Flyer S gauge in limited quantities as collectibles.
The year 1982 brought General Mills' ill-fated move of train production from the United States to Mexico. Some Lionel fans were angry simply because the trains had been made in the United States for more than 80 years, while others criticized the quality of the Mexican-produced trains. Lionel production returned to the United States by 1984. During this time, corporate offices were retained at the company's Mount Clements (later, Chesterfield), Michigan, location.

When General Mills spun off its Kenner-Parker division in 1985, Lionel became part of Kenner-Parker. Lionel was sold again in 1986, this time to toy-train collector / real estate developer Richard P. Kughn of Detroit, Michigan.

The Kughn era

Kughn was a prolific toy train collector who said that his friends joked that the only thing his collection lacked was the company who made them. Kughn believed that if he moved production to Detroit, it would be possible to improve quality to a level characteristic of the original Lionel Corporation and still maintain profitability.

After his purchase, Kughn founded a company called Lionel Trains to continue the brand, and Lionel Trains Inc. opened a plant in Chesterfield, Michigan. In 1989 Lionel Trains introduced a locomotive featuring realistic electronically-produced sounds.

During this time frame, Lionel began producing new products based on designs from the Post-War era, when its popularity was at its peak. Additionally, some offerings began to depart from Lionel's toy-like design and place more emphasis on scale realism and detail, mirroring MPC's earlier "Standard O" experiments but to a larger degree.

Lionel also began selling reproductions of its designs that dated from the period before World War II, mostly in Standard Gauge. These products were made by MTH Electric Trains using original Lionel Corporation tooling, which had been sold at bankruptcy in the late 1960s after sitting unused for decades. This arrangement ended in the early 1990s after a disagreement between Kughn and MTH owner Mike Wolf.

The year 1993 brought Kughn's Lionel an opportunity. The original Lionel Corporation had recovered after the sale of its trains and survived as an entirely separate entity, operating a successful chain of retail toy stores for 24 years and becoming for a time the second-largest toy retailer in the country. However, it went bankrupt in the early 1990s under increased competition and liquidated in 1993, allowing the train manufacturer to purchase the Lionel trademark after years of operating as a licensee.

The Wellspring era

Lionel changed hands again in 1995, when Kughn sold controlling interest in the company to an investment group that included rock and roller Neil Young and holding company Wellspring Associates. The new company became known as Lionel LLC. The company continued marketing reproductions of its vintage equipment, and the trend towards producing new equipment that was ever-more-detailed (with a correspondingly higher price) continued.
Additionally, Young, who has a 20% stake in the company[1], helped finance the development of Trainmaster Command Control, a technology similar to Digital Command Control which permits, among other things, the operation of Lionel trains by remote control. In order to proliferate this standard, Lionel has licensed it to several of its competitors, including K-Line.

Lionel, LLC continued to manufacture and market trains and accessories in O scale under the Lionel brand and S gauge under the American Flyer brand. While most of the American Flyer product comprises re-issues using old Gilbert tooling from the 1950s, the O scale equipment is a combination of new designs and reissues. Lionel also ventured into HO scale at times during its history, with limited success.

In 2001, Lionel closed its last manufacturing plant in the United States, outsourcing production to Korea and China. While this move proved unpopular with some longtime fans, the backlash was minor in comparison to the failed move of production to Mexico in the 1980s. The company also licensed the Lionel name to numerous third parties, who have marketed various Lionel-branded products since 1995.

The 2004 Christmas movie Polar Express, based on the children's book of the same name, provided Lionel with its first hit in years. Lionel produced a train set based on the movie, and stronger-than-anticipated demand caused highly publicized shortages. Various news stories told of a reporter's quest to locate a set, and some dealers marked the prices up above the suggested retail price of $229. Sets turned up on eBay with buy-it-now prices of $449 as Lionel ordered an additional production run but said it would not be able to deliver the additional sets until March of the following year. Although many criticized Lionel for not producing more sets, Lionel's management called the set a great success.

This era was marked by legal troubles. In April 2000, competitor and former partner MTH Electric Trains filed a trade secret misappropriation lawsuit against Lionel, LLC, saying that one of Lionel's subcontractors had acquired plans for an MTH locomotive design and used them to design locomotives for Lionel. Additionally, on May 27, 2004, Union Pacific Railroad sued Athearn and Lionel for trademark infringement because both companies put the names and logos of UP, as well as the names and logos of various fallen flag railroads UP had acquired over the years, on their model railroad products without a license. While Athearn quickly settled and acquired a license, Lionel prepared to fight, arguing that it and its predecessor companies had been using the logos for more than 50 years and had been encouraged or even paid to do so.

The misappropriation lawsuit by MTH eventually went to trial, and on June 7, 2004, a jury in Detroit, Michigan found Lionel liable and awarded MTH $40,775,745. On November 1, 2004, a federal judge upheld the jury's decision. Lionel announced it would appeal, but two weeks later filed for bankruptcy.

In September 2004, the troubled company dismissed its CEO, Bill Bracy, and replaced him with Jerry Calabrese, a former Marvel Comics and NASCAR executive. Along with Bracy, another 17 high-level employees were also dismissed.

Bankruptcy

On November 15, 2004, Lionel, LLC filed for Chapter 11 bankruptcy protection, citing the $40 million-plus judgment in the MTH lawsuit as the primary factor. In the filing, it listed $55 million in debt and $42 million in assets. The largest secured creditor was PNC Financial Services Corp., owed $31 million. The MTH judgment was not included in the $55 million figure.

Collector value

The collector value of "modern era" Lionel trains has been limited compared to the trains produced by Lionel Corporation prior to 1969. There has been only limited collector interest in trains produced by this succession of entities, from MPC through to Lionel Trains Inc. and Lionel, LLC, especially if the items are in less than mint condition and do not include the original box. In addition, Lionel's reissues have somewhat decreased the collector value of even vintage Lionel and American Flyer equipment.

The MPC era is often derided, especially by fans of recent-production Lionel products that have better scale fidelity than the majority of MPC production and by fans of Lionel Corporation's postwar era. These critics often call MPC an acronym for "Mostly Plastic Crap." MPC has a small following due to the quality of the graphics, variety of roadnames produced, and play value. Others are attracted to MPC because of its low cost and the ease of finding MPC-produced train sets and accessories, often barely used, in its original packaging.

BK

[siberianmo]

G’day All!

PASSENGER TRAIN NOSTALGIA #63

Here’s something to enjoy regarding the Budd Company from a 1949 advertisement in my personal collection.


Cars For Proud Trains

Without exception, the stainless steel railway passenger cars built by The Budd Company go into their owners’ finest trains. On the Pennsylvania, for example, you may ride in them on the Broadway Limited, The General, The Red Arrow, the “Spirit of St. Louis” and others of its blue ribbon fleet.

Where quality is a consideration, either in appeal to the public or in dependable, economical operation, the things Budd makes have achieved a unique and strengthening position.

In 1934 Budd built its first] train, the Pioneer Zephyr, first lightweight streamliner of all. It revolutionized railway car construction. Budd is now the world’s second largest builder of railway passenger cars.

In 1912 Budd invented the steel automobile body. Today Budd is the world’s largest independent builder of automobile body components.

In 1919 Budd introduced the steel disc automobile wheel. During the past twenty-seven years, in addition to producing millions of automobile wheels, Budd has placed more wheels on trucks, buses and highway trailers than all other makes in the world combined.

The great complex of Budd industrial facilities, producing a quarter of a billion dollars worth of goods annually, has sprung from one basic philosophy- build better products through the use of superior materials and challenging design.

The Budd Company, Phila., Detroit.

Budd


Enjoy! [tup]

Tom[4:-)][oX)]

[siberianmo]

Good Morning!

Here's something for those of you who appreciate model railroading in the "classic" sense:



For a larger version, click the URL:
http://photobucket.com/albums/b222/siberianmo/Novelties/?action=view¤t=f80efa87.jpg

(Note: If this URL takes you to a book cover - sorry, problems with PhotoBucket! What's new[?])

Enjoy![tup]

Tom[4:-)] [oX)]

[passengerfan]

Good Morning all.

UNION
PACIFIC
Streamlined Sleeping Cars
by Al

The Union Pacific was one of the largest operators of streamlined passenger trains and the first operator of a streamlined sleeping car in the world. The first streamlined sleeping cars in the world was the articulated OVERLAND TRAIL of 1934. Details of the OVERLAND TRAIL follow.

ARTICULATED 8 ENCLOSED SECTION 1 COMPARTMENT 1 DOUBLE BEDROOM SLEEING CAR Pullman Standard May 1934 Plan: 4034 Lot: 6428 (Articulated sleeping car built for exhibit later assigned to first CITY OF PORTLAND)

OVERLAND TRAIL

After completion the OVERLAND TRAIL was added to the M-10000 train between the power unit and first coach 10400 for display at the Century of Progress Exposition in Chicago. The OVERLAND TRAIL was removed from the M-10000 train set in May 1935 and added to the second train the M-10001 CITY OF PORTLAND. The M-10001 train was a six car articulated train set and became a seven car train with the addition of the OVERLAND TRAIL before entering scheduled service.

M-10001 Articulated Turret Cab 900 HP Diesel Power Unit
12200 Articulated Auxiliary Power - 30' Railway Post Office Car - Baggage Car
E.H. HARRIMAN Articulated 10 Enclosed Section 1 Compartment 1 Double Bedroom Sleeping Car
ABRAHAM LINCOLN Articulated 10 Enclosed section 1 Compartment 1 Double Bedroom Sleeping Car
OREGON TRAIL Articulated 8 Enclosed Section 1 Compartment 1 Double Bedroom Sleeping Car
10402 Articulated 54 Revenue Seat Coach Buffet Blind End Observation

ARTICULATED 10 ENCLOSED SECTION 1 COMPARTMENT 1 DOUBLE BEDROOM SLEEPING CARS Pullman Standard October 1934 Plan: 4035 Lot: 6428 (Built for and assigned to first CITY OF PORTLAND)
ABRAHAM LINCOLN
E.H. HARRIMAN

ARTICULATED 8 ENCLOSED SECTION 1 COMPARTMENT 1 DOUBLE BEDROOM SLEEPING CAR Pullman Standard October 1934 Plan: 4034 Lot: 6428 (Built for and assigned to first CITY OF PORTLAND)

OREGON TRAIL

After an extensive exhibition tour of the country the M-10001 CITY OF PORTLAND for extensive modifications before entering service. Among the modifications was the installation of a larger prime mover of 1,200 hp replacing the 900 hp prime mover. Car 12200 was rebuilt to a Baggage 12 Crew Dormitory Car. Sleeping Car E.H. HARRIMAN was rebuilt to a Kitchen 30 seat Dining 10 seat Lounge Car and assigned the number 10300 replacing the name. The OVERLAND TRAIL was train lined directly behind the 10300 and ahead of ABRAHAM LINCOLN. The first CITY OF PORTLAND began service to its namesake city June 6,1935 and was withdrawn July 26,1935 and returned to Omaha for further modifications. The CITY OF PORTLAND then reentered service February 6, 1936. The first CITY OF PORTLAND remained in service until March 27, 1939 when it was replaced by the modified third train in CITY OF PORTLAND service. At that time the M-10001 train set was retired and stored at Omaha until all reusable parts were stripped including the prime mover for further use and the car bodies were scrapped for their aluminum in April 1941 in Omaha.
The next two streamliners built for the Union Pacific were the third and fourth trains constructed at the same time by Pullman Standard. The third train entered service as the first CITY OF LOS ANGELES May 15, 1936between Chicago and its namesake city. The CITY OF LOS ANGELES operated on a five round trip sailing schedule per month. The CITY OF LOS ANGELES had a pair of power units joined together by a span bolster with the Booster unit coupling to the trailing train. The 900-hp diesel engine in the M-10002B was from the original M-10001 unit when it was built before having a 1,200-hp diesel unit installed.

M-10002A EMC 1,200 hp Diesel Passenger Cab Unit
M-10002B EMC 900 hp Diesel Passenger Booster Unit

12201 Articulated Auxiliary Power 30' Railway Post Office Baggage Car
12760 Articulated Baggage 15 Crew Dormitory Kitchen Car
10301 Articulated 40 Seat Dining 17 Seat Lounge Car
SANTA ANITA Articulated 11 Section Sleeping Car
MORMON TRAIL Articulated 7 Double Bedroom 2 Compartment Sleeping Car
CINEMA Articulated 11 Section Sleeping Car
BOULDER CANYON Articulated 11 Section Sleeping Car
10403 Articulated 48 Revenue Seat Coach
10404 Articulated 38 Revenue Seat Coach Buffet Blind End Observation

The fourth train was inaugurated June 14, 1936 as the CITY OF SAN FRANCISCO between Chicago and Oakland Pier where passengers boarded Southern Pacific ferries for the trip across the bay to San Francisco. Both The Cab and Booster units of the CITY OF SAN FRANCISCO contained a 1,200-hp diesel unit in each. The extra 300 hp came in very useful in the climb over the Sierra Mountains. The CITY OF SAN FRANCISCO operated on a five sailing per month round trip schedule. The following listing below is the consist as trainlined of the CITY OF SAN FRANCISCO.

M-10004A EMC 1,200 hp Diesel Passenger Cab Unit
M-10004B EMC 1,200 hp Diesel Passenger Booster Unit

12202 Articulated Auxiliary Power 30' Railway Post Office Baggage Car
12761 Articulated Baggage 15 Crew Dormitory Kitchen Car
10302 Articulated 40 Seat Dining 17 Seat Lounge Car
HAWAII Articulated 11 Section Sleeping Car
LANAI Articulated 7 Double Bedroom 2 Compartment Sleeping Car
HONOLULU Articulated 11 Section Sleeping Car
OAHU Articulated 11 section Sleeping Car
10405 Articulated 48 Revenue Seat Coach
10406 Articulated 38 Revenue Seat Coach Buffet Blind End Observation

The Sleeping cars for the third and fourth trains were built in the following Lots.

ARTICULATED 11 OPEN SECTION SLEEPING CARS Pullman Standard May 1936 Plan: 4037B Lot: 6434 (Built for and assigned to CITY OF LOS ANGELES and CITY OF SAN FRANCISCO)

CITY OF LOS ANGELES

CINEMA

SANTA ANITA

CITY OF SAN FRANCISCO

HAWAII

HONOLULU

ARTICULATED 11 ENCLOSED SECTION SLEEPING CARS Pullman Standard May 1936 Plan: 4038B Lot: 6434 (Built for and assigned to CITY OF LOS ANGELES and CITY OF SAN FRANCISCO)

CITY OF LOS ANGELES

BOULDER CANYON

CITY OF SAN FRANCISCO

OAHU

ARTICULATED 7 DOUBLE BEDROOM 2 COMPARTMENT SLEEPING CARS Pullman Standard May 1936 Plan: 4039D Lot: 6434 (Built for and assigned to CITY OF LOS ANGELES and CITY OF SAN FRANCISCO)

CITY OF LOS ANGELES

MORMON TRAIL

CITY OF SAN FRANCISCO

LANAI

These two trains operated unchanged until August of 1938. At that time MORMON TRAIL was transferred to the CITY OF SAN FRANCISCO and trainlined between LANAI and HONOLULU.
The third train became the CITY OF PORTLAND March 27, 1939, after being in storage since December 26, 1938.
The Fourth train was replaced in CITY OF SAN FRANCISCO service by the eighth train on January 2, 1938 and the fourth train was subsequently returned to Omaha for rebuilding. The rebuilt fourth train in CITY OF PORTLAND service replaced the third train in August 1941. At that time the Articulated Sleeping Car SANTA ANITA was transferred to the Fourth train. The third train was operated between Portland and Seattle on dates the CITY OF PORTLAND arrived and departed its namesake city. The third train was eventually retired March 13, 1943 and Sleeping Car CINEMA was added to the Fourth train at that time. Eventually the Fourth train would grow to fifteen cars and by 1946 was carrying the sleeping cars from both the third train and original fourth train in the following order.

BOULDER CANYON

HAWAII

SANTA ANITA

CINEMA

LANAI

MORMON TRAIL

HONOLULU

OAHU

The fourth train lasted until 1950 when it was scrapped in Omaha having been retired in 1948 and stored.
The Fifth and Sixth trains were built for CITY OF DENVER service and comprised four sleeping cars in each consist in articulated pairs. A pair of diesels powered these ten car trains. The new CITY OF DENVER trains entered overnight service in a fast sixteen hours beginning June 18, 1936. The ten car trains consisted of three articulated pairs of two cars and four single cars.

M-10005A EMC 1,200 HP Diesel Passenger Cab Unit

M-10005B EMC 1,200 HP Diesel Passenger Booster Unit

11700 Auxiliary Power Baggage Car

12203 Baggage 30' Railway Post office Car

11701 Baggage 32 Seat "FRONTIER SHACK" Lounge Car

10407 Articulated 50 Revenue Seat Coach
10408 Articulated 50 Revenue Seat Coach

10304 24 Seat Dining 12 Seat Lounge Car

CACHE LA POUDRE Articulated 12 Section Sleeping Car
SQUAW BONNET Articulated 8 section 2 double Bedroom 1 Compartment Sleeping Car

SILVER DOLLAR Articulated 12 Section Sleeping Car
OGALLALA Articulated 5 double Bedroom 1 Compartment 23 Seat Lounge Observation

SECOND CONSIST

M-10006A EMC 1,200 HP Diesel Passenger Cab Unit

M-10006B EMC 1,200 HP Diesel Passenger Booster Unit

11702 Auxiliary Power Baggage Car

12204 Baggage 30' Railway Post Office Car

11703 Baggage 32 Seat "FRONTIER SHACK" Lounge Car

10409 Articulated 50 revenue Seat Coach
10410 Articulated 50 Revenue Seat Coach

10304 24 Seat Dining 12 Seat Lounge Car

BIG PINEY Articulated 12 Section Sleeping Car
SNOWY RANGE Articulated 8 Section 2 Double Bedroom 1 Compartment Sleeping Car

ST. VRAINS Articulated 12 Section Sleeping Car
COLORES Articulated 5 Double Bedroom 1 Compartment 23 Seat Lounge Observation

ARTICULATED12 OPEN SECTION SLEEPING CARS Pullman Standard June 1936 Plan: 4053 Lot: 6486 (Built for and assigned to CITY OF DENVERS)

BIG PINEY

CACHE LA POUDRE

SILVER DOLLAR

ST. VRAINS

ARTICULATED 8 ENCLOSED SECTION 2 DOUBLE BEDROOM 1 COMPARTMENT SLEEPING CARS Pullman Standard June 1936 Plan: 4054 Lot: 6486 (Built for and assigned to CITY OF DENVERS)

SQUAW BONNET

SNOWY RANGE

ARTICULATED 1 COMPARTMENT 5 DOUBLE BEDROOM 23 SEAT LOUNGE OBSERVATION Pullman Standard June 1936 Plan: 4055 Lot: 6486 (Built for and assigned to CITY OF DENVERS)

OGALLALA

COLORES

Each CITY OF DENVER received an additional sleeping car in May 1939. These cars were non-articulated and were coupled between the articulated sleeping car pairs in each train set. SOUTH PLATTE was coupled between SQUAW BONNET and SILVER DOLLAR in one consist and DENARGO was coupled between SNOWY RANGE and ST. VRAINS in the other consist.

4 ROOMETTE 3 COMPARTMENTS 1 DRAWING ROOM 4 DOUBLE BEDROOM SLEEPING CARS Pullman Standard May 1939 Plan: 4083 Lot: 6568 (Sleeping cars added to the CITY OF DENVER consists)

DENARGO

SOUTH PLATTE

The two CITY OF DENVER consists operated until March 19, 1953 and were then stored at Omaha. In May 1953 the two consists were cut up for scrap.
The seventh and eighth trains were constructed in late 1937 for CITY OF LOS ANGELES and CITY OF SAN FRANCISCO assignments. These were the first streamlined consists on the Union Pacific of standard streamlined car dimensions. The height of the cars was 13' 6" and the width was 10' compatible with all other streamlined cars. Like the previously built CITY OF DENVER trains no more than two cars were articulated in pairs and many cars were single cars. Failure of any one car or pair did not cancel the entire train's trip.
The sleeping car section of the seventh train a new CITY OF LOS ANGELES inaugurated December 18, 1937 comprised three pairs of articulated sleeping cars and one single sleeping car for a total of seven sleeping cars
The eighth trains a new CITY OF SAN FRANCISCO entered service January 2, 1938 comprised three pairs of articulated sleeping cars and two single sleeping cars for a total of eight sleeping cars.
Both trains were fourteen cars in length with the seventh train having a larger coach section.

SEVENTH TRAIN
CITY OF LOS ANGELES

LA-1 EMC E1A 1,800 HP Diesel Passenger Cab Unit

LA-2 EMC E1B 1,800 HP Diesel Passenger Booster Unit

LA-3 EMC E1B 1,800 HP Diesel Passenger Booster Unit

LA-101 Auxiliary Power Baggage 12 Crew Dormitory Car

LA-401 LAS VEGAS Articulated 52 Revenue Seat Coach
LA-402 SALT LAKE Articulated 52 Revenue Seat Coach

LA-601 BILTMORE Articulated 32 Seat Coffee Shop Kitchen Car
LA-602 AMBASSADOR Articulated 72 Seat Dining Room Car

LA-701 "THE LITTLE NUGGET" 8 Crew Dormitory Buffet 35 Seat lounge Car

SANTA MONICA Articulated 4 Compartment 3 Drawing Room Sleeping Car
WILSHIRE Articulated 12 Section Sleeping Car

SAN DOMINGUEZ Articulated 4 Compartment 3 Drawing Room Sleeping Car
SAN FERNANDO Articulated 13 Roomette Sleeping Car

ARROYO SECO Articulated 11 Double Bedroom Sleeping Car
BEVERLY HILLS Articulated 12 Section Sleeping Car

ROSE BOWL 12 Duplex Single Room 5 Double Bedroom Sleeping Car

LA-901 SUN VALLEY Barber Shop Buffet 38 Seat Lounge Observation

EIGHTH TRAIN
CITY OF SAN FRANCISCO

SF-1 EMC E2A 1,800 HP Diesel Passenger Cab Unit

SF-2 EMC E2B 1,800 HP Diesel Passenger Booster Unit

SF-3 EMC E2B 1,800 HP Diesel Passenger Booster Unit

SF-101 Auxiliary Power Baggage 12 Crew Dormitory Car

SF-401 MARKET STREET 54 Revenue Seat Coach

SF-601 PRESIDIO Articulated 32 Seat Coffee Shop Kitchen Car
SF-602 MISSION DOLORES Articulated 72 Seat Dining Room Car

SF-701 EMBARCADERO 8 Crew Dormitory Buffet 25 Seat Lounge Car

TWIN PEAKS Articulated 4 Compartment 3 Drawing Room Sleeping Car
CHINATOWN Articulated 12 Section Sleeping Car

FISHERMENS WHARF Articulated 4 Compartment 3 Drawing Room Sleeping Car
GOLDEN GATE PARK Articulated 12 section Sleeping Car

SEAL ROCKS Articulated 11 Double Bedroom Sleeping Car
UNION SQUARE Articulated 12 Section Sleeping Car

TELEGRAPH HILL 18 Roomette Sleeping Car

PORTSMOUTH SQUARE 12 Duplex Single Room 5 Double Bedroom Sleeping Car

SF-901 NOB HILL Barber Shop Buffet 38 seat Lounge Observation

ARTICULATED 12 OPEN SECTION SLEEPING CARS Pullman Standard December 1937 Plan: 4063B Lot: 6525 (Built for seventh and eighth trains)

CITY OF LOS ANGELES

SAN DOMINGUEZ

SANTA MONICA

CITY OF SAN FRANCISCO

FISHERMENS WHARF

TWIN PEAKS

ARTICULATED 12 OPEN SECTION SLEEPING CARS Pullman Standard December 1937 Plan: 4064 Lot: 6525 (Built for and assigned to seventh and eighth trains)

CITY OF LOS ANGELES

UNION SQUARE

WILSHIRE

CITY OF SAN FRANCISCO
CHINATOWN GOLDEN GATE PARK
ARTICULATED 12 ENCLOSED SECTION SLEEPING CAR Pullman Standard December 1937 Plan: 4064A Lot: 6525 (Built for and assigned to seventh train)

BEVERLY HILLS

ARTICULATED 11 DOUBLE BEDROOM SLEEPING CARS Pullman Standard December 1937 Plan: 4067A Lot 6525 (Built for and assigned to seventh and eighth trains)

CITY OF LOS ANGELES

ARROYO SECO

CITY OF SAN FRANCISCO

SEAL ROCKS

ARTICULATED 13 ROOMETTE SLEEPING CAR Pullman Standard December 1937 Plan: 4073 Lot: 6525 (Built for and assigned to seventh train)

SAN FERNANDO

12 DUPLEX SINGLE ROOM 5 DOUBLE BEDROOM SLEEPING CARS December 1937 Plan: 4066A Lot: 6525 (Built for and assigned to seventh and eighth trains)

CITY OF LOS ANGELES

ROSE BOWL

CITY OF SAN FRANCISCO

PORTSMOUTH SQUARE

18 ROOMETTE SLEEPING CAR Pullman Standard December 1937 Plan: 4068A Lot: 6525 (Built for and assigned to eighth train)

TELEGRAPH HILL

The eighth train CITY OF SAN FRANCISCO was wrecked by a deliberate act of sabotage on August 12, 1939 near Harney, Nevada with a heavy loss of life and serious injuries to many other passengers and crew. Several cars were destroyed in the accident among them the articulated pair of sleeping cars TWIN PEAKS and CHINATOWN. In fact these two cars were so severely damaged they were cut up for scrap on site and the pieces were transported east in gondolas for scrapping. Another articulated pair of sleeping cars FISHERMENS WHARF and GOLDEN GATE PARK though heavily damaged were rerailed and sent east for heavy repairs. The remaining four sleeping cars were sent east for repairs as well although damage to these cars was minor in nature.
A temporary train replaced the eighth TRAIN CITY OF SAN FRANCISCO until 1941 when a practically new eighth train and three other trains entered service. A revised seventh train with several completely new cars was one of the new 1941 trains. The two other new trains were a ninth train for CITY OF LOS ANGELES assignment and a new tenth train for CITY OF SAN FRANCISCO assignment.
The following changes took place to sleeping cars in July 1941, articulated sleeping car pair SEAL ROCKS and UNION SQUARE were transferred to the new ninth train CITY OF LOS ANGELES assignment and renamed SAN DOMINGUEZ and WILSHIRE respectively. The original articulated SAN DOMINGUEZ and articulated WILSHIRE from the seventh train CITY OF LOS ANGELES were paired together for assignment to the tenth train CITY OF SAN FRANCISCO and renamed SEAL ROCKS and UNION SQUARE respectively. The singled up articulated cars SAN FERNANDO and SANTA MONICA then became an articulated pair and were assigned to the seventh train CITY OF LOS ANGELES.
TELEGRAPH HILL from the eighth train CITY OF SAN FRANCISCO and ROSE BOWL from the seventh train exchanged names with the newly renamed ROSE BOWL going to the ninth train CITY OF LOS ANGELES and the newly renamed TELEGRAPH HILL assigned to the new tenth train CITY OF SAN FRANCISCO.

The newly revised seventh train of August 3, 1941 and new ninth train CITY OF LOS ANGELES train both began service on that date with the following consists.

SEVENTH TRAIN
CITY OF LOS ANGELES

LA-1 EMC 1,800 HP Diesel Passenger Cab Unit

LA-2 EMC 1,800 HP Diesel Passenger Booster Unit

LA-3 EMC 1,800 HP Diesel Passenger Booster Unit

LA-101 Auxiliary Power Baggage 12 Crew Dormitory Car

LA-401 Las Vegas Articulated 52 Revenue Seat Coach
LA-402 SALT LAKE Articulated 52 Revenue Seat Coach

LA-611 MISSION INN 24 Seat Dining 29 Seat Lounge Car

LA-607 BILTMORE 56 Seat Dining Car

LA-701 "THE LITTLE NUGGET" 8 Crew Dormitory Bar 35 Seat Lounge Car

ARROYO SECO Articulated 11 Double Bedroom Sleeping Car
BEVERLY HILLS Articulated 12 Section Sleeping Car

SANTA MONICA Articulated 4 Compartment 3 Double Bedroom Sleeping Car
SAN Fernando Articulated 13 Roomette Sleeping Car

CABRILLO 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

FIGUEROA 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

ARCADIA 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

LA-901 SUN VALLEY Barber Shop Buffet 38 Seat Lounge Observation

NINTH TRAIN
CITY OF
LOS ANGELES

LA-4 EMD E6A 2,000 HP Diesel Passenger Cab Unit

LA-5 EMD E6B 2,000 HP Diesel Passenger Booster Unit

LA-6 EMD E6B 2,000 HP Diesel Passenger Booster Unit

LA-103 Baggage 21 Crew Dormitory Car

LA-405 PASADENA 48 Revenue Seat Coach

LA-406 BOULDER CITY 48 revenue Seat Coach

LA-612 HACIENDA 24 Seat Café 29 seat Lounge Car

LA-608 AMBASSADOR 56 Seat Dining Car

LA-703 HOLLYWOOD Barber Shop Bar 30 Seat Lounge Car

SAN DOMINGUEZ Articulated 11 Double Bedroom Sleeping Car
WILSHIRE Articulated 12 Section Sleeping Car

ROSE BOWL 18 Roomette Sleeping Car

LOS FELIZ 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

SAN GABRIEL 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

OLVERA 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

BALDY MOUNTAIN 4 Double Bedroom Buffet 31 Seat Lounge Observation

Earlier on July 26, 1941 the Union Pacific placed the revised eighth and new tenth train CITY OF San Francisco consists in service train lined as follows.

EIGHT TRAIN
CITY OF SAN FRANCISCO

SF-1 EMC E2A 1,800 HP Diesel Passenger Cab Unit

SF-2 EMC E2B 1,800 HP Diesel Passenger Booster Unit

SF-3 EMC E2B 1,800 HP Diesel Passenger Booster Unit

SF-101 Auxiliary Power Baggage 15 Crew Dormitory Car

SF-410 MARKET STREET 54 Revenue Seat Coach

SF-605 PRESIDIO Articulated 32 Seat coffee Shop Kitchen Car
SF-606 Articulated 68 Seat Dining Room Car

SF-702 EMBARCADERO 8 Crew Dormitory Buffet 35 Seat Lounge Car

FISHERMENS WHARF Articulated 4 Compartment 3 drawing Room Sleeping Car
GOLDEN GATE PARK Articulated 12 Section Sleeping Car

PORTSMOUTH SQUARE 12 Duplex Single Room 5 Double Bedroom Sleeping Car

FERRY BUILDING 10 Roomette 5 Double Bedroom Sleeping Car

TWIN PEAKS 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

CHINATOWN 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

YERBA BUENA 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

CLIFF HOUSE 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

SF-901 NOB HILL Barber shop Bar 38 Seat Lounge Observation

TENTH TRAIN
CITY OF SAN FRANCISCO

SF-4 EMD E6A 2,000 HP Diesel Passenger Cab Unit

SF-5 EMD E6B 2,000 HP Diesel Passenger Booster Unit

SF-6 EMD E6B 2,000 HP Diesel Passenger Booster Unit

SF-104 Baggage 21 Crew Dormitory Car

SF-407 MONTGOMERY STREET 48 Revenue Seat Coach

SF-609 FORT MASON Articulated 32 Seat Coffee Shop Kitchen Car
SF-610 ST. FRANCES WOODS Articulated 64 Seat Dining Room Car

SF-704 MARINA Barber Shop Buffet 30 Seat Lounge Car

SEAL ROCKS Articulated 4 Compartment 3 Double Bedroom Sleeping Car
UNION SQUARE Articulated 12 Section Sleeping Car

TELEGRAPH HILL 12 Duplex Single Room 5 Double Bedroom Sleeping Car

RINCON HILL 10 Roomette 5 Double Bedroom Sleeping Car

SUTRO HEIGHTS 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

NORTH BEACH 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

HUNTERS POINT 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

CIVIC CENTER 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

RUSSIAN HILL 4 Double Bedroom Buffet 31 Seat Lounge Observation

4 COMPARTMENTS 2 DRAWING ROOMS 4 DOUBLE BEDROOM SLEEPING CARS Pullman Standard June - July 1941 Plan: 4069F Lot: 6636 (Built for and assigned to seventh through tenth trains)

ANGEL ISLAND

ARCADIA

CABRILLO

CHINATOWN

CIVIC CENTER

CLIFF HOUSE

FIGUEROA

HUNTERS POINT

LAKESIDE

LOS FELIZ

NORTH BEACH

OLVERA

PALOS VERDE

PLAYA DEL REY

SAN GABRIEL

SUTRO HEIGHTS

TWIN PEAKS

VERDUGO

YERBA BUENA

10 ROOMETTE 5 DOUBLE BEDROOM SLEEPING CARS Pullman Standard June - July 1941 Plan: 4072D Lot: 6636 (Built for and assigned to CITY OF SAN FRANCISCOS)

FERRY BUILDING

RINCON HILL

4 DOUBLE BEDROOM BUFFET 32 SEAT LOUNGE OBSERVATION Pullman Standard June - July 1941 Plan: 4096A Lot: 6636 (Built for and assigned to ninth and tenth trains)

BALDY MOUNTAIN

RUSSIAN HILL

The operators of the Overland route trains besides the CITY streamliners operated a number of fine daily trains between the same end points as those streamlined CITY streamliners. These were all heavyweight trains and the first streamlined cars assigned to these trains were Baggage Cars 5601-5630, Baggage 30' Railway Post Office Cars 5800 - 5810 and two lots of 48 revenue seat Coaches 5331 - 5345 and 5351-5365. Besides those cars Pullman Standard delivered 78 sleeping cars of two types between March and June 1942. Sixty of the cars were 6 Roomette 6 section 4 Double Bedroom cars all carrying AMERICAN prefix names. The other twelve were 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Cars with IMPERIAL prefix names. The IMPERIAL series were assigned to the OVERLAND between Chicago and San Francisco. The AMERICAN series sleeping cars were assigned to the LOS ANGELES LIMITED, OVERLAND, IDAHOAN, and PORTLAND ROSE.
The cars of 1942 were all delivered in two tone Gray with silver separation stripes and lettering they were initially never intended for CITY streamliner service. After WW II the AMERICA series and those IMPERIAL series cars of 1942 ownership were divided between the three operating roads.

4 COMPARTMENT 2 DRAWING ROOM 4 DOUBLE BEDROOM SLEEPING CARS Pullman Standard March - April 1942 Plan: 4069H Lot: 6668 (Built for and assigned to Overland Route trains)

UP

IMPERIAL BAND

IMPERIAL BEACH

IMPERIAL BIRD

IMPERIAL CAPE

IMPERIAL FLOWER

IMPERIAL GATE

IMPERIAL HOUR

IMPERIAL LETTER

IMPERIAL PALM

IMPERIAL ROBE

IMPERIAL ROCK

IMPERIAL SANDS

C&NW.

IMPERIAL DRIVE

IMPERIAL LEAF

IMPERIAL MARK

IMPERIAL RANCH

SP

IMPERIAL HARBOR

IMPERIAL HORN

6 ROOMETTE 6 SECTION 4 DOUBLE BEDROOM SLEEPING CARS Pullman Standard May - June 1942 Plan: 4099 Lot: 6669 (Built for and assigned to Overland route trains)

UP

AMERICAN ACE

AMERICAN ADVENTURE

AMERICAN AMBASSADOR

AMERICAN ARMY

AMERICAN BEACON

AMERICAN CAPTAIN

AMERICAN CLASSIC

AMERICAN CLIPPER

AMERICAN COMMAND

AMERICAN COURIER

AMERICAN CRUISER

AMERICAN EAGLE

AMERICAN EMBLEM

AMERICAN ENSIGN

AMERICAN ESCORT

AMERICAN FALLS

AMERICAN FLYER

AMERICAN FORTRESS

AMERICAN HAVEN

AMERICAN HEIGHTS

AMERICAN HILLS

AMERICAN HOME

AMERICAN LAKE

AMERICAN LIGHT

AMERICAN MARINE

AMERICAN MONITOR

AMERICAN NAVY

AMERICAN PARK

AMERICAN PROGRESS

AMERICAN RAPIDS

AMERICAN RIVER

AMERICAN ROYAL

AMERICAN SAILOR

AMERICAN SCENE

AMERICAN SENTRY

AMERICAN SHORES

AMERICAN SKIPPER

AMERICAN SOLDIER

AMERICAN STAR

AMERICAN TRAILS

AMERICAN TROOPER

AMERICAN WOODLAND

C&NW

AMERICAN BEAUTY

AMERICAN BRIGADE

AMERICAN BUFFALO

AMERICAN INDIAN

AMERICAN PATROL

AMERICAN PLAINS

AMERICAN SKIES


SP

AMERICAN CANYON

AMERICAN CHARM

AMERICAN DAIRYLAND

AMERICAN ELM

AMERICAN FORUM

AMERICAN GUARD

AMERICAN MANOR

AMERICAN MERCHANT

AMERICAN RAMPART

AMERICAN RANGER

AMERICAN ROSE

Besides the IMPERIAL and AMERICAN series Sleeping cars being divided among the three Overland route operators they also divided the prewar CITY streamliners among the three roads as follows:

UP

ANGEL ISLAND

ARROYO SECO

BEVERLY HILLS

BIG PINEY

BOULDER CANYON

CABRILLO

CACHE LA POUDRE

CHINATOWN

CINEMA

CLIFF HOUSE

COLORES

DENARGO

FIGUEROA

FISHERMENS WHARF

GOLDEN GATE PARK

HAWAII

HONOLULU

LAKESIDE

LANAI

LOS FELIZ

MORMON TRAIL

NORTH BEACH

OAHU

OGALLALA

OLVERA

PALOS VERDE

PLAYA DEL REY

ST. VRAINS

SAN DOMINGUEZ

SAN FERNANDO

SAN GABRIEL

SANTA ANITA

SANTA MONICA

SEAL ROCKS

SILVER DOLLAR

SNOWY RANGE

SOUTH PLATTE

SQUAW BONNET

TWIN PEAKS

UNION SQUARE

VERDUGO

WILSHIRE

C&NW

ARCADIA

BALDY MOUNTAIN

CIVIC CENTER

HUNTERS POINT

ROSE BOWL

RUSSIAN HILL

SP

FERRY BUILDING

PORTSMOUTH SQUARE

RINCON HILL

SUTRO HEIGHTS

TELEGRAPH HILL

YERBA BUENA

The Union Pacific following WW II made the decision to operate the CITY OF PORTLAND, CITY OF LOS ANGELES and CITY OF SAN FRANCISCO as daily streamliners, and introduce a new CITY OF ST. LOUIS streamliner in cooperation with the Wabash. Initially the CITY OF ST. LOUIS inaugurated June 2, 1946 operated between St. Louis and Cheyenne with through sleeping cars beyond to Los Angeles, and Portland carried in other Overland route trains. The CITY OF ST. LOUIS was the first and only CITY streamliner introduced painted in the two-tone Gray colors of the Overland trains. The CITY OF ST. LOUIS operated the following heavyweight sleeping cars initially in through St. Louis - Portland service.

HEAVYWEIGHT 10 SECTION 1 DRAWING ROOM 1 COMPARTMENT SLEEPING CARS
Assigned to CITY OF ST. LOUIS as through St. Louis - Portland cars

BALSAM FIR

DOUGLAS FIR

INLAND EMPIRE

PINION PINE

POUDRE LAKE

SILVER SPRUCE

The following lightweight stream-lined AMERICAN series sleeping cars are known to have operated in the CITY OF ST. LOUIS in through St. Louis - Los Angeles service.
AMERICAN SERIES

Assigned to CITY OF ST. LOUIS as through St. Louis - Los Angeles cars

AMERICAN ARMY

AMERICAN MONITOR

AMERICAN PARK

AMERICAN SENTRY

AMERICAN SKIPPER

AMERICAN TROOPER

The CITY OF ST. LOUIS when inaugurated also carried a 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping car between St. Louis and Cheyenne. The three cars initially assigned to this service were.

LAKESIDE

PALOS VERDE

VERDUGO

With all new passenger car manufacturers inundated with orders the new cars necessary for daily operation would not begin delivering until 1949. The Union Pacific in order to remain competitive felt they must begin daily CITY OF PORTLAND service in 1947 as the Great Northern was going to introduce all new streamlined EMPIRE BUILDERS between Chicago and Seattle Portland beginning February 23, 1947.
With the introduction of the new daily streamlined EMPIRE BUILDER introduction known the Omaha paint shops immediately began repainting cars for the CITY OF PORTLAND to become a daily train between Chicago and Portland. The UP introduced daily CITY OF PORTLAND trains on February 15, 1947 getting a jump on the Great Northern.
The daily CITY OF PORTLAND trains operated with four train sets. Not all of the cars were streamlined as each train set operated with a heavyweight 48 seat dining car in streamliner colors.
The Sleeping car section of each 1947 CITY OF PORTLAND was comprised of one IMPERIAL series Sleeping Car and three AMERICAN series sleeping cars. Each consist is listed below.

FIRST CONSIST

CP-101 Baggage 21 crew Dormitory Car

5334 48 Revenue Seat Coach

5361 48 Revenue Seat Coach

5336 48 revenue Seat Coach

3614 Heavyweight 48 Seat Dining Car

IMPERIAL DRIVE 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

AMERICAN STAR 6 Section 6 Roomette 4 Double Bedroom Sleeping Car

AMERICAN EMBLEM 6 Section 6 Roomette 4 Double Bedroom Sleeping Car

AMERICAN ADVENTURER 6 Section 6 Roomette 4 Double Bedroom Sleeping Car

1519 24 Seat Club 28 Seat Lounge Car

SECOND CONSIST

CP-103 Baggage 21 Crew Dormitory Car

5345 48 Revenue Seat Coach

5335 48 Revenue Seat Coach

5365 48 Revenue Seat Coach

3618 Heavyweight 48 Seat Dining Car

IMPERIAL SANDS 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

AMERICAN MONITOR 6 Section 6 Roomette 4 Double Bedroom Sleeping Car

AMERICAN HAVEN 6 Section 6 Roomette 4 Double Bedroom Sleeping Car

AMERICAN INDIAN 6 Section 6 Roomette 4 Double Bedroom Sleeping Car

1518 24 Seat Club 28 Seat Lounge Car

THIRD CONSIST

5602 Baggage 21 Crew Dormitory

5351 48 Revenue Seat Coach

5338 48 Revenue Seat Coach

5358 48 revenue Seat Coach

3609 Heavyweight 48 Seat Dining Car

IMPERIAL BEACH 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

AMERICAN SAILOR 6 Section 6 Roomette 4 Double Bedroom Sleeping Car

AMERICAN ESCORT 6 Section 6 Roomette 4 Double Bedroom Sleeping Car

AMERICAN HOME 6 Section 6 Roomette 4 Double Bedroom Sleeping Car

1523 24 Seat Club 28 Seat Lounge Car

FOURTH CONSIST

5601 Baggage 21 Crew Dormitory Car

5357 48 Revenue Seat Coach

5352 48 Revenue Seat Coach

5343 48 Revenue Seat Coach

3628 Heavyweight 48 Seat Dining Car

IMPERIAL ROCK 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

AMERICAN HILLS 6 Section 6 Roomette 4 Double Bedroom Sleeping Car

AMERICAN PROGRESS 6 Section 6 Roomette 4 Double Bedroom Sleeping Car

AMERICAN TROOPER 6 Section 6 Roomette 4 Double Bedroom Sleeping Car

1522 24 Seat Club 28 Seat Lounge Car

The Union Pacific got the jump on the Santa Fe and Southern Pacific-Rock Island when the CITY OF LOS ANGELES became a daily streamlined operation beginning May 14, 1947. This was eight months before the GOLDEN STATE became a streamlined daily diesel powered operation and nine months before the Santa Fe SUPER CHIEF and EL CAPITAN trains became daily streamliners. The one difference was the two Santa Fe streamliners were for the most part new while the CITY OF LOS ANGELES trains were prewar cars. The four consists of the CITY OF LOS ANGELES are listed as follows.

FIRST CONSIST

5622 Baggage Car

LA-401 LAS VEGAS Articulated 54 Revenue Seat Coach
LA-402 SALT LAKE Articulated 54 Revenue Seat Coach

3423 56 Revenue Seat Coach

5101 1/2 Twin Unit Dining Set containing 21 Crew Dormitory Kitchen
5101 1/2 Twin Unit Dining Set containing 68 Seat Dining Room

LA-702 "THE LITTLE NUGGET" 8 crew Dormitory Bar 35 Seat Lounge Car

ARROYO SECO Articulated 11 Double Bedroom Sleeping Car
BEVERLY HILLS Articulated 12 Section Sleeping Car

SANTA MONICA Articulated 4 Compartment 3 Drawing Room Sleeping Car
SAN FERNANDO Articulated 13 Roomette Sleeping Car

CABRILLO 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

LA-901 SUN VALLEY Dormitory Bar 38 Seat Lounge Observation

SECOND CONSIST

5603 Baggage Car

LA-405 PASADENA 48 Revenue Seat Coach

LA-406 BOULDER CITY 48 Revenue Seat Coach

3428 56 Revenue Seat Coach

5100 1/2 Twin Unit Dining Set Containing 21 Crew Dormitory Kitchen
5100 1/2 Twin Unit Dining Set Containing 68 Seat Dining Room

LA-703 HOLLYWOOD Barber shop Bar 30 Seat Lounge Car

SAN DOMINGUEZ Articulated 11 Double Bedroom Sleeping Car
WILSHIRE Articulated 12 Section Sleeping Car

ROSE BOWL 18 Roomette Sleeping Car

LOS FELIZ 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

SAN GABRIEL 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

BALDY MOUNTAIN 4 Double Bedroom Buffet 31 Seat Lounge Observation

THIRD CONSIST

5624 Baggage Car

5361 48 Revenue Seat Coach

3417 56 Revenue Seat Coach

3429 56 Revenue Seat Coach

5102 1/2 Twin Unit Dining Set Containing 21 Crew Dormitory - Kitchen
5102 1/2 Twin Unit Dining Set Containing 68 Seat Dining Room

FIGUEROA 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

ARCADIA 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

PALOS VERDES 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

LAKESIDE 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

AMERICAN COURIER 6 Section 6 Roomette 4 Double Bedroom Sleeping Car

1524 24 Seat Club 28 Seat Lounge Car

FOURTH CONSIST

5611 Baggage Car

5359 48 Revenue Seat Coach

3426 56 Revenue Seat Coach

3430 56 revenue Seat Coach

5103 1/2 Twin Unit Dining Set Containing 21 crew Dormitory - Kitchen
5103 1/2 Twin Unit Dining Set Containing 68 Seat Dining Room

OLVERA 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

PLAYA DEL REY 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

IMPERIAL HOUR 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

AMERICAN PLAINS 6 Section 6 Roomette 4 Double Bedroom Sleeping Car

AMERICAN ROYAL 6 Section 6 Roomette 4 Double Bedroom Sleeping Car

1523 24 Seat Club 28 Seat Lounge Car

On September 1,1947 the Union Pacific inaugurated daily streamlined CITY OF SAN FRANCISCO trains using four sets of equipment. The following is a list of the four sets of equipment for the first daily CITY OF SAN FRANCISCO trains.

FIRST CONSIST

5630 Baggage Car

SF-101 Baggage 21 Crew Dormitory Car

SF-401 MARKET STREET 54 Revenue Seat Coach

5344 48 Revenue Seat Coach

SF-605 PRESIDIO Articulated 32 Seat Coffee Shop Kitchen Car
SF-606 MISSION DOLORES Articulated 64 Seat Dining Room Car

SF-702 EMBARCADERO 8 Crew Dormitory 35 Seat Lounge Car

FISHERMENS WHARF Articulated 4 Compartment 3 Drawing Room Sleeping Car
GOLDEN GATE PARK Articulated 12 Section Sleeping Car

PORTSMOUTH SQUARE 12 Duplex Single Room 5 Double Bedroom Sleeping Car
FERRY BUILDING 10 Roomette 5 Double Bedroom Sleeping Car

TWIN PEAKS 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

CHINATOWN 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

AMERICAN RANGER 6 section 6 Roomette 4 Double Bedroom Sleeping Car

SECOND CONSIST

5621 Baggage Car

SF-104 Baggage 21 Crew Dormitory Car

SF-407 MONTGOMERY STREET 48 Revenue Seat Coach

5363 48 Revenue Seat Coach

SF-609 FORT MASON Articulated 32 Seat Coffee Shop Kitchen Car
SF-610 ST. FRANCIS WOODS Articulated 64 Seat Dining Room Car

SF-704 MARINA Barber Shop Nurses Room Buffet 30 Seat Lounge Car

SEAL ROCKS Articulated 4 Compartment 3 Drawing Room Sleeping Car
UNION SQUARE Articulated 12 Section Sleeping Car

TELEGRAPH HILL
12 Duplex Single Room 5 Double Bedroom Sleeping Car

RINCON HILL 10 Roomette 5 Double Bedroom Sleeping Car

HUNTERS POINT 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

CIVIC CENTER 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

AMERICAN FORUM 6 section 6 Roomette 4 Double Bedroom Sleeping Car

THIRD CONSIST

5614 Baggage Car

5613 Baggage 21 Crew Dormitory Car

3421 56 Revenue Seat Coach

2491 44 Revenue Seat Coach

10200 40 Seat Dining Car

10201 40 Seat Dining Car

ANGEL ISLAND 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

LAKESIDE 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

SUTRO HEIGHTS 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

NORTH BEACH 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

AMERICAN BEAUTY 6 Section 6 Roomette 4 Double Bedroom Sleeping Car

AMERICAN HEIGHTS 6 Section 6 Roomette 4 Double Bedroom Sleeping Car

AMERICAN CAPTAIN 6 Section 6 Roomette 4 Double Bedroom Sleeping Car

SF-901 NOB HILL Barber Shop Bar 38 Seat lounge Observation

FOURTH CONSIST

5608 Baggage Car

2489 44 Revenue Seat Coach

2490 44 Revenue Seat Coach

5102 1/2 Twin Unit Dining Set Containing 21 Crew Dormitory - Kitchen
5102 1/2 Twin Unit Dining Set Containing 68 Seat Dining Room

CLIFF HOUSE 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

YERBA BUENA 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

IMPERIAL PALM 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

AMERICAN LAKE 6 section 6 Roomette 4 Double Bedroom Sleeping Car

AMERICAN BUFFALO 6 Section 6 Roomette 4 Double Bedroom Sleeping Car

AMERICAN RAMPART 6 Section 6 Roomette 4 Double Bedroom Sleeping Car

RUSSIAN HILL 4 Double Bedroom Buffet 31 Seat Lounge Observation

Union Pacific a staunch supporter of Pullman Standard before the war turned to American Car & Foundry and the Budd Company for first deliveries of streamlined cars following WW II. American Car and Foundry would build large numbers of Aluminum cars for the Union Pacific and other roads that preferred this type car. It was rather a surprise when the purchased the streamlined PACIFIC series 10 Roomette 6 Double Bedroom Sleeping cars from Budd. These cars were with fluted stainless steel but painted in streamliner colors. The comparison of the Aluminum and Stainless steel is easy to make as the Stainless steel cars are still in service with Amtrak.
The first postwar sleeping cars were eighteen 12 Roomette 4 Double Bedroom WESTERN series cars from American Car & Foundry. Twelve of these cars were UP owned 4 were originally Wabash owned and two were C&NW owned.

12 ROOMETTE 4 DOUBLE BEDROOM SLEEPING CARS American Car & Foundry December 1949 - February 1950 Plan: 9004 Lot 3069(UP) 3072 (C&NW) 3074 (Wabash) (Built for and assigned to CITY OF ST. LOUIS - CITY OF PORTLAND - CITY OF LOS ANGELES initially)

UP

WESTERN ADVENTURE

WESTERN HILLS

WESTERN LODGE

WESTERN MOUNTAIN

WESTERN PLAINS

WESTERN SEA

WESTERN SLOPE

WESTERN STAR

WESTERN TRAIL

WESTERN VALLEY

WESTERN WONDERLAND

C&NW

WESTERN FRONTIER

WESTERN PEAK

WABASH

WESTERN LAKE

WESTERN SCENE

WESTERN SUNSET

WESTERN VIEW

The Budd PACIFIC series 10-6 sleeping cars were delivered between December 1949 and June 1950 this was the largest postwar purchase of a single type sleeping car by the Union Pacific. These cars were assigned to all CITY streamliners even as through cars to New York via the NYC and PRR. They also served in other secondary trains for all or part of their routes. All fifty of these cars were UP owned.

10 ROOMETTE 6 DOUBLE BEDROOM SLEEPING CARS Budd Company December 1949 - June 1950 Plan: 9522 Lot; 9660 - 039 (Built for and assigned to CITY streamliners and Secondary trains)

PACIFIC BAY

PACIFIC BEACH

PACIFIC BEAUTY

PACIFIC BEND

PACIFIC BRIDGE

PACIFIC CAPE

PACIFIC CASTLE

PACIFIC COMMAND

PACIFIC COVE

PACIFIC CREST

PACIFIC CRUISER

PACIFIC DOMAIN

PACIFIC EMBLEM

PACIFIC EMPIRE

PACIFIC FALLS

PACIFIC FOREST

PACIFIC FORUM

PACIFIC GARDENS

PACIFIC GUARD

PACIFIC HARBOR

PACIFIC HEIGHTS

PACIFIC HILLS

PACIFIC HOME

PACIFIC ISLAND

PACIFIC LIGHT

PACIFIC LODGE

PACIFIC MEADOW

PACIFIC MIST

PACIFIC NORTHWEST

PACIFIC OCEAN

PACIFIC PARK

PACIFIC PATROL

PACIFIC PEAK

PACIFIC PLATEAU

PACIFIC RANGE

PACIFIC REST

PACIFIC RIDGE

PACIFIC SANDS

PACIFIC SCENE

PACIFIC SHORE

PACIFIC SKIES

PACIFIC SLOPE

PACIFIC SPRAY

PACIFIC SUNSET

PACIFIC TERRACE

PACIFIC TRAIL

PACIFIC UNION

PACIFIC VIEW

PACIFIC WATERS

PACIFIC WAVES

American Car & Foundry delivered six additional AMERICAN series sleeping cars in March - April 1950 built in two different lots four owned by the UP and the C&NW owning the other two. These cars were assigned to through Minneapolis - Los Angeles service connecting at Omaha, Nebraska.

6 SECTION 6 ROOMETTE 4 DOUBLE BEDROOM SLEEPING CARS American Car & Foundry March April 1950 Plan: 9005 Lots: 3070 and 3073 (Built for and assigned to through Minneapolis - Los Angeles service)

UP
3070

AMERICAN BORDER

AMERICAN CONSULATE

AMERICAN GENERAL

UP
3073

AMERICAN VIEW

C&NW
3070

AMERICAN EMBASSY

C&NW
3073

AMERICAN SUNSET

A single Pullman Standard built sleeping car arrived on the Union Pacific in September 1950. This car DREAM CLOUD was one of four Astra-Dome cars and a single EMD E7A unit built in May 1947 for the GM TRAIN OF TOMORROW. The Union Pacific bought the diesel and all four cars in September 1950 after they had completed their exhibition tour of the country. Each car was different the first car was an Astra-Dome Coach named STAR DUST followed by an Astra-Dome Dining Car SKY VIEW, trailed by the Astra Dome Sleeping Car DREAM CLOUD and finally the Astra Dome Lounge Observation MOON GLOW. The entire train was repainted streamliner colors in Omaha then the four cars were added to a westbound CITY OF LOS ANGELES train for exhibition in Los Angeles. After being on exhibition in Los Angeles the cars traveled to Portland and were added to the UP Portland Seattle pool train. The 24 seat Astra-Dome Sleeper DREAM CLOUD with 8 Duplex Roomettes 3 Compartments and 2 Drawing Rooms was never operated in sleeping car service but instead all space was sold at Parlor Car rates.

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

DREAM CLOUD

The Union Pacific received fourteen lightweight streamlined sleeping cars from American Car & Foundry between January and April 1954 that have left many railroad historians puzzled. These were the ALPINE series 14 Section Sleeping Cars purchased for CITY trains to attract government business. Unfortunately the government was already relaxing its restrictions for those traveling at its expense to ride in Roomettes and Double Bedrooms. The public traveling were already turning to the all room car as they offered more privacy and in the case of postwar cars offered separate bathroom annexes in the Double Bedrooms and Compartments. In any event the cars only lasted eleven years in service as built.

14 SECTION SLEEPING CARS American Car & Foundry January - April 1954 Plan: 9107 Lot: 3816 (Built for and assigned to CITY streamliners)

ALPINE CAMP

ALPINE CREST

ALPINE GROVE

ALPINE LAKE

ALPINE LODGE

ALPINE MEADOW

ALPINE PARK

ALPINE PASS

ALPINE PEAK

ALPINE RIVER

ALPINE ROAD

ALPINE SCENE

ALPINE STREAM

ALPINE VIEW

The ALPINE series cars listed above were rebuilt to 44 revenue seat leg rest coaches in 1965. This was just a year or two after the 16 Section Sleeping cars of the CALIFORNIA ZEPHYR were rebuilt to 48 revenue seat leg rest coaches.
American Car & Foundry delivered two additional sleeping cars to the Union Pacific in 1954 for assignment to the CITY OF LOS ANGELES. These all room cars were originally planned to be postwar IMPERIAL series cars but the Union Pacific ordered the changes before work began. These cars were assigned one each to two of the CITY OF LOS ANGELES consists the other three continued to operate with prewar IMPERIAL series cars. These two cars as originally ordered would have been named IMPERIAL CHARM and IMPERIAL PALACE.

2 COMPARTMENT 2 DRAWING ROOM 5 DOUBLE BEDROOM SLEEPING CARS American Car & Foundry December 1954 Plan: 9016 Lot: 3815 (Built for and assigned to CITY OF LOS ANGELES)

OCEAN SANDS

OCEAN VIEW

Final orders for sleeping cars of four different types were placed with Pullman Standard for delivery between November 1955 and June 1956.
Between November 1955 and February 1956 15 NATIONAL series 6 Section 6 Roomette 4 Double Bedroom Sleeping Cars were delivered with three owned by the Wabash. The major difference in the NATIONAL cars was the placement of the 4 Double Bedrooms in the center of the car with roomettes at one end and Sections at the other. The AMERICAN series cars placed the four Double Bedrooms at the end with the vestibule and then followed the Roomettes in the center of the car and the Section at the other end of the car. These cars replaced AMERICAN series Sleeping cars in the CITY OF ST. LOUIS, CITY OF PORTLAND, and CITY OF LOS ANGELES.

6 SECTION 6 ROOMETTE 4 DOUBLE BEDROOM SLEEPING CARS Pullman Standard November 1955 - February 1956 Plan: 4197 Lot: 3815 (Built for and assigned to CITY streamliners)

UP

NATIONAL BORDER

NATIONAL COMMAND

NATIONAL CONSULATE

NATIONAL DOMAIN

NATIONAL EMBASSY

NATIONAL EMBLEM

NATIONAL FORUM

NATIONAL FRONTIER

NATIONAL PROGRESS

NATIONAL SCENE

NATIONAL SHORES

NATIONAL VIEW

WABASH

NATIONAL COLORS

NATIONAL HOMES

NATIONAL UNITY

Between February - March 1956 the Union Pacific received ten 11 Double Bedroom Sleeping cars from Pullman Standard for assignment two per consist to the CITY OF LOS ANGELES trains. At this time during the summer and Christmas season the CITY OF LOS ANGELES was operating as an All-Pullman train. At other times it ran combined with the All Coach CHALLENGER under the CITY OF LOS ANGELES banner.

11 DOUBLE BEDROOM SLEEPING CARS Pullman Standard February - March 1956 Plan: 4198 Lot: 6958 (Built for and assigned to CITY OF LOS ANGELES)

PLACID BAY

PLACID HARBOR

PLACID HAVEN

PLACID LAKE

PLACID MEADOW

PLACID SCENE

PLACID SEA

PLACID VALE

PLACID VALLEY

PLACID WATER

In April 1956 Pullman Standard delivered ten 5 Double Bedroom Buffet 22 Seat Lounge Cars to the Union Pacific named for online cities. These cars were built for the CITY OF PORTLAND and CITY OF LOS ANGELES. Initially BAKER, BOISE, CHEYENNE, LA GRANDE, and PENDLETON were assigned to the CITY OF PORTLAND The other five CEDAR CITY, GRAND ISLAND, NORTH PLATTE, OGDEN and OMAHA were initially assigned to the CITY OF LOS ANGELES.

5 DOUBLE BEDROOM BUFFET 22 SEAT LOUNGE CARS Pullman Standard April 1956 Plan: 4199 Lot: 6958 (Built for and assigned to CITY OF PORTLAND and CITY OF LOS ANGELES)

BAKER

BOISE

CEDAR CITY

CHEYENNE

GRAND ISLAND

LA GRANDE

NORTH PLATTE

OGDEN

OMAHA

PENDLETON

The last three sleeping cars delivered by Pullman Standard were three OCEAN series 2 Compartment 2 Drawing Room 5 Double Bedroom Sleeping Cars for assignment to the three CITY OF LOS ANGELES consists still operating with prewar IMPERIAL series cars. Many passengers had complained about the Bedrooms and Compartments in the IMPERIAL series cars not having private bathroom annexes like the OCEAN series cars. The addition of these three OCEAN series cars retired the last IMPERIAL series prewar cars from the CITY OF LOS ANGELES.

2 COMPARTMENT 2 DRAWING ROOM 5 DOUBLE BEDROOM SLEEPING CARS Pullman Standard May - June 1956 Plan: 4200 Lot: 6950 (Built for and assigned to CITY OF LOS ANGELES)

OCEAN MIST

OCEAN SCENE

OCEAN SUNSET

In 1962 the Union Pacific remodeled two postwar AMERICAN series 6 Section 6 Roomette 4 Double Bedroom Sleeping cars AMERICAN GENERAL and AMERICAN VIEW into 4 Section 6 Roomette 4 double Bedroom Sleeping cars with a small dinette lounge occupying the space of the two former Sections. The UP then assigned the cars to the BUTTE SPECIALS in overnight service between Salt Lake City and Butte, Montana.
Between March and July 1965 Pullman rebuilt all twelve Union Pacific owned WESTERN series 12 Roomette 4 Double Bedroom Sleeping cars to 11 Double Bedroom Sleeping cars and assigned new SUN prefix names to the cars. Besides the rebuilding of the WESTERN series the UP had Pullman rebuild seven of the ten 5 Double Bedroom Buffet 22 Seat Lounge Cars to 11 Double Bedroom Sleeping cars and assigned new STAR prefix names to them. These 11 Double Bedroom cars were then assigned to the CITY streamliner fleet including CITY OF LOS ANGELES, CITY OF PORTLAND, CITY OF SAN FRANCISCO and CITY OF ST. LOUIS.

MARCH 1965

STAR BAY originally CEDAR CITY

STAR CREST originally CHEYENNE

STAR LEAF originally GRAND ISLAND

STAR VALE originally OMAHA

APRIL 1965

STAR RANGE originally LA GRANDE

STAR SCENE originally NORTH PLATTE

STAR VIEW originally PENDLETON

The new Pullman Plan number for the STAR series 11 Double Bedroom Sleeping Cars was Plan: 6008.

MAY 1965

SUN MANOR originally WESTERN PLAINS

SUN POINT originally WESTERN SLOPE

SUN SLOPE originally WESTERN WONDERLAND

JUNE 1965

SUN CAPE originally WESTERN ADVENTURE

SUN ISLE originally WESTERN HILLS

SUN LAKE originally WESTERN LODGE


SUN LANE originally WESTERN MOUNTAIN

SUN PARK originally WESTERN SEA

JULY 1965

SUN VILLA originally WESTERN SCENE

SUN REST originally WESTERN STAR

SUN RIDGE originally WESTERN TRAIL

SUN SKIES originally WESTERN VALLEY

The new Pullman Plan numbers for the SUN series 11 Double Bedroom Sleeping cars was Plan: 6009.
In 1969 the Union Pacific added numbers to all sleeping cars then in existence for the new computer then being introduced system wide by the railroad.

AMERICAN SERIES
1101 – 1103

1101 AMERICAN CONSULATE

1102 AMERICAN GENERAL

1103 AMERICAN VIEW

NATIONAL SERIES
1201 - 1212

1201 NATIONAL BORDER

1202 NATIONAL COMMAND

1203 NATIONAL CONSULATE

1204 NATIONAL DOMAIN

1205 NATIONAL EMBASSY

1206 NATIONAL EMBLEM

1207 NATIONAL FORUM

1208 NATIONAL FRONTIER

1209 NATIONAL PROGRESS

1210 NATIONAL SCENE

1211 NATIONAL SHORES

1212 NATIONAL VIEW

OCEAN SERIES
1301 - 1305

1301 OCEAN SANDS

1302 OCEAN VIEW

1303 OCEAN MIST

1304 OCEAN SCENE

1305 OCEAN SUNSET

PACIFIC SERIES
1401 - 1449

1401 PACIFIC BAY

1402 PACIFIC BEACH

1403 PACIFIC BEAUTY

1404 PACIFIC BEND

1405 PACIFIC BRIDGE

1406 PACIFIC CAPE

1407 PACIFIC CASTLE

1408 PACIFIC COMMAND

1409 PACIFIC COVE

1410 PACIFIC CREST

1411 PACIFIC CRUISER

1412 PACIFIC DOMAIN

1413 PACIFIC EMBLEM

1414 PACIFIC FALLS

1415 PACIFIC FOREST

1416 PACIFIC FORUM

1417 PACIFIC GARDENS

1418 PACIFIC GUARD

1419 PACIFIC HARBOR

1420 PACIFIC HEIGHTS

1421 PACIFIC HILLS

1422 PACIFIC HOME

1423 PACIFIC ISLAND

1424 PACIFIC LIIGHT

1425 PACIFIC LODGE

1426 PACIFIC MEADOW

1427 PACIFIC MIST

1428 PACIFIC NORTHWEST

1429 PACIFIC OCEAN

1430 PACIFIC PARK

1431 PACIFIC PATROL

1432 PACIFIC PEAK

1433 PACIFIC PLATEAU

1434 PACIFIC RANGE

1435 PACIFIC REST

1436 PACIFIC RIDGE

1437 PACIFIC SANDS

1438 PACIFIC SCENE

1439 PACIFIC SHORE

1440 PACIFIC SKIES

1441 PACIFIC SLOPE

1442 PACIFIC SPRAY

1443 PACIFIC SUNSET

1444 PACIFIC TERRACE

1445 PACIFIC TRAIL

1446 PACIFIC UNION

1447 PACIFIC VIEW

1448 PACIFIC WATERS

1449 PACIFIC WAVES

PLACID SERIES
1501 - 1510

1501 PLACID BAY

1502 PLACID HARBOR

1503 PLACID HAVEN

1504 PLACID LAKE

1505 PLACID MEADOW

1506 PLACID SCENE

1507 PLACID SEA

1508 PLACID VALE

1509 PLACID VALLEY

1510 PLACID WATERS

SUN SERIES
1601 - 1612

1601 SUN CAPE

1602 SUN ISLE

1603 SUN LAKE

1604 SUN LANE

1605 SUN MANOR

1606 SUN PARK

1607 SUN POINT

1608 SUN REST

1609 SUN RIDGE

1610 SUN SKIES

1611 SUN SLOPE

1612 SUN VILLA

STAR SERIES
1701 – 1707

1701 STAR BAY

1702 STAR CREST

1703 STAR LEAF

1704 STAR RANGE

1705 STAR SCENE

1706 STAR VALE

1707 STAR VIEW

In June 1969 just after adding numbers to the sleeping cars the Union Pacific sold five 1400 series PACIFIC 10 Roomette 6 Double Bedroom Sleeping cars to the Milwaukee Road for continued CITY streamliner assignments the five cars were as follows.

1405 PACIFIC BRIDGE became Milwaukee Road 33 PACIFIC BRIDGE

1411 PACIFIC CRUISER became Milwaukee Road 34
PACIFIC CRUISER

1418 PACIFIC GUARD became Milwaukee Road 35 PACIFIC GUARD

1419 PACIFIC HARBOR became Milwaukee Road 36 PACIFIC HARBOR

1424 PACIFIC LIGHT became Milwaukee Road 37 PACIFIC LIGHT

All surviving PACIFIC series Sleeping cars went to Amtrak in 1971 and after stripping the streamliner colors returning them to their natural stainless steel finish Amtrak got yeoman service from these cars as some are only just now being retired in 2000.

TTFN Al

[siberianmo]

Hey BK! Nice work![tup] Same for you Lars! [tup]

Appears as if 20 Fingers is having a great time all by his lonesome![swg]

I'm spending far too much of my time with this stuff, so the "cuts" will be made over here first, then . . . . .

See ya at the bar![tup]

Tom[4:-)][oX)]

[LoveDomes]

Hey Tom!

Back again, but just to "humor" 20 Fingers! . . . wasn't going to, but I couldn't resist:

Name trains of the Florida East Coast (FEC)

QUOTE: Champion (East Coast)
City of Miami
Dixie Flagler
Dixie Flyer
Dixie Limited
Everglades
Flamingo
Florida Special
Georgian
Havana Special (East Coast)
Kansas City
Florida Special
Memphian
Miamian
Palmland
South Wind
Southland
Sunchaser

Ok - the usual caveat: I do not take credit nor blame for the accuracy of this list. I don't know the timeframe nor do I care! It is simply for our mutual enjoyment![swg]

I agree with Tom - how come so much "original stuff" over here, but you don't provide it at the bar???? Aren't you one of the 'sacred stool holders?' Ya know, keeper of the scrolls, etc.

Until the next time![tup]

Lars

[passengerfan]

FLORIDA
EAST
COAST
Streamlined Coaches
By Al

The FEC for its size probably owned a disproportionate number of streamlined coaches being one of the largest users of these type cars in the south. But not only could FEC coaches be found in Florida on their own main line between Jacksonville and Miami, but FEC owned coaches could be found in Chicago, Detroit, Buffalo, Cincinnati, and New York City. The FEC owned coaches that operated over the tracks of the ACL, RF&P, PRR, NYC, IC, C&EI, L&N, NC&STL, C of G, and Southern. The FEC would receive two seven-car coach streamliners from the Budd Company in November 1939. One for operation entirely within the state of Florida named the HENRY M. FLAGLER the other a third consist of the CHAMPION operated by the ACL for service between New York City and Miami via the PRR, RF&P, ACL, and FEC. The three consists of the CHAMPION were identical except the FEC set lacked the purple letter board of the ACL sets, and all cars in the FEC set were named instead of numbered or numbered and named. The consist of the FEC CHAMPION train set was train lined as follows.

1002 EMC E3A 2,000 hp Diesel Passenger Cab Unit

NEW SMYRNA Baggage 12 Crew Dormitory 14 Revenue seat Coach

BOCA RATON 60 Revenue seat Coach

VERO BEACH 52 Revenue seat Coach with Stewardess Quarters

FORT PIERCE 48 seat Dining Car

COCOA ROCKLEDGE 60 Revenue seat Coach

POMPANO 60 Revenue seat Coach

BAY BISCAYNE 52 seat Tavern Lounge Observation


BAGGAGE 12 CREW DORMITORY 14 REVENUE SEAT COACH COMBINATION Budd Company November 1939 (Built for and assigned to CHAMPION)

NEW SMYRNA

60 REVENUE SEAT COACHES Budd Company November 1939 (Built for and assigned to CHAMPION)

BOCA RATON

COCOA ROCKLEDGE

POMPANO

52 REVENUE SEAT COACH WITH STEWARDESS ROOM Budd Company November 1939 (Built for and assigned to CHAMPION)

VERO BEACH

48 SEAT DINING CAR Budd Company November 1939 (Built for and assigned to CHAMPION)

FORT PIERCE

36 SEAT TAVERN LOUNGE BAR 21 SEAT LOUNGE OBSERVATION Budd Company November 1939 (Built for and assigned to CHAMPION)

BAY BISCAYNE

The other consist received by the FEC at the same time from Budd launched streamlined round trip Miami – Jacksonville service daily using the name HENRY M. FLAGLER for the Railroads founder. This train was inaugurated December 3, 1939 and would last just over a year in this service, one of the few new streamliners to lose money. Beginning December 17, 1940 the equipment began every third day service between Chicago and Miami. In this service named the DIXIE FLAGLER named for Henry M. Flagler’s last wife the train operated over the tracks of six railroads on its route from Chicago to Miami. From Chicago to Evansville the new DIXIE FLAGLER operated over the Chicago and Eastern Illinois. From Evansville, Indiana to Nashville, Tennessee The DIXIE FLAGLER operated over the Louisville and Nashville Railroad. From Nashville to Atlanta, Georgia the DIXIE FLAGLER operated over the tracks of the Nashville Chattanooga and St. Louis Railroad. The AB&C a subsidiary of the ACL operated from Atlanta to Waycross where it handed the DIXIE FLAGLER off to parent ACL for the trip to Jacksonville. In Jacksonville the DIXIE FLAGLER reached home rails for the trip on to Miami.
The only part of the trip that initially used diesel power was that part between Miami and Jacksonville. Each of the other operating roads provided their own streamlined steam power for the DIXIE FLAGLER over their tracks. This train is listed, as it was train lined in HENRY M. FLAGLER service and is believed to have operated in the same order as the DIXIE FLAGLER.

1001 EMC E3A 2,000 hp Diesel Passenger Cab Unit

STUART Baggage 22 Revenue seat Coach

HOBE SOUND 60 Revenue seat Coach

DELRAY BEACH 52 Revenue seat Coach with Stewardess Room

FORT LAUDERDALE 48 seat Dining Car

HOLLYWOOD 60 Revenue seat Coach

MELBOURNE 60 Revenue seat Coach

LAKE WORTH 52 seat Buffet Tavern Lounge Observation


BAGGAGE 22 REVENUE SEAT COACH COMBINATION Budd Company November 1939 (Built for and assigned to HENRY M. FLAGLER – DIXIE FLAGLER)

STUART

60 REVENUE SEAT COACHES Budd Company November 1939 (Built for and assigned to HENRY M. FLAGLER – DIXIE FLAGLER)

HOBE SOUND

HOLLYWOOD

MELBOURNE

52 REVENUE SEAT COACH WITH STEWARDESS ROOM Budd Company November 1939 (Built for and assigned to HENRY M. FLAGLER – DIXIE FLAGLER)

DELRAY BEACH

48 SEAT DINING CAR Budd Company November 1939 (Built for and assigned to HENRY M. FLAGLER – DIXIE FLAGLER)

FORT LAUDERDALE

36 SEAT TAVERN LOUNGE BAR 21 SEAT LOUNGE OBSERVATION Budd Company November 1939 (Built for and assigned to HENRY M. FLAGLER – DIXIE FLAGLER)

LAKE WORTH

As there was no Crew Dormitory provision in STUART it is believed the DIXIE FLAGLER operated with a heavyweight Baggage 15 Crew Dormitory cars for its first few years of service. In February 1945 STUART was renamed INDIAN RIVER and continued to operate in the DIXIE FLAGLER. In July 1947 INDIAN RIVER was shopped and remodeled with Crew Dormitory space for twelve-installed Coach seating remained at 22 and the Baggage area became very limited.
In March 1946 the Baggage Crew Dormitory 14 revenue seat Coach Combination NEW SMYRNA was renamed HALIFAX RIVER, at the same time 60-revenue seat Coach HOBE SOUND was renamed NEW SMYRNA BEACH.
The Budd Company delivered nine new 56-revenue seat Coaches to the FEC in June 1946, these cars were assigned to the CHAMPION pool of cars replacing the 60 seat Coaches in that train. The displaced 60 seat coaches were then assigned to the DIXIE FLAGLER increasing that trains coach capacity.

56 REVENUE SEAT COACHES Budd Company June 1946 (Built for and assigned to CHAMPIONS)

BOYNTON

BUNNELL

DANIA

EAU GALLIE

JACKSONVILLE

ORMOND

STUART

TITUSVILLE

WABASSO

Two additional coaches with 54 revenue seats were received from Budd in July 1946 for assignment to the CHAMPIONS.

54 REVENUE SEAT COACHES Budd Company July 1946 (Built for and assigned to CHAMPION pool)

BELLEGLADE

HOMESTEAD

In April 1947 Budd delivered a Baggage 12-crew dormitory 14-revenue seat Coach named BANANA RIVER and a Baggage 28 revenue seat Coach ST. JOHNS RIVER to the FEC. The BANANA RIVER was assigned to the CHAMPION pool and ST. JOHNS RIVER was assigned to the DIXIE FLAGLER.

BAGGAGE 12 CREW DORMITORY 14 REVENUE SEAT COACH COMBINATON Budd Company April 1947 (Built for and assigned to CHAMPION pool)

BANANA RIVER

BAGGAGE 28 REVENUE SEAT COACH COMINATION Budd Company April 1947 (Built for and assigned to DIXIE FLAGLER)

ST. JOHNS RIVER

In February 1948 FEC rebuilt Baggage 12 Crew Dormitory 14-revenue seat Coach Combination HALIFAX RIVER originally NEW SMYRNA was remodeled to a Baggage 21 Crew Dormitory Car with no revenue Coach seating. After conversion was completed the HALIFAX RIVER remained assigned to the CHAMPION pool.
Budd delivered a single car to the FEC in March 1948 for service in the DIXIE FLAGLER. This car named PORT EVERGLADES featured 42 revenue Coach seats at the rear and a 15 seat Lounge at the vestibule end. The car PORT EVERGLADES was train-lined to the rear of the dining car and served as a cocktail lounge during non-meal hours. This car also served in the NEW ROYAL PALM for at least one winter season.

42 REVENUE SEAT COACH 15 SEAT LOUNGE CAR Budd Company March 1948 (Built for and assigned to DIXIE FLAGLER)

PORT EVERGLADES

Budd built a single 52-revenue seat Coach for FEC ownership that was to be assigned to the NEW ROYAL PALM between Cincinnati and Miami. The new car named PAHOKE was delivered between July and October 1949 as part of a 24-car order delivered to five railroads for service in the CRESCENT LIMITED and NEW ROYAL PALM.

52 REVENUE SEAT COACH Budd Company July – October 1949 (Built for and assigned to ROYAL PALM)

PAHOKE

The next coaches delivered to the FEC were from Pullman Standard and were painted to match the trains they were assigned to operate in. Three of the 56-revenue seat Coaches arrived painted in IC Chocolate, Orange and Yellow for assignment to the CITY OF MIAMI the other two were painted Silver and were assigned to the DIXIE FLAGLER. For many years the rumor persisted that the two remaining cars were initially intended for the PRR SOUTH WIND and were to have been painted in PRR Tuscan Red. Although most sources discount this story it still doesn’t explain why the FEC would assign two non-stainless steel cars to the DIXIE FLAGLER.

56 REVENUE SEAT COACHES Pullman Standard December 1949 – January 1950 (Built for and assigned to CITY OF MIAMI and DIXIE FLAGLER)

CITY OF MIAMI

CANAL POINT

LANTANA

SEBASTIAN

DIXIE FLAGLER

HYPOLUXO

SALERNO

The FEC received a final order for four coaches in December 1954 from Pullman Standard. These 54 revenue seat stainless steel Coaches were assigned to the CHAMPION pool of cars. Two of the new cars COCOA –ROCKLEDGE and HOLLYWOOD carried names of previously destroyed FEC cars.

54 REVENUE SEAT COACHES Pullman Standard December 1954 (Built for and assigned to CHAMPION pool)

COCOA – ROCKLEDGE

HOLLYWOOD

MIAMI

ST. AUGUSTINE

TTFN Al

[LoveDomes]

Hello Tom!!

On the way over to the bar with my PM submission, but figgered I'd swing by this joint. I see once again BK has beaten me to the punch![censored][sigh][banghead]

Whatevvvvvvvvvvvvvvvvver![swg] I have a pix for ya!


Southern 4-6-2 Pacific #1401 at the Smithsonian, Washington, D. C.


More with this came from over at the bar! "Theme" over there is the Southern!! Could anyone have guessed[?][swg]

Until the next time!

Lars

[BudKarr]

Hello Captain Tom!

Just passing through after visiting the bar. Haven't been here for awhile, so here's a photo to bring some of us back to early times . . . .


Southern 2-8-8-2 #4057 (1938) (from: www.yesteryeardepot.com)


Great looking machine![tup]

BK in beautiful Alberta, Canada's high country!

[siberianmo]

G’day All!

PASSENGER TRAIN NOSTALGIA #62

Here’s something to enjoy regarding the California Zephyr from a 1949 advertisement in my personal collection.


Luxurious comfort at economy saving fares in new VISTA-DOME chair coaches.

Feminine as a boudoir in the women’s lounge. Men’s lounges equally complete.

Enjoy delicious meals and personalized service in the California Zephyr’s beautiful dining car.

”SCENIC-WAY” TO CALIFORNIA TAKE THE VISTA-DOME
. . . . . . . . . . CALIFORNIA ZEPHYR . . . . . . . . . .

Extra Pleasure * Extra Comfort * No Extra Fare

“Scenic way” is right!” Only the amazing new California Zephyr gives you the double thrill of riding the most wonderful train in the world right through America’s most wonderful scenery./ And what a way to see it! The new VISTA-DOME way! Now you can look ahead . . . look up . . . look down . .l . look everywhere . . . while you glide in luxurious comfort through the magnificent Colorado Rockies and Feather River Canyon in daylight hours . . . Utah and Nevada by starlight or moonlight. Your choice of low cost VISTA-DOME reclining chair coaches or new type Pullman accommodations, drawing rooms, bedrooms, roomettes and sections. Through sleeper daily between New York and San Francisco.

NEW, FASTER DAILY SCHEDULES

WESTBOUND (Read Down) . . . . . . . . . . . . . . . EASTBOUND (Read Up)
. 3:30 PM Lv – Chicago . . . . . . . . . . . . . . . . . . . . . . . . Ar 1:30 PM
11:59 PM Lv – Omaha . . . . . . . . . . . . . . . . . . . . . . . . . Ar 4:55 AM
. 1:19 AM Lv – Lincoln . . . . . . . . . . . . . . . . . . . . . . . . . Ar 3:40 AM
. 8:40 AM Lv – Denver . . . . . . . . . . . . . . . . . . . . . . . . . Ar 7:00 PM

. . . . . . . . . . . . . . . . . . . . Colorado Rockies . . . . . . . . . . . . . . . . . . .
. 1:53 PM Lv – Glenwood Springs . . . . . . . . . . . . . . . . . Lv 1:35 PM
10:25 PM Lv – Salt Lake City . . . . . . . . . . . . . . . . . . . . Lv 5:40 AM

. . . . . . . . . . . . . . . . . . . . Feather River . . . . . . . . . . . . . . . . . . . .
. 7:00-11:00 AM . . . . . . . . . . .Canyon . . . . . . . . . . . . . 2:00-6:00 PM
12:28 PM Lv – Sacramento . . . . . . . . . . . . . . . . . . . . . . Lv 12:50 PM
. 1:34 PM Ar – Stockton . . . . . . . . . . . . . . . . . . . . . . . . Lv 11:53 AM
. 4:00 PM Ar – Oakland . . . . . . . . . . . . . . . . . . . . . . . . .Lv 9:44 AM
. 4:50 PM Ar – San Francisco . . . . . . . . . . . . . . . . . . . . Lv 9:00 AM

BURLINGTON * RIO GRANDE * WESTERN PACIFIC




Enjoy!

Tom [4:-)][oX)]

[passengerfan]

FLORIDA
EAST
COAST Streamlined Sleeping Cars
by Al

The FEC owned a total of 20 lightweight streamlined sleeping cars. The FEC owned sleeping cars operated in a number of trains belonging to other roads that operated over the FEC for parts of their trips between Jacksonville and Miami. The FEC did own one train set that originally was an all coach streamliner initially that operated between Chicago and Miami utilizing the rails and power of the ACL, NC&STL, L&N and C&EI to reach Chicago. The DIXIE FLAGLER as the train was named changed its name in December 1954 to the DIXIELAND the same month it received new lightweight stream-lined sleeping cars from Pullman Standard. The other operating roads of the DIXIELAND also purchased sleeping cars for operation in the DIXIELAND. The new cars featured all Bedrooms and Compartment in the center of the cars with Roomettes and Sections located at the car ends. These were some of the last cars ever built with Sections in the United States.

4 SECTION 4 ROOMETTE 1 COMPARTMENT 5 DOUBLE BEDOOM SLEEPING CARS Pullman Standard December 1954 Plan: 4196 Lot: 6949 (Built for and assigned to DIXIELAND)

FEC

JAMAICA

SCOTT M. LOFTIN
(Intended name of SCOTT M. LOFTIN was to have been NASSAU)

ACL

CAMELIA

GARDENIA

C&EI

FLORIDA FLOWERS

FLORIDA LAKES

NC&STL

FLORIDA SUNSET

FLORIDA SURF

L&N

FLORIDA TRAVELER

The FEC was a partner in the new post war ROYAL PALM a Southern train that operated over its subsidiary CNOT&P (Cincinnati, New Orleans, Texas & Pacific) for part of its trip between Cincinnati and Miami. The train actually originated in several cities such as Detroit, Buffalo, Cleveland, and Chicago all served by the NYC and brought together at Cincinnati. The FEC owned Sleeping cars in this train. The FEC owned a total of six sleeping cars built for the ROYAL PALM. Five of these cars were 10 Roomette 6 Double Bedroom Sleeping Cars and the sixth was a 5 Double Bedroom Buffet 8 seat Lounge 16 Seat High Windowed Lounge Observation. The NYC contributed Sleeping cars to the ROYAL PALM but they were never lettered for that train except of the one Sleeper Lounge Observation purchased specifically for the ROYAL PALM.

10 ROOMETTE 6 DOUBLE BEDROOM SLEEPING CAR Pullman Standard September - October 1949 Plan: 4140 Lot: 6814 (Built for and assigned to ROYAL PALM)

FEC

ARGENTINA

BRAZIL

CHILE

GUATEMALA

VENEZUELA

CNOT&P

3400 EMORY RIVER

3401 FRENCH BROAD RIVER

3402 COOSA RIVER

3403 HOLSTON RIVER

3404 ETOWAH RIVER

SOUTHERN

2000 ALAPAHA RIVER

2001 ALTAMAHA RIVER

2005 FLINT RIVER

2006 OCMULGEE RIVER

2015 RAPPANNOCK RIVER

2016 ST. JOHNS RIVER

2018 TOMBIGBEE RIVER

2023 WARRIORRIVER

5 DOUBLE BEDROOM BUFFET 8 SEAT COCKTAIL LOUNGE 16 SEAT HIGH WINDOWED LOUNGE OBSERVATION Pullman Standard February - March 1950 Plan: 4162 Lot: 6814 (Built for and assigned to ROYAL PALM)

FEC
AZALEA

CNOT&P

3499 ROYAL PALM

NYC

ROYAL CREST

SOUTHERN

2301 ROYAL COURT

The NYC owned ROYAL CREST while operating under Pullman lease to the Union Pacific and while bringing up the markers of one of the CITY OF LOS ANGELES consists was destroyed when rear ended by a following train near Wamsutter, Wyoming.
The Twelve remaining streamlined sleeping cars owned by the FEC were built for operation in the ACL CHAMPIONS and the FLORIDA SPECIAL between New York and Miami. These trains operated with Sleeping cars owned by the ACL, PRR, and RF&P as well. The cars were first assigned to the CHAMPIONS and FLORIDA SPECIAL and later to other ACL trains that operated to Miami.

10 ROOMETTE 6 DOUBLE BEDROOM SLEEPING CARS Pullman Standard September - October 1949 Plan: 4140B Lot: 6809 (Built for and assigned to ACL trains)

FEC
BAHAMIAN

CAPARRA

COLOMBIA

CUBA

HAVANA

HONDURAS

ORIENTE

ACL

ALACHUA COUNTY

BEAUFORT COUNTY

BERKELEY COUNTY

CHATHAM COUNTY

CLARENDON COUNTY

COLLETON COUNTY

CUMBERLAND COUNTY

DARLINGTON COUNTY

DUVAL COUNTY

EDGECOMBE COUNTY

GLYNN COUNTY

HARNETT COUNTY

HILLSBOROUGH COUNTY

MARION COUNTY

NASH COUNTY

NASSAU COUNTY

NORTHAMPTON COUNTY

OSCEOLA COUNTY

PINELLAS COUNTY

POLK COUNTY

PRINCE GEORGE COUNTY

PUTNAM COUNTY

SEMINOLE COUNTY

SUMTER COUNTY

WARE COUNTY

RF&P

CAROLINE COUNTY

HANOVER COUNTY

SPOTSYLVANIACOUNTY

STRATFORD COUNTY

PRR
(Built to Plan 4140)

8345 CHESTER COUNTY

8346 BALTIMORE COUNTY

8347 BUCKS COUNTY

8348 DELAWARE COUNTY

8349 UNION COUNTY

8350 HUDSON COUNTY

21 ROOMETTE SLEEPING CARS Pullman Standard September - October 1949 Plan: 4156 Lot: 6809 (Built for and assigned to ACL trains)

FEC

SALVADOR

URUGUAY

ACL

EDISTO ISLAND

PARRIS ISLAND

ROANOKE ISLAND

ST. SIMONS ISLAND

SULLIVANS ISLAND

RF&P

BYRD ISLAND

PRR
(Built to Plan: 4156A)

8298 GOVERNORS ISLAND

8299 STATEN ISLAND

6 DOUBLE BEDROOM BUFFET 26 SEAT LOUNGE CARS American Car & Foundry November - December 1949 Plan: 9006 (Built for and assigned to ACL trains)

FEC
(Lot: 3095)

MAGNOLIA

OLEANDER

ACL
(Lot: 3090)

MYRTLE BEACH

PASS-A-GRILLE BEACH

PONTE VEDRA BEACH

SEA ISLAND BEACH

VIRGINIA BEACH

WRIGHTSVILLE BEACH


RF&P
(Lot: 3093

COLONIAL BEACH

14 ROOMETTE 2 DRAWING ROOM SLEEPING CARS American Car & Foundry February - March 1950 Plan: 9006 (Built for and assigned to ACL trains)
FEC
(Lot: 3096)

PANAMA

ACL
(Lot: 3091)

ASHLEY RIVER

CAPE FEAR RIVER

COOPER RIVER

MANATEE RIVER

OGEECHEE RIVER

SUWANEE RIVER

RF&P
(Lot: 3094)

FAIRFAX RIVER

PRR
(Lot: 3098)

8359 ANACOSTIA RIVER

8360 HACKENSACK RIVER

The FEC was shut down by a lengthy strike forcing ACL to turn to rival SAL to haul passenger trains to Miami. The strike forced the FEC out of the passenger business and most cars were placed in storage. A large number of the FEC Sleeping cars were sold to the Canadian National Railway where they served for many more years.


TTFN Al

[siberianmo]

Good Morning!

Just a quick comment or two . . . .

Al That book you mentioned appeared to be something I'd love to acquire - then I checked the web and found that it is no longer in print. Not only that, but it is selling at over two hundred bucks ($200) for a used copy! Good grief! Have any other great suggestions[?][swg]

Nope - don't accept the 'them' as it will take me too much time to research out that road. And on this Thread, I've done just about all I'm gonna do. I'l leave it up to you to entertain us with the FEC![tup]

The idea is to Post the innovative and NEW stuff at the bar - this Thread is pretty much an ENCORE! idea - or at least that's how it began.


Later!

Tom[4:-)][oX)]

[passengerfan]

Good Morning How about this for RR theme of the day.

FLORIDA
EAST
COAST Streamlined Observation Cars
by Al

The FEC owned a total of seven lightweight streamlined Observations. Five were Budd built cars and one each came from American Car & Foundry and Pullman Standard.
The first two Budd built lightweight stainless steel Observations were delivered in October 1949 and were identical. BAY BISCAYNE and LAKE WORTH featured interiors with 36 seat Cocktail Lounge Bar 21 seat Lounge Observation at the rounded end.
BAY BISCAYNE brought up the markers of a seven-car diesel powered coach streamliner named the CHAMPION. Two identical train sets were owned by the ACL so the three consists together provided daily New York - Miami service via the PRR - RF&P - ACL - FEC route. The new trains operated over the FEC between Jacksonville and Miami.
The second seven-car Coach streamliner with Observation LAKE WORTH began daily Miami - Jacksonville round trip service daily December 3, 1939 as the HENRY M. FLAGLER. A year later on December 17, 1940 the HENRY M. FLAGLER equipment became the DIXIE FLAGLER operating a every third day service between Chicago and Miami.
Both cars were sold to the Seaboard Air Line in November 1967, BAY BISCAYNE received SAL number 6607 and LAKE WORTH was numbered SAL 6606.

36 SEAT TAVERN LOUNGE BAR 21 SEAT LOUNGE OBSERVATIONS (Round) Budd October 1939 (Built for and assigned to CHAMPION - HENRY M. FLAGLER train service)

BAY BISCAYNE

LAKE WORTH

The FEC received three Budd Built lightweight streamlined Observations in 1947 with identical interiors to the two prewar cars. Two of these cars were delivered with Swallow-Tailed ends HOBE SOUND and ST. LUCIE SOUND, while the third LAKE OKEECHOBEE was a blunt end Observation. All three cars were stored when the FEC became strike bound and gave up the passenger business. LAKE OKEECHOBEE was sold to the Long Island Railroad in December 1968 being renamed and numbered at that time 2064 APAQUOGUE. The other two cars HOBE SOUND and ST. LUCIE SOUND were sold to private owners.

36 SEAT TAVERN LOUNGE BAR 21 SEAT LOUNGE OBSERVATION ((Blunt) Budd Company May 1947 (Built for and assigned to CHAMPIONS)

LAKE OKEECHOBEE

36 SEAT TAVERN LOUNGE BAR 21 SEAT LOUNGE OBSERVATION (Swallow-Tailed) Budd Company May 1947 (Built for and assigned to CHAMPIONS)

HOBE SOUND

ST. LUCIE SOUND

In the spring of 1950 the FEC received a single Sleeper Lounge Observation from Pullman Standard This car featured a high windowed lounge similar to those cars built for the NYC by Budd for the SOUTHWESTERN LIMITED. The AZALEA as FEC named the car was for the ROYAL PALM operating between Detroit and other northern cities to Florida points.
When the streamlined Observations were discontinued on the ROYAL PALM the FEC designated the car a business car and added a shower.

5 DOUBLE BEDROOM BUFFET 24 SEAT PICTURE WINDOWED LOUNGE OBSERVATION (Swallow-Tailed) Pullman Standard February - March 1950 Plan: 4162 Lot: 6814 (Built for and assigned to ROYAL PALM)

AZALEA

The FEC's last streamlined Observation was rebuilt from a straight Dining Lounge Car named SOUTH BAY. The car retained the name after the rebuilding to a Blunt Observation; conversion took place during November 1956.
In November 1965 after a prolonged shut down by strike of the FEC the car was sold to the SAL and numbered 6620.

36 SEAT TAVERN LOUNGE BAR 20 SEAT LOUNGE OBSERVATION (Blunt) Originally built by American Car & Foundry in August 1950 as straight Dining - Lounge car Rebuilt to Observation in November 1957. (Assigned to DIXIELAND)

SOUTH BAY

TTFN Al

[passengerfan]

Tom, Budd Car The RDC Story by Chuck Crouse published in 1990 by The Weekend Chief Publishing Company is also excellent lots of color photos in this one. It has 226 pages.
Some years ago the Upper Canada Railway Society published a paperback book on the RDC's in Canada. Don't know whether they do any reprints or not.

But even with those books on the RDC's i think there is still room for one more.

TTFN Al

[siberianmo]

G'day!

One of my favorite books is:



Highly recommended!

Later![tup]

Tom[4:-)] [oX)]

[siberianmo]

G'day!

Just a Pix to keep this Thread movin' ....

WPY historical photo (from: WPY website)


Later![tup]

Tom[4:-)][oX)]