Courtesy: http://www.viarail.ca/
A joyous Easter to all!
G'day Gents!
Saturday of Easter Weekend means that The Mentor Village Bakery case is full of fresh ‘n appropriately decorated "goodies" - help yourself. First two are on the house - IF you buy a <light> or <traditional> breakfast along with a mug of our famous coffee!
I enjoyed a rather lengthy phone call from a friend who lives in Dartmouth (Halifax) Nova Scotia. I may be incorrect, but perhaps only Rob remembers "Fergie" (from the Coffee Shop). Anyway, we resumed our contact and he (the sailor) will be heading out again for a deployment off the coast of Newfoundland. There's a chance he may be able to hook up with Pete ‘n I while in Halifax later in May. Anyway, "Fergie" the consummate steam loco and freight car aficionado has apparently "weakened" and has added some quality Rapido HO passenger cars to his marvelous layout. Hope one day he'll drop off a Pix or three to share with us . . . passes his regards to those who remember him.
WHO was that STRANGER at the bar Noted he was over on "my OTHER Thread as well"!! Hmmmmmm. <grin>
REMINDER: Make SURE the material used in your Posts are FREE from COPYRIGHT and other USE RESTRICTONS before Posting! Request permission to use Pix ‘ material, if necessary - send an Email!
ACKNOWLEDGMENTS (since my last narrative):
Lars at 8:42 AM yesterday: The Manager with an early "call" which really helped out. I had a few "things" going on and the "break" was most appreciated!
Thanx for the support regarding the Copyright "stuff." Saying one has the permission is quite different from actually having it, eh Let's ALL be careful!
Oh do I remember Easter in New York City. The Sunday "parade" of new apparel and fashion was something else. That's when most boys got their "new suits" - for Easter. Memories are indeed made of this . . . [swg[ Then the emergence of spring just seemed to make it all so special. I've never been ANYWHERE that can top those memories . . . thanx for bringing ‘em back!
Those book covers will definitely attract comment from the Wolfman - especially that first one!
Looking forward to seeing ya on Saturday with some more book covers!
Pete at 4:49 PM yesterday: With the Manager at one end of my two Nostalgia Posts and the Bar Chandler at the other, the day was rounded out well enough!
Looking forward to our next conversation regarding Amtrak to KCity . . . . this schedule change WILL work in our favor.
I hope that the day NEVER arrives when the difference between "Scotch" and "Scotch Terrior" needs explaining! <ugh> <grin>
When in JCity, I hope you'll have Mainline Lament available for perusing . . .
Hope you get the chance to swing by today - but if not, have a safe journey to ‘n from KCity and of course a Happy Easter to you ‘n your bride!
James at 7:19 PM yesterday: The foto of the GN diesel, which looks to me like an EMD E8 rather than the F7 as mentioned doesn't really have any further explanation in the Wikipedia article. However, a bit of "research" revealed it was taken in 2005. So it must be a restored loco - looks to be in tip-top shape, eh
While I've never traveled the Empire Builder, old or new, from what I've read ‘n seen in Pix, the route is one worth experiencing. Back in the days when these trains traversed our country with such frequency, I was either too young, too poor, or simply engaged in making a living for my family, so that traveling by train for fun - and in the "best" of "class" was simply out of the question.
Appreciate the informative ‘n inclusive Post! And a Happy Easter to you ‘n yours!
Rob at 11:44 PM yesterday: What - who - huh - eh Is that THE Ontario Connection perched upon his Permanent Stool at the end of the bar Could it be the trolleyMAN has returned I refrain from offering a "welcome back" in that we've done this many, many times before - so let me just say, WHAT KEPT YA <grin>
There's soooooooo much to read and soooooooooo much to view that I doubt you'll get all the Pages read. Hope you at least get to skim thru ‘em - and do take the opportunity to check ‘em out from most current first. Seems to "work" better that way. Great seeing ya again, in spite of your job getting in the way of having fun. <geesh>
Always a pleasure to view the traction shots and I see you made an appearance over on "my OTHER Thread" as well. Thanx!
Boris is so excited to see ya again that he's decided to "loan" you one of his "dolls" for whenever you'd find the time. <uh oh>
The H&H gals <????> are all "atwitter" in the galley, spewing forth some Germanic phrases a
Howdy again Tom and all. Looks like Rob has returned, and brought us nifty things to see.
Another light breakfast please, as I just finished uploading more than 100 pix to my photobucket from the Sanfilippo estate. It's simply impossible for my little camera to do justice to the imensity of the building, grounds and collections. I'll be back later to write about a select few of the photos. There just isn't much you can find in writing on much of the collections, especially the train cars. Here's the 1881 Grant Locomotive Works locomotive and tender
No caboose ever looked this good
Here's a modest chapel car
Anyhow, I think you get the idea. The curator told us that all that is original on any of these cars is the wheel sets. The parlor car, for example, was built in the early 1900s,and used for that purpose for only about 7 years. It eventually became a greenhouse, and was subjected to the kind of humidity that plants like, but wood cars do not. All the wood was replaced. We were told that the light fixtures were genuine Pullman.
Anyhow, check out my photobucket link to see the rest of my pix. Most are not train related and would clog the works here if I posted them all. If you have questions about a specific photo, reference the number, and I will tell you what I know or can find out.
http://s30.photobucket.com/albums/c330/Barndad/sunday%20photos/?start=0
Okay, another quick coffee and a couple more photo's before I'm off to work.
Ottawa Street Railway # 842 on the Britannia line. From the OERHA collection Al Patterson shot.
Another Ottawa car, this one number 955 a former TTC TR car , one of twelve sent to Ottawa to help with the increased traffic during the second world war. This was originalli TTC # 1408 a 1911 built Toronto Railway Company Car ( TTC Predessesor ) home built in the company shop along with it's 400 sisters. The only survivor is the museum's 1326 a 1910 built sister.
One of 1326's rare runs, I shot this in september of 2005
enjoy Rob
Good morning Tom , and all of the rest of "youse guyz" I know Vito had to check me out to make sure I was me and not someone new coming into his territory. seem's he's given me the all clear, which I'm happy for as I did not wish to hang out at the Second Class saloon.
At any rate I'll have a lite breakfast and a coffee with a splash, oh and here's another ten for the pot.Yesterday was light I suppose but the holiday weekend will do that for you. Yesterday was a day off up hear as well, I work today and tomorrow is a stat day (sheesh)makes for a fractured work week.
Doug-Thanks for the welcome back. Figured I might as well jump in with both feet ( less likley to eat both of them that way LOL ) Some interesting shots ( another new house for you in those photo's ) The automatic violin player is a nice touch BTW !
Eric-Thanks for your welcome back as well ( I have a feeling I'll be saying that alot the next couple of days (daze) ) Interesting selection of shots from you as well, I can't imagine dragging a full desk top along with myself on train trips though . I'm glad that you liked the CLRV shots. Lets see here's the basics on them as found in the Canadian Trackside guide the yearly whats on the rails in Canada book from the Bytown historical society.
CLRV's #4000-4005 we the original test set and are class L1 on the TTC. they were built by UTDC/SIG in Switzerland in 1977-78. These six cars are all equipped with instructor's training panels as well aas regular controls they are 50'8" long seat 46 and way 50.000 pounds all are fitted with chopper style foot controls and are geared for 80KPH. I actually rode on 4004 last month when Heather and I made our yearly train trip to Toronto.
Once these test beds were approved for general use they replaced the PCC's in general TTC on all their surface lines.
Second batch class L2 #4010-4199 were built by UTDC/HS Hawker Sydely in Thunder Bay Ontario ( now Bombardier ) in 1979-81 all 190 are still in service same tech stats as the original test cars only no training control panel.
The last batch are the articulated light rails ALRV's class L3 #4200-4205 built in 1987, #4206-4207 in 1988, #4208-4209 in 1989, #4210-4239 built in 1988 and #4240-4251 built in 1989. The articulated's seat 61 are 76'0" long with a third truck and with a pass through articulation for a permanent trailer configuration ( similar to an articulated bus ) they are also geared for 80KPH with chopper type foot controls and weigh in at 80,900 lbs.
Rob
Good morning Tom and gang. I'll have a light breakfast, and take in all the great stuff posted since I was last here. Thanks for the Pullman adds Tom, and the book covers from Lars. Here's a BRB&L Mason bogie steam engine for Peter
And yes, I noticed you almost exceeded the capacity of the groan-o-meter once again. Almost.
I believe the length of the BRB&L was 79 miles, if memory serves me, James. And look who's back! Rob ... who wasted no time with some nice traction shots! Thanks for your pix too Eric. Is it possible that trains don't need wheels if there is enough snow on the tracks?
Time to get to my stuff for today.
As ya'll know, my family visited the Sanfilippo Estates last weekend with the 20th Century Railroad club. We started in the Victorian Palace, built in 1976, which contains the largest collection of restored automatic musical instruments in the world, including over 200 music boxes and phonographs, approximately 65 coin-operated pianos, violin machines and photoplayers, 60 large American and European orchestrations, 25 dance organs, fairground and band organs and calliopes, and an 8,000-pipe theatre organ, which is the largest restored organ in the world (80-rank). Did I mention tiffany lamps, steam engines of all sizes, early coin operated games, statues, and chandeliers? Really, the collections are so large and varied that I'm leaving out far more, so let's just get to the pictures
Here, members of the 20th Century Railroad club arrive at the estate
Outside view of the main entry foyer and tower, in the French Second Empire style. The Terra cotta helmeted face and other ornaments are from the Granada Theatre in Chicago, built in 1926
The centerpiece of the Main Entry Foyer, a large Imhof and Mukle barrel-operated orchestration made in the late 1860s in Germany's Black Forest region, and originally used at the Lord Hastings Estate near Norwich, England.
Looking up is a stained glass skylight, measuring 20'X20', with a 14' diameter X 3' high dome in the center. It is made of 30,000 individual pieces of glass in 49 sections illuminated with 12,000 watts of bulbs. The entire structure weighs 3,000 pounds, including 2,000 pounds of glass and 1,000 pounds of steel
Here, our bratty kids are standing in front of a Weber, Otero Orchestration, built in 1910. It contains a 52-note piano, mandolin attachment, 28 violin and 28 harmonic flute pipes, bass and snare drums, tympani, cymbal, triangle and castanets. It plays Weber "Otero" rolls
In the years 1905-1910, animated scenes were very popular in some models of German orchestrations. This early Weber Otero features a scene depicting the train station at Gelsenkirchen, Germany, complete with background silhouettes of an animated train, zeppelin, and other items. Everything in this Otero operates on air pressure, as opposed to later instruments, in which the pneumatic mechanisms operate on suction. We were fortunate to hear and see this orchestration being played. The train glides both under and on the elevated tracks.
An automatic violin player
I tried to get a close-up of the fingering mechanisms and circular bow
Here's a little steam engine. Jasper Sanfilippo collects them in all sizes. Each is fully restored and made much prettier than they ever actually were. These steam machines are set throughout the collections.
I'll end this post with a picture of the Victorian bar room, which was a recreation of a turn-of-the century casino, this room features a 24 foot long black bar, rare slot machines, coin pianos and orchestrations by Mills, Coinola, Seeburg, Link and Wurlitzer, and several antique penny arcade machines
Good morning Captain Tom and Gentlemen!!
Leon, now it's time for that juicy Filet Mignon! Lots of mushrooms, please! Yes, the usual! Thank you!
A kind of slow Friday here at the bar, but still interesting stuff to read! Easter time!
Doug – I certainly find your random posts very interesting! Boston’s Narrow Gauge Electrics is something new to me! Never heard about BRB&L before! Very interesting! Electric the last few years and closed in 1940. I am kind of surprised it didn’t survive the war? Tom – A sign to idiot #10! The reason I flew AA and she flew TWA is very simple. That happened in the summer of 1992, I still lived in the old country. When I bought a roudndtrip to Chicago AA had the best airfare and when she bought a roudtrip to Sweden from Phoenix TWA had the best airfare. We were not supposed to fly to the US the same day so there was never any attempt to get the same airline. You are right, that Dm3 needs some paint! They had removed some heavy graffiti the week before I took the picture. That is why it looks so bad. Maps!? I’ve been collecting maps since I was a kid. Very fascinating to study maps!Pullman cars! There are still Pullman cars in service but no Pullman service. Too bad!I like the picture of the Coconino observation-lounge car with steam coming out from the heating system.
I spent some nights in this old Pullman traveling across the country!
Lars – Sweden - Great Britain? Yeah, that certainly would have been a heckuvabridge!! But those cars went from Sweden via Denmark, Germany France, and then ferry across the Channel to Great Britain! That was in the 60’s and 70’s. How things are run today I don’t know. Thanks for the British book covers! But is McCulloch’s Wonder, The Story of the Kettle Valley Railway British? Pete – I saw that picture of the Class 37 diesel! When I grew up one could still ride regular steam trains and as a kid I loved it. Always haning out through a window looking forward to check the locomotive. Those were the days!I am afraid I don’t remember anything about what kind of freight those cars were used for or to where they went in the UK. I’ll see if I kind find out. But I remember when I started as an engineer in the mid 70’s those cars were still being used. Hmm, the photo shows a Class Dm3, not a W-1. James – I would never plan a visit to Duluth in the winter time! I lived almost 50 years in the old country where the winters are long, cold and dark so I stay away from that white stuff whenever I can.
White stuff and ice! Where the heck are the wheels?So the DL-109s had four stroke engines! That makes sense. The sweeping of the rails picture was taken for a newspaper on the very first day of revenue service for the X2000 in the US. Rob – Nice to see you again and thanks for the round!! Welcome back!!And thanks for the streetcar pictures!! The CLRV looks pretty modern to me. Who built them?
My old Macintosh SE have been traveling by train all around the old country and around the US and parts of Canada. Still working just fine!
"My" Freightliner when I worked for Swift, old 2151.
Eric
good evening Leon. I'll assume my normal chair, nice to see not too much dust on it !At any rate I'll take a Keith's and leave a sizable deposit for rounds to be served as the gents come in and wish to partake.
I'm not sure what Doug was trying to smoke me out with , but as of today Good Friday I'm back into my regular job and hours for at leat the forseeable future so baring any tech problems ( Boris come here so I can knock on your head ) I should be back for good this time ( at least till Christmas )
I'll try to play some catch up but I'll not go all the way back,still it's good to see the inside of the old place again.
I'll drop off a couple early pictures for tomorrow and then make my way back out for the evening.
The modern of the TTC a CLRV on Conneaught ST. Still going strong today these cars are now approaching 30 years old !
Morning rush hour on St Clair street c the 1980's
The St Clair car barn in 1949 showing some of the last TR cars still in service.
All shots are from the OERHA archieves ( member photographs )
G-day Tom and all present!
Leon- A coffee and a Roast-"Beast" Sandwich, Thanks!
Well, it's cloudy and cold but it's going to get a little warmer this weekend. And I also have family coming over. So it should be an interesting weekend indeed.
Eric- Well, when you do make it to Duluth, make sure it's in the summer. Winters can be a little harsh here in the Northland. But it does look really pretty in the winter. Summer though, is when the fun begins. Glad you liked the DL109 information. I thought it was a pretty good article. It was packed with some good info. Ya the DL109 had two 6 cylinder diesel engines. The E-units had two 12 cylinder engines putting out a 1000 horses each. So the DL109 had a 2000 Horses with those two little engines. Both were inline 4 stroke 539T Alco engines. Just a little info. Cool picture of the X2000. Why were you sweeping the rails I've never seen that before.
Mmmmm. Rusty electrics. Nice picture of that Class Dm3. That's a really cool looking locomotive. I am impressed.
Doug- Great pictures of the W-1 I also enjoyed reading about it. I see the W-1 is more powerful than the EF-4 little Joe but for good reason. I never new they had a traction motor stuck underneath the two guiding trucks. That's interesting to learn. It would definitely do quite a hauling job. But with the EF5 Box cab set it would get a run for its money. But thanks for the article and the pictures.
Thanks for the interesting Narrow gauge railway article. Now I don't think I read anything about how long it was, but do you know how long this little narrow gauge railway was It's interesting to see how it took that little round about on Boston. Pretty cool. Also liked the picture with the semaphores in it. Thanks
Tom- I would have to agree with you on that. Classic trains, there is so much to learn that you could keep going for quite a while and then review over the stuff you missed for found interesting. Of course what articles do not find that are interesting. Glad you liked the DL109 info. It was a good article and it fit in quite well around here.
Another trains from yesteryear. This time on the GN. Very good picture of the F7. That is a great looking locomotive. I have to ask. Is that a photo from back when the GN was still present of is that of today? Interesting articles on the history and the Empire builder. They definitely had a really nice passenger train going. Not the sky blue so much but the Pullman green and orange. Very nice colors. Ah and then the current day Empire builder which looks nothing like the original but it's still a train and it does in deed take you to were you want to go. Then I noticed all the station stops for the Empire builder. I saw the staples subdivision on there. One of my favorite lines to visit and watch trains. The trains are really rolling through there.
Idiot of the week #10. <sigh> Someone has really has no idea what's gong on.
Thanks for the passenger train nostalgia on Pullman. Definitely one of the best makers of passenger cars this country has seen. I only wish I could have been able to travel aboard that train. It would have been a cool ride. Thanks for sharing.
DL- Very cool looking locomotive you guys are discussing. I was looking at some of the articles and I see that they rated the D800 engines at 1,135 bhp. What does the "B" in bhp stand for I think the D600 is a a nicer looking locomotive than the D800. Just the way it looks makes it seem nicer. And I certainly enjoyed looking at the little center cab class 14 0-6-0. Another question. How do they decide what class each locomotive goes into Thanks for the links. Very cool!
Pete- Well, I would certainly like to see the Grimsby Fish Train. Interesting name for a train indeed. Now you have me interested in this train. Do you have anymore info on it, and do you know why they called it the fish train
Thanks for the link to the nice looking trucks. I especially liked the first one. It was small and it looked perfect for carrying things. Thanks for the url. Thanks for the info on those pantographs. I didn't know that there was an area with unusually high wires. That to me seems really weird. When the men on the Milwaukee wanted to work under that pantograph or on it, they would stretch it out to it's full capacity so that they could get to it and remove it from the top. So thanks for the info on it. Also glad you liked the DL109 info. They were a very distinguishable locomotive, not just by there looks but also by there sounds. And I don't believe any where saved unless someone could correct me on that.
Mike- Thanks for the pictures of the Zoo interlocking. That's crazy. All that trackage in one little area. I can even see the switch tower in front of what looks like a substation for the railroad. Also great picture of the Milwaukee DL109s. They look like there throttled out and waiting for nobody. Ah yes, and the Milwaukee road EP3. These were a different looking Box Cab but instead of being built by GE, they were built by Westinghouse. So all of the electrical equipment was different. But there shape was similar. Most of the Westinghouse locomotives ended up in helper service or passenger service though at the end of there time. Same wit
Hi Tom and all.
I think I will have to have a winter ale this chilly Mid-Mo day please RUTH.
MIKE Many thanks for those great links, and the captions to #5007 and the EP3 electric locomotives. Enjoyed the pics of the DL109 locomotives.
Great links to the Great Central and Catesby Tunnel. I will forward the links to Alan. In the second link that is an interesting picture of No 60035 Windsor Lad in 1949 saying that it was involved in an accident at Penmanshiel Tunnel two weeks later. Although a bit before my time the GC class A3 locomotives tended to stay on the GC line and Penmanshiel is on the East Coast Main Line in Scotland south of Edinburgh and it was very unusual for a non-GC allocated A3 to be on the GC. Great photos of Rugby Central in the link too.
The link afterwards is I believe on the preserved Gloucester & Warwickshire Railway and shows Greet Tunnel
http://www.gwsr.com/html/the_route.html
ERIC In Mikes link to greet Tunnel these is a good picture showing a BR class 37 diesel with its headcode boxes covered over and replaced by two lamps.
It is amazing how with some of us a love of the steam locos will last a lifetime whereas some people it didn't, although it is strange how when you are on a main line steam special, the sight of a steam locomotive will make members of the general public stop to watch and usually brings out a big smile from them.
Mention of the Swedish freight cars on BR brings to mind a vague memory of seeing them, do you have any details on where they worked to in the UK.
That does seem wrong for the fuel capacity on the class 42 & 43 ‘Warships'.
Thanks for the photo of the W-1 electric a powerful looking locomotive indeed.
DOUG Great post on the BRB&L line. I wonder what a Mason bogie steam loco looked like. Wonderful description of a trip on the ferry and train and some great photos no doubt CM3 will add some more details on the line.
I had not heard the term "Hobbyists" before.
The joke reminded me of a cartoon postcard that was sold in British seaside towns before the PC days. It showed two Scotsmen outside a distillery gate with a puddle on the floor. One Scotsman was saying " Is it Scotch, Angus" and the other replied "Aye Jimmy, Scotch Terrier"
LARS Many thanks for the book covers; yes Main Line Lament is a special book to me. I have the first edition published in 1973 although I see it was reprinted in 1998. I know it has been reprinted several times now. Of course seeing your pic of the cover made it get the book out and have a quick glance through again. It is mainly great black and white photos but there is some text about the line and the people who worked on it.
The last photos are when the line had closed and the rail removed and is quite. The last photo is taken standing in the trackless South portal of Catesby tunnel at midnight and that was about the time that the 10PM night mail train from London Marylebone would pass through. After the GC closed standing on the trackbed at midnight was the crazy effect the line had on some of us.
The opening paragraph of the book is "The experiences and impressions of childhood are often imprinted in the memory in a way that they rarely are in adult life and much of our nostalgia can be traced back to those years when the senses were fresh and imagery strong".
I think in the UK since the Chunnel opening I don't think there is any freight cars on ferries any more I hope DL will pick up on this as he will be more up to date on it than I am.
TOM Many thanks for the kind words, if I am a little late today it is ‘Manager' Lars fault for making it a must for me to find Main Line Lament and have a look through it.
I bet there are railroads in North America like the GC,late on the scene and always being picked on by the big boys. There is a fantastic picture in the book of the "Birdcage" bridge at Rugby where the GC passed over the ex LMS line next to the bridge is a field and it is full of trainspotters, AH those were the days.
KC sounds good I will E-mail you soon. The bride is on Amtrak tonight going to St Louis( we are going to Pat's place first) and will pick me up tomorrow in the van to help with her friends move to KC.
Many thanks for the Pullman encores, even today the name Pullman brings to mind the very best of rail travel. Traveling by Pullman was indeed something special..
It is amazing some of the questions we get asked as in Idiot of the Week
Well I see Ruth as been given the rest of the afternoon off, so join me in a Pint Tom if you will, and I will have the Steak and Fries to build my strenght up for the Chandeling work later ready for the track g
G'day!
Last one 'til ENCORE! Saturday -n - Photo Posting Day! . . .
PASSENGER TRAIN NOSTALGIA #32
Initially Posted on Page 176 of the original Thread
Here's something to ponder with regard to our appreciation and fascination with Classic Trains. Check out this advertisement regarding the Pullman Company from 1950:
The carefree way to travel today!
Whether you travel for business or pleasure . . . alone or with others . . . you're taking more than a trip when you go by Pullman. You're enjoying a relaxing change of pace that releases you from the cares and routine of the day. For Pullman is as comfortable and accommodating as the finest hotel. No other form of travel offers so many important extras - the immaculate, king-size beds . . . the privacy . . . the freshly cooked meals . . . the refreshments and pleasant conversation in the friendly club car. Whenever . . . wherever you go . . . travel by Pullman. You'll be as safe as you are in your own home! Your local Ticket Agent will help:
1. Provide information on routes and fares. 2. Plan your stopovers. 3. Furnish your railroad Pullman tickets. 4. Reserve a "rent-a-car" at your destination.
Pullman
means comfort, safety, privacy and sleep
* * * * * * * * * * * * * * *
Pullman "Coconino" observation-lounge car on the Chief seen at La Junta, Colorado on February 27, 1938. Foto: Otto Perry (wikipedia.com)
Enjoy! Tom
Figured it would be a sloooooooow Friday, so Ruth - go ahead and take off the rest of the day.
PASSENGER TRAIN NOSTALGIA #31
Initially Posted on Page 173 of the original Thread
The carefree distance between two points
Travel by Pullman is more than just a trip! It is a carefree vacation . . . relaxing overnight travel that leaves you rested and refreshed when you arrive! No highway worries . . . no driving tensions. Just sit back and enjoy Pullman's many travel extras - the immaculate, king-size beds . . . the privacy . . .. the freshly-cooked meals . . . the refreshments and pleasant conversation in the friendly club car. Next trip, travel the carefree way . . . by Pullman! You'll be as safe as you are in your own home! Complete privacy! Every Pullman room accommodation has its own toilet facilities. Individually controlled heat and air-conditioning let you choose your own travel "climate" . . . and the many courteous extra services of Pullman are yours at the touch of a button. Your local Ticket Agent will help: 1. Provide information on routes and fares. 2. Plan your stopovers. 3. Furnish your railroad Pullman tickets. 4. Reserve a "rent-a-car" at your destination.
Pullman means comfort, safety, privacy and sleep
Ahoy Cap'n Tom ‘n fellow travelers at the bar!
Ruth you are a marvelous sight for these old eyes and surely brighten up this joint with your radiance! <blush> Just a mug of coffee with a "jolt" should do it for now. Yeah, a bit early for me, but I "owe" ya from yesterday and there are things lined up for the rest of the day . . .
The Easter weekend is upon us and one of our favorite times of year ‘round here. I believe Tom feels the same way. Spring in New York City is a great experience, and we have the benefit of "our island paradise" to enjoy as the emergence takes place of all those things signaling warmer days ahead.
We're looking forward to a dry weekend with temperatures in the mid-40s. Sure has been a strange several years, weather wise, huh??
I MUST make mention of a situation that could get us all into a jam and that is the business of using copyrighted material for posts. Really have to be careful. Hey, I'm not innocent, but I can't recall EVER deliberately using someone else's stuff without first checking to see if it had any restrictions on it. I've sent my share of email "permission requests" to various "owners" of pix. Most of ‘em never respond, but some have. Better to be careful than careless. If you see the copyright symbol, then BEWARE!!! ‘nuf said from me.
Some super fine material provided this week, but nothing can top the Pennsy, huh?? Well, perhaps next week it WILL as the New York Central System rules!
I see that the Bar Chandler has settled "in" to a routine for the mid to late afternoons (or whatever HE thinks that should be!!). Good to see ya Pete and it does help to have a few of our "slots" anchored so well. With Eric providing the late, late night stuff (or early, early morning) and Doug pretty much up with the chickens we've got the darkness covered quite well. It's the daylight that is of concern. So, many thanks to you guys who are providing the material to keep us interested AND moving forward.
I got through ALL of "silent Mike's Urls" for his latest and the one prior. Obviously takes a lot of effort to find ‘em - nice work.
When I logged in this morning I found that the "most current" Post was two days ago! Really. So I used the Refresh/Reload/Rewhatever feature and "zap" went right to where it shuddabeen all along. I think it's more of a ‘puter issue (random access memory) than anything else. We all have different settings to clean ‘n purge this ‘n that. Sometimes it's worth the time to check it out. Just a thought.
Most interesting material from DL, Eric ‘n Pete regarding the European scene. I always have to STOP when I read something about rail traffic between locations such as Sweden and Great Britain. Say what??? One heckuvabridge! Yeah, I get it - ferries.
In these times of containerized freight, I'd wager a guess that there aren't that many rail cars being ferried about. Elaboration puleeeze!
Hey Pete! I have something "special" for you ‘n DL too.
Maybe some others tomorrow!
A round on me, Ruth - Boris, ring the bell!!
Until the next time!
Lars
*Idiot of the Week #10
I was at the airport checking in at the gate when an airport
employee asked: "Has anyone put anything in your baggage without
your knowledge? To which I replied, "If it was without my knowledge,
how would I know?" He smiled knowingly and nodded, "That's why we
ask."
Happened in Birmingham , AL.
STAY ALERT!
They walk among us .. and they REPRODUCE ..!!!
* * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
A most significant day for many as we enter the Easter weekend.
Friday at the Tavern by the Tracks and time for a <light> or <traditional> breakfast, pastries from The Mentor Village Bakery and of course a mug of freshly ground ‘n brewed coffee.
Yesterday was illustrative of something I've "harped" on ever since this bar opened on April 12th, 2005- we NEED guys to step up to the plate, especially when things are slow. That's what happened and I thank DL ‘n Peter keeping things movin' forward, while our Manager (Lars) was away! Today is another opportunity, as CM3 Shane may not be "in" - so who will come forth
Next Tuesday's Theme for the Day is the NEW YORK CENTRAL with Manager Lars expected to "kick it off."
REMINDER: Make SURE the material used in your Posts are FREE from COPYRIGHT and other USE RESTRICTONS before Posting! Request permission to use Pix, if necessary - send an Email!
CM3 at 8:54 AM yesterday: We too were below freezing ‘round here, but no precip of any kind. Tomorrow ‘n Saturday "they" are warning us about the low-20s (F). Bad news for the "things" that have popped up . . .
Interesting supplemental "stuff" on the GE electrics - enhanced the GN "unofficial theme" quite well.
Only time I recall being a passenger in a "Connie" was in 1959 aboard a Pacific Northern Airlines (PNA) flight from Seattle to Anchorage. Fine aircraft, fer sure, fer sure. Had the opportunity to chat with my airline pilot neighbor ‘n friend (American Airlines) about TWA - his former employer. He spent decades flying those birds and has stories to tell that keep one captivated. Ever take note of the manner in which fliers "talk" - mainly with their hands!
One game a season does not make, but the Red Sox "investment" made the first rung on the "payoff" ladder. <grin> Cards can't lose tonight - they aren't playing! <groan>
Noted that WVA native Bob Huggins is "returning" to the Mountaineers - this time as head coach for the basketball program. Only had a year at Kansas, I think . . . .
DL at 11:09 AM yesterday: Nice links to round out the discussion points ‘tween you ‘n the Wolfman! Easily can get "lost" in those archives, fer sure, fer sure!
Thanx for the visit and good to see ya again!
Pete at 1:10 PM ‘n 4:51 PM yesterday: Couldn't have picked a better time to drop off your part II - much appreciated and worth the read!
Can tell by the manner in which you put those two together that you have quite of bit of your "heart" in those reflections. Memories are indeed made of "this," eh Nice work, Pete!
2nd visit exemplifies what we should strive to achieve in terms of quality in our Posts. Well done!
The more things change, the more they stay the same - ever heard that one??? Whether it's Europe or North America, the plight of the rails and respective rights-of-way have their similarities. Rip ‘em up, tear ‘em out and oh my golly gee, what are we gonna do NOW???
Ah, the "nationalistic" crap surfaces with the differences in gauges and car sizes. Yeah, who thinks about standardization, eh BUT I should talk - I'll NEVER accept the metric system! <grin>
Been given some serious thought to a trip to KCity BEFORE the Rendezvous. Are you "up" for it???? We'd have some "quality time" in KCity, enough to get over to Crowne Center, etc. Drop me an Email if interested . . .
Many THANX for the extra-effort!
Mike at 6:43 PM yesterday: Fine spate of URLs ‘n even a bit of narrative! On point and great supplemental "stuff" fer sure, fer sure!
Good morning Tom and friends. A light breakfast please on this cold and windy morning. Can't wait to get my air conditioning installed now! Glad ya'll liked the GN piece. Thanks to CM3 for supplementing the info and Tom for supported the theme with Wikepedia stuff. No need to save stuff like that over here, I have a plethora of material on just about anything. Trouble is knowing where to find it! I just hope ya'll find these random posts of some interest. Great to see DL and the second part of Peters GC article. We're fortunate to have someone who has seen the line operated do the storytelling for us. Appreciate the reference to supporting reading material as well. Didn't reallt expect anyone to research the toy pix from the Sanfilippo Estate, but glad to see it happen anyway. Thanks! More great URLs from Mike, as usual, and Eric provided more W-1 information too.
Here's the first part of a traction piece, which may or may not smoke out Rob for some comments:
Boston's Narrow Gauge Electrics by Charles A. Brown
To those who knew it best, it was just "The Narrow Gauge", although its full corporate name was the Boston Revere Brach & Lynn RR (BRB&L). Note that there was no expressed ambition to go beyond those bounds, no "and Western" or "and Pacific". Until the little line quit in January, 1940, it served well the intended communities of Boston's near North Shore, providing convenient connections with downtown Boston by ferry from the East Boston railhead. Built in 1875 as a narrow-gauge steam road, the line prospered for many years under conservative New England management. As a steam road, the BRB&L rostered a fleet of Mason-bogie locomotives from such distinguished New England locomotive builders as mason, Taunton, Manchester and Hickley, with an outlander Porter thrown in for good measure. As was the case of many railroads built in the latter part of the nineteenth century, the Narrow Gauge was part and parcel of a real estate promotion. This combination worked well, and the line was responsible for the settling of much seashore land in its territory: Orient Heights, Beachmont, Winthrop, Revere Beach, and Point of Pines.
Patronage backbone was commuter traffic into Boston. The road's ferry terminal at Rowes Wharf was convenient to the financial district and to the Rowes Wharf station of the Atlantic Avenue rapid transit elevated line. Surface cars, and later buses, of the Boston Elevated Railway coming from City Point (South Boston) terminate at the Narrow Gauge station. These connections with the greater Boston transit network brought bonus traffic to the Narrow Gauge in the form of throngs of pleasure seekers in summer, looking for relief from the heat and oppression of city life in the days before air conditioning. Revere Beach boasted as many as five roller coaster rides at one time, plus the other attractions of a major amusement park. For less adventurous souls, there was (and still is) sandy Crescent Beach.
Rowes Wharf station of the Narrow Gauge was handy to the covered stairs serving the elevated station of the same name. In this 1940 photo, the Atlantic Avenue elevated line is closed, a factor that worked to dry up much of the Narrow Gauge traffic.
An early proposal to electrify the Narrow Gauge was made in 1911 by the New Haven Railroad, to follow the pattern of the road's Nantucket Beach electrification completed in 1895. Nothing came of this proposal, however, and the Narrow Gauge continued to plod along with its ancient Mason-bogie steamers hauling 19th century Laconia open-platform coaches.
Lower quadrant semaphore signals protect much of the Narrow Gauge, with some three color signals at strategic points. Revere, 10/15/39
In 1927 the line changed hands, losing its conservative New England management and falling into the hands of New York investors headed by the engineering firm of Hemphill & Wells, who forthwith declared that the line would become an electrical railroad. By the end of 1928, the promised electrification was complete. Gone were all but one Mason-bogie locomotives. No. 14 was retained until 1940 to heat the road's shops at Orient Heights. The fleet of Laconia open-platform coaches was converted to electric propulsion, complete with trolley poles, multiple-unit equipment, and one motor truck supplied by Wason; the trailing truck was still the original MCB unit. The General Electric Co., of on-line Lynn, became the supplier of overhead catenary, power equipment, and the control and traction equipment on the ancient rolling stock.
All dressed up with somewhere to go, coach 64 is ready to tour the main line with the carload of hobbyists. 10/15/39
Unfortunately, changing times brought this efficient little railroad to a quick demise only eleven years after its electrification. During the late 19th century and well into the early 20th, the line had but little competition, from the nearly parallel line of standard-gauge Eastern RR (later the Boston & Maine). In 1904 a streetcar tunnel was built between Scollay Square Boston and Maverick Square East Boston, eliminating the ferry trip for those wishing to ride the trolleys of the Boston Elevated Railway under the harbor. This took a bite out of Narrow Gauge traffic, despite the second fare and change of cars necessary to reach Revere Beach from Boston. In 1936, the Boston Elevated acquired the Chelsea Division of the Eastern Mass. St. Railway. This move eliminated the second fare when riding the trolleys between Boston and Revere Beach, taking another bite out of Narrow Gauge traffic. In the meantime, the American love affair with the automobile had brought about the building of the Sumner Tunnel, enabling motorists to drive under Boston Harbor to Narrow Gauge communities. Another bite out of the hide of the Narrow Gauge. Economies of the 30's included the acquisition of four one-man cars for late night service. These cars were semi-convertible types of the 4300 series, from the Eastern Mass. St. Railway, and were rarely seen on the line in daylight. It took a special trip in October, 1939 to bring this class out for a spin on the Winthrop branch, much to the delight of railroad hobbyists.
A rare 4-car train on the Winthrop branch passes the storage yard at Orient Heights
By the end of the ‘30s. It was apparent that the railroad could no longer flourish in the modern world. The year 1937 had seen the line enter bankruptcy, from which it never recovered. The death blow came in 1938, when the Boston Elevated Railway discontinued its Atlantic Avenue elevated service, depriving the Narrow Gauge of its Rowes Wharf rapid transit connection. Despite community pressure, especially from Winthrop, the railroad gave up on January 27, 1940.
On one of the many trestles on the Winthrop branch, ca 200 pauses for photos. The drawbridge in the background is so delicately balanced that it is raised and lowered by one man and a hand crank
Ferry service between Rowes Wharf and the East Boston rail terminal was provided by double-end side-wheel ferry boats with such New England names as "Brewster", "Ashburnham", "Newton", "Dartmo
Leon, I'll have an early breakfast, coffee and a Cheese Danish!
Back to normal time! I saw that a good portion of the country is back to coooold weather. Brrrr! We had 93°F today!
Doug – I am looking forward to see your pictures on Saturday!!Ahh, W-1, one of my favorites!! Very interesting locomotives and powerful. What I find most interesting is that they had a motor-generator that drove the traction motors instead of a main transformer with necessary equipment. Considering the 12 traction motors generated only 5,000 hp the traction effort, 180,000 lbs, was very impressive. All thanks to the weight. Sweden had and still has two classes, Dm3 and IORE, with a starting tractive effort of 211,320 and 303,750 pounds respectively.
Class Dm3, 211,320 pounds of T.E.Tom – Yeah, I was in a hurry to go to bed last night, that’s why I stopped by before midnight.In 1992 my wife and I flew from the old country to Chicago. She flew TWA and I was just behind flying AA. I think it was American who bought TWA, right? My GG1 model is pure PRR, nothing else. I understand your reaction completely! I miss Southern Pacific down here in Phoenix, but my wife is happy. She grow up close to UP in Nebraska. Thanks for the GN article! The Empire Builder started running in 1929 and is still running, 78 years later! I actually traveled exactly the same rout woith the X2000 from Chicago to Portland. CM3 – Too bad PRR didn’t buy any W-1! Thanks for the GN info! DL – I checked the info on Class 42 and 43 and found some strange numbers. Did the fuel tank really hold only 270 gallons? That does not sound right to me. D600 held 800 gallons. Thanks for the links!Pete – “What do you see in steam-trains?” I guess first and foremost the steam locomotive that I (as a kid) was extremely fascinated of. A huge machine with a number of wheels bigger than myself and hissing steam everywhere. A lot of noise and steam when it started. It was in my eyes unimaginable that someone (the engineer) could control such a beast with moving parts everywhere and still look relaxed haning out through the window. No wonder I decided to become an engineer! Thank you for part 2! In a way life was better in the old times! But today is not bad!So I was right! It was a Bedford tractor (sorry, lorry)! Bedord trucks were kind of common in Sweden in the 50’s. That is why I recognized it!That is correct, passenger cars in Sweden and Norway are wider than in the rest of Europe. Direct cars from Stockholm to e.g. Berlin have always been German made cars of the same type as in Germany. The Swedish State Railways actually had quite a few freight cars that ran between Sweden and Great Britain in the 60’s and 70’s. They were not as wide as the regular freight cars. X2000 was too wide for a number of tracks at Penn Station and was not allowed to run on those tracks (track 14 was one of them). The platforms were too close to the track. Mike – Wow, some very good links! To my surprise I even found two pictures of Gondolen, a restaurant in Stockholm, to which you take an elevator. I have been there a number of times.Also two nice pictures of the Zoo Interlocking in Philadelphia! Thank you!
Hi Tom and everyone, a round for the house
"Orangutans are skeptical of changes in their cages." (Simon & Garfunkel)
Zoo Interlock
http://www.prrths.com/PRR_Images/zoo1961.jpg
http://memory.loc.gov/pnp/habshaer/pa/pa1400/pa1447/photos/140433pv.jpg
http://www.northeast.railfan.net/images/tr_prr1361.jpg
Milwaukee Road DL-109 #14 Deerfield, Ill., June 22, 1946
http://photoswest.org/photos/00005126/00005224.jpg
New Haven DL-109
http://naphotos.nerail.org/showpic/?photo=200406050712584021.jpg
Gondolen
http://www.maruschka.net/fotky/2005-12-stockholm/gondolen.jpg
http://www.smudo.org/blog/archives/images/lomo-b06-500.jpg
King Street Station Seattle
http://67.15.20.45/images/images2/g/GNempbldginternkingst950.jpg.20435.jpg
Catesby Tunnel
http://www.transportarchive.org.uk/table.php?searchitem=%25catesby%25&mtv=L1&pnum=1
http://www.warwickshirerailways.com/lner/catesbytunnel.htm
Tunnel unknown, seems to resemble Catesby
http://67.15.20.45/images/images2/3/37324.0355.JPG.36893.jpg
Hoosac Tunnel B&M Massachusetts
http://67.15.20.45/images/images2/b/BM_1748.jpg.66830.jpg
Hermosa Tunnel UP Wyoming
http://67.15.20.45/images/images2/0/026_26_2.jpg.20222.jpg
http://67.15.20.45/images/images2/0/003.jpg.70352.jpg
Tunnel #3 Altamont Pass, WP California
http://67.15.20.45/images/images2/w/WP_804D_at_Tunnel_3_March_70.jpg.60571.jpg
Tacoma Public Library photo captions:
On February 3, 1927, T.F. McGettigan, left, test engineer, and his helper E.R. "Red" Randolph, in doorway, pose with the great electric locomotive #5007 that they accompanied from Pittsburgh to Tacoma. The locomotive was constructed for the Great Northern Railroad by Baldwin Locomotive Works and Westinghouse Electric Co. working together. On completion, it was hitched to a through freight train, destination Everett, Wa. Although the engine was not working, it still needed care during the trip and McGettigan and Randolph were assigned that task. Freight trains make few stops and do not usually carry passengers, so the pair packed a ham and 13 dozen eggs and set up a small stove on the engine. They slept on planks suspended over the machinery and endured temperatures of 40 degrees below zero when crossing the Rockies. The behemoth locomotive was on display in Tacoma on February 2 and then proceeded on to Portland, then Everett, where it was placed into service.
http://search.tacomapubliclibrary.org/images2/1/t4/31285.jpg
Chicago, Milwaukee and St. Paul Railroad locomotive class EP3, advertised as the largest and most powerful electric powered locomotive. The banner on the side of the train promotes the partnership of C.M. & St. P. railroad and Westinghouse Electric in the "World's mightiest, high-speed passenger locomotive, in service on new roller bearing 'Olympians' on the World's longest electrified railroad." The women leaning out of the windows wearing corsages are beauties from the Broadway Theater review on loan to the railroad which was shooting photographs for a brochure. The car was a new Chrysler Imperial 80 sedan loaned by the American Automobile Association to transport the girls. The new Olympian was the most modern and luxurious transcontinental transportation around. It ran on roller bearings, eliminating lurching jerks on stopping and starting. The Milwaukee Road electrified transcontinental railroad ran from Tacoma & Seattle to Chicago, over 660 miles and across four mountain ranges.
http://search.tacomapubliclibrary.org/images2/31/t4/30721.jpg
Tacoma Union Station
http://www.tacomascene.com/railroading/1942_c_union_station_tacoma_pic.jpg
Mike
Another Batham's and some Fish 'N' Chips for please RUTH
DOUG Many thanks for those wonderful photos from the Sanfilippo Estate. I am sure you will get some answers on some of those really great models from the regulars.
In the 3rd pic it is a Bedford lorry hauling, as we call them, a low-loader, with a traction engine in the bed I am not too up on traction engines. I have a friend in England who if I told him the NH 550 registration number visible on the traction engine he could tell me the make and whereabouts of the could the traction engine, usually from memory. I have a feeling the traction engine was made by John Fowler, but I cold be well wrong. I was looking for a photo of a Bedford Lorry (Truck) similar to the model but I found this preserved example of an earlier Bedford when it was in use for British Railways.
http://rides.webshots.com/photo/1356710744044442179IzbYRo
Many thanks for the Great Northern W1 electric post. I am intrigued the two-wire three-phase system first used. I notice that more of the electric locomotives in the US had two cabs; where as most of the diesels are of the single cab design.
Interesting that had one time UP had the largest steam diesel and electric locomotives although the electric loco was no longer working as an electric.
Really looking forward to the next set of photos from your visit.
Thanks for the joke and the kind words on the GC.
JAMES Glad the snow as stopped up there.
It is interesting to see how high the pantographs of those electrics could reach. On part of the Great Central line that was electrified on the 1,500 volt D.C. system between Manchester and Sheffield, over the Pennine hills, there is an area around a town called Pennistone where for some reason the electric wires were very high and the height of the pantographs was very unusual.
Glad you enjoyed the Great Central, there is Part 2 today. In some ways I think it was a bit like the Milwaukee Road as it was the last main to reach London and had considerate opposition, like when the Milwaukee was trying last to reach the West Coast. Both lines had an electrified part of the lines.
Many thanks for the very interesting post and links on the DL9s. The third window in the cab front was a distinctive feature. Units # 14 A and B must have been good locomotives clocking 3 million miles in 12 years. I guess that there were no DL9s saved for a museum.
ERIC. I have found this link on the ‘Berne Gauge'. I did not know before I read this that the Swedish and Norwegian cars cannot run on other European lines. http://www.crowsnest.co.uk/gauge.htm
It seems strange that the link says that the name Berne Gauge was introduced in 1913 yet the GCR was open in 1899.perhaps it referred to the 1891 French gauge.
There are some good photos of old Bedford trucks in the link I put in the reply to Doug.
Liked the photo of you and the X2000 at Penn Station.
CM3 Glad you liked the GC post. Many thanks for the details on the GN electrics and with a PRR connection and you saw the DL 9s working.
What a wonderful story with your Grandmother. The Mauritania's hooter finished up on top of the power house roof of the factory I worked at in Rugby, along with a smaller hooter. They were used to signal start times in the morning and at lunch time, in the morning the hooter was sounded 15 minutes before the start time. The Mauritania hooter was usually sounded on special occasions as it used a fair bit of steam, when it was sounded it was said it could be heard, if the wind was right, in Coventry 12 miles away.
The hooters were sounded at the exact time and at one point it was one of my fathers duties to sound the hooter. Te power house has gone now and I do not know what happened the ships hooter.
DL Yes the PRR day was a great theme day, and for us not so familiar with North American railways a great amount of knowledge.
Many thanks for the links to the Warships. I had not realized D601 had lasted until 1980 before being cut up, it surely deserved saving if only as am example of a North British diesel design. The Western were, I think, the most handsome design of BR diesels. I read recently where they were credited in reviving interest in BR by railfans after steam finished.
Great info on the class14s and some great photos of the diesel hydraulics. Loved the pic of the name plates at the NRM.
I hope you like my posts on the GCR; there is a book I mention at the end worth a look at if you come across it
A pint of Harvey's does sound good especially in the bar at the Bluebell Railway.
Have an Enjoyable Easter break.
TOM Many thanks for the Great Northern and Empire Builder railroad from Yesteryear
A pint of Bathams please Ruth .
I will post the final part on the GCR while I have a read of the posts since yesterday.
A British Fallen Flag. The Great Central( London Extension) Part 2
At the BIG 4 grouping in 1923 the GC became part of the London & North Eastern Railway, the Midland and the L&NWR were part of the LMS.
With Nationalization of British Railways in 1948 not a lot changed,with the GC being part of what now was the Eastern Region of BR. One great innovation was the introduction of what became known as the Windcutters, which were fast freights, hauled by the 9F 2-10-0 freight locos. These locos were on fast schedules between Nottingham and Woodford.
It was in 1958 that the GC was transferred to the London Midland region and I'm afraid it was downhill from there. First the express passenger trains were withdrawn then many of the cross-country trains disappeared until all that was left was a semi-fast London Nottingham service and one cross-country train the York to Poole. The end of the London Extension came on September 6th 1966 with a small service between Rugby and Nottingham lasting a couple of more years.
In the early days the GC was served by some handsome and good engines designed by J.G. Robinson. In LNER days there was even Gresleys A1(later A3) pacifics on the line, Flying Scotsman was allocated to Leicester Central Shed for a time. In BR days the ex LNER V2 2-6-2s and B1 4-6-0s gave way to LMS types. Some Royal Scot class locos, which had been displaced by diesels elsewhere, were allocated to Leicester. These locos were very run down but Leicester shed got them back into good condition and they did fine work. From what I read, as soon as the LM authorities heard of this they had the good Scots transferred away and sent another batch of rough engines to Leicester, which broke the moral. Old rivalries die hard indeed.
One train in my youth that was well worth seeing on the GC, was the Grimbsy Fish train this was hauled by one of Immingham's Britannia Pacifics with names like Boadicea, Robin Hood or Hereward The Wake.
Probably the best place to see the trains in Rugby was at the Girder Bridge where the GC crossed over the LMS, but I shall never forget being on Rugby Central station's island platform as a Windcutter came through with a 9F hauling a rake of 16 ton unbraked mineral wagons at unbelievable speed. How do you describe this when someone asks, "What do you see in steam trains?"
PRESERVATION
Fortunately a part of the GC main line as been saved. It is the stretch from Loughborough and the site of Belgrave & Birstal station to a new terminus station named Leicester North. About 2/3rds of the line is now back to double track. There are 3 of the original stations two being of the type that served smaller towns and a larger version that served Loughborough, all are of the island type. The station at Rothley is lit by gas lamps and it is a great Edwardian atmosphere to be there on a cold winter night with the steam loco wreathed in steam. There is also a fairly large museum at the preserved Quainton Road station,a few miles north of Aylesbury.The site is in two halves with the old GC/MET line passing through the station still seeing some use as a freight only line
The locos of the GC were not as lucky with only 2 of the railway being saved. Although there are some of the GC locos that served in the war that found their way to Australia.
One loco was a Robinson Director 4-4-0 # 506 BUTLER HENDERSON it ran for at time at Loughborough and is now in the National Railway Museum at York.
The other is a 2-8-0 freight loco also part of the national collection. This loco was part of the Steam Railway magazine appeal to restore her and now she can be seen at work at Loughbourgh. Another appeal from the same mag, which caught the imagination, was some of the 16-ton mineral wagons were found at a motor manufacturer works after they were long gone on BR. The money raised bought a good rake of these and paid towards there upkeep. Having donated some money I was invited the first outing with these wagons and was there again when a 9F loco was returned to steam at Loughborough and hauled the wagons, apart from the loco being in immaculate condition it was like going back years.
In the 70s a wonderful photographic book titled Main Line Lament by Colin Walker was published which featured the London extension. The cover photo was of a bare trackbed looking towards Catesby Tunnel taken on a moonlit midnight.
I will be back later.
Pete.
Hello all
Pint of bitter please (Harvey's if possible)
Just a note to say how much good stuff there was on the PRR day - a lot to learn, a l;to to enjoy.
Thought people migth want some picture links to the locomotives pete and I were discussing - classic diesels UK style:
http://www.greatwestern.org.uk/d800m_in.htm
http://www.greatwestern.org.uk/d600m_in.htm
Interesting, because this mentions that one of them escaped cutting until 1980 and was nearly preserved, a shame that did not happen.
Class 14
http://www.nvr.org.uk/istg/d9520.php
And some more diesel hydraulic pictures here
http://myweb.tiscali.co.uk/diesels/photoofthemonth/frame.htm
Anyway - enjoy the Easter break folks
Regards
DL
Now arriving on track #1 ..... Railroads from Yesteryear! Number Twelve
Initially Posted on Page 287 of the original Thread
Used with permission from: Wikipedia, the free encyclopedia. Formatting differences made necessary due to Forums requirements. Some heralds from other sources. Great Northern Railway (GN) Locale: Chicago, Illinois, to Seattle, Washington Reporting marks: GN Dates of operation: - 1970 Track gauge: 4 ft 8½ in (1435 mm) (standard gauge) Headquarters: St. Paul, Minnesota
A Great Northern EMD F7 Locomotive. (copied per terms of GNU Free Documentation License) The Great Northern Railway (AAR reporting mark GN), running from St. Paul, Minnesota to Seattle, Washington - more than 1,700 miles (2,736 km) - was the privately-financed creation of the 19th century railroad tycoon James J. Hill. It crossed the Mississippi River on the Stone Arch Bridge in Minneapolis, near the Saint Anthony Falls, the only waterfall on the Mississippi. The bridge ceased to be used as a railroad bridge in 1978 and is now used as a pedestrian river crossing with excellent views of the falls and of the lock system used to grant barges access up the river past the falls. The GN developed from the St. Paul and Pacific Railroad. In 1970 the GN became part of the Burlington Northern Railroad in a merger; today, Amtrak's Empire Builder uses the line.
A Great Northern train pauses for the photographer four miles west of Minot, North Dakota in 1914. (copied from public domain) Empire Builder
This train inspired the popular Empire Builder board game and computer version.
Second No. 2, the Empire Builder glides through Summit, Montana on August 5, 1938. (copied per fair use clause of copyright laws)
"Drumhead" logos such as these often adorned the ends of observation cars on the Empire Builder. (copied per fair use clause of copyright laws) The Empire Builder is a passenger train route operated by Amtrak in the Midwestern and Northwestern United States. Before Amtrak, the Empire Builder was operated by the Great Northern Railway. The route runs from Chicago, Illinois toward the Pacific Ocean. The line splits in Spokane, Washington, terminating at Seattle, Washington's King Street Station (2,206 miles, or 3,550 km from Chicago) in the north and Portland, Oregon's Union Station (2,257 miles, or 3,632 km from Chicago) in the south. The train passes through the states of Illinois, Wisconsin, Minnesota, North Dakota, Montana, Idaho, Washington, and Oregon. Layovers are made in St. Paul, Minot, and Spokane. Other major stops on the route are Milwaukee, Fargo, Whitefish, Montana, and Vancouver, Washington. One train passes in each direction on a daily basis. The schedule is timed so that the train will pass through the Rocky Mountains at a time of day that has prime viewing conditions. When trains run on schedule, it takes 45 to 46 hours to travel the entire route. The Chicago-Seattle route is 2,206 miles (3,550 km), and the Chicago-Portland route is 2,257 miles (3,632 km). History
Great Northern's Empire Builder passes through Winona Junction, Wisconsin in June, 1958. The cars bear the eye-popping Omaha Orange, Pullman Green, and gold stripe livery (known as the "Empire Builder scheme") that was the standard for GN passenger trains for 20 years. (courtesy: www.trainweb.com) The original Empire Builder was inaugurated by the Great Northern on June 11, 1929. The service was altered to carry additional passengers during World War II. After the war, new diesel trains were placed into service. This postwar service began on February 23, 1947. The route was publicized for allowing riders to view the passing Rocky Mountain landscapes through domed windows on top of the passenger cars. Ultimately, the name comes from the nickname given to railroad tycoon James J. Hill, who built track passing through Minneapolis-St. Paul in the late 19th century and founded the Great Northern Railway. Since inauguration, the service has run from Chicago to Spokane, then split from Spokane, continuing to Seattle and Portland. Historical equipment used The train's 1947 consist was as follows:
Great Northern's Empire Builder stops in Havre, Montana in 1967, shortly after the road modernized its color scheme and logo, introducing the "Big Sky Blue" era (passenger equipment begins to receive the blue, gray and white paint scheme, replacing the traditional EB livery). (courtesy: www.trainweb.com)
Good Morning Barkeep and all Present; coffee, please, hot bricks, round for the house and $ for the jukebox. We have had a close to 50 degree drop in temperature since Tuesday and, guess what - it's snowing here this morning with a temp of about 25 degrees and a good NE wind.
Pete - The K4 was removed from Horseshoe awhile back and replaced with a geep. Many thanks for the post on the Great Central.
Barndad - Grant Locomotive Works? Excellent! Also liked the steam fan.
The GN electrification piece was interesting; The construction shot gives an idea of how large those beasts were. The comment regarding smoke abatement in tunnels was similar to what the B&M did with their electrification through Hoosac.
Herewith some more on GN electrics.
GN 5018 was a class W-1 locomotive on the GN's roster. She was built in 1947 and retired in 1956. Four years later 5018 was sold to the UP and r/b as the center unit (UP 80B) of the coal turbine unit UP 80. It was r/n UP 8080B in 1964, retired four years later, and scrapped the same year.
Now for some GN/Pennsy-related material. Great Northern 5012-5017 were class Y-1 electrics built by Alco-GE. 5012-5012 were built in 1928 and 5014-5017 in 1930. They were all sold to the P Company in August 1956 and r/n PRR 2-7. Pennsy got a few more years out of them before they were scrapped. PRR 4 was the first to go (1960), followed by PRR 2 in 1962; the remainder were cut up in 1966. These locomotives were a bit peculiar as they ran with both pans "up."
James - Thanks for the information on the DL109s; I remember them on the New Haven when I was a pup. Some of them were pretty ratty looking by then, but they did have the distinctive Alco sound and the nose design made them look taller than they were.
Eric stopped by with comments
OSP - Do we have to talk about the Cards? Today we get to see if the Red Sox' massive investment will be helpful. ESPN is showing Sox vs. Texas on Sunday. I'll be in front of the TV for that. I can relate to what you said about disappearing logos.
TWA was a player in Boston and New York, of course. We had a family friend who flew for them, Constellations, yet, between New York and Rome; a long haul. I remember when my maternal grandmother made a visit back to the old country in the early 50's; she had planned to visit before then, but The Great War, raising a family, and another war intervened. Anyway, she took the Mauretania from New York to Southampton' and flew back (TWA on a Connie) as follows: London, Shannon, Gander (I believe), and Boston. Her remark, upon landing, was "Never go boating with anyone but the British, and never aviate with anyone but the Americans." She truly was a piece of work.
Have a good one - I'll try and stop by tomorrow, but the day looks to be pretty full already.
Work safe
Well whadyano, it's Thursday once again at the Bar by the Ballast and time for a hot mug of coffee, pastries from The Mentor Village Bakery and perhaps a <light> or <traditional> breakfast.
Mets won! Mets swept the Cards! Mets are awesome (doooooods)! <grin>
Many THANX to all who contributed so well to the Tuesday Theme for the Day - Pennsylvania RR and the "spill over" into Wednesday.
Next week it's the NEW YORK CENTRAL with Manager Lars expected to "kick it off."
Lars at 8:57 AM yesterday: As things turned out, you "saved the morning" with that wonderful combined Encore! from last May. Some fine Pennsy "stuff," featuring those great looking GG1s and so on. Many thanx!
Yeah, those nasty boys from New Yawk did it to my Red Birds twice again. <groan> That's a sweep! Its gonna be a looooooooooong grind ‘til the end. Gotta hand it to the Mets, as they've really looked sharp and up to the task. Too bad with this inter-league stuff going on that we won't be playing the New York guys any more than the 4 in your place this June. So we face perhaps the best team in the NL only 7 times out of 162. Hmmmmmm.
Come to think of it, the last time I was at Shea Stadium was in 1988 for a game against the Cards . . . time flies. <grin>
We'll surely miss your presence tomorrow, but such is life. Thanx again for the GG1 ‘n Broadway Ltd ‘stuff'!!
CM3 at 9:22 AM yesterday: Love the "Here by dragons" reference - brings back some memories at the "chart table." <grin>
Yes, we had quite a bit of Pennsy material not only on Tuesday, but yesterday too. Really takes a couple of days to do justice to "The standard railroad of the world," eh
‘tween you ‘n Wolfman, the "eagle eye" really shows! I enjoy finding those added details you always seem to find in the Pix that are Posted. Adds to the flavor of it all, fer sure, fer sure!
Back in the 1940s, we used to travel to Baltimore ‘n WashDC quite often by train. Most times it was aboard the PRR, but the B&O was also used as well. Caught the train in Elizabeth ‘n Newark, NJ a few times, but mainly embarked from Penn Station in "the city." I always enjoyed the tunnel over to "Joisey" and coming up "high" on the landscape into a curve that if sitting on the left side of the train, one could see the Manhattan skyscrapers quite well. So much more locked in memory - but much has already been shared over on the original Thread. Nice to think about those times . . . .
Thanx as always for the round, quarters ‘n visit!
Pete at 4:34 PM yesterday: Good to see the Bar Chandler make a late afternoon appearance, as we surely can use the "help" at this time of day. A quality offering from the Wolfman as always, capped off with a terrific "original" in the form of a Brit Fallen Flag - part I. Great job, looking forward to part II!
I know how much those RR memories of yours in Rugby mean to you. CHANGE really isn't always for the better, eh I think "they" call it PROGRESS when rails, ties and roadbed disappear into the pages of history. But oh, there's a PRICE to pay later on down the line, eh Youbetcha.
Ya know with this crazy Amtrak sked, I could come to see you and spend pretty much the day, returning on the late afternoon train. Hmmmmmmm.
Thanx for the Post ‘n visit!
Doug at 5:03 PM yesterday: Kinda surprise visit from the barn weevil, but appreciated!
I'd say your Post "qualifies" for Toy ‘n Model Trains Day! - an OPTIONAL Wednesday "thing" here at the Saloon by the Siding!
We're experiencing some strange weather events here in east central MO as the temps are going to be below freezing for the next few mornings. To think that just the day before yesterday we were at 83 (F) is a bit difficult to comprehend. Fortunately, other than some torrential downpours, we were spared any of the severe stuff usually accompanying the arrival of those kinds of fronts.
A/C ‘n furnace replacement is high on the "list" of things to take care of ‘round here too. Figger it best to get at it BEFORE they become problems. One good thing though, is this should be the very LAST time I'll have to spring for the replacement funding. I'll be "gone" for the next one . . . <grin>
Appreciate the Post, round ‘n visit!
James at 7:54 PM ‘n 8:04 PM yesterday: All that hard work clearing snow must've put you in the "mood" for some "keyboarding." A fine, fine inclusive ‘n informative Post - something we all appreciate ‘round this joint.
Great observation regarding the GG1 pantograph, by the by . . .
One of the reasons this bar is on the "Classic Trains" Forum as opposed to "Trains" is that there's soooooooo much more to talk about. Just think about the "stuff"
Good morning Tom and gang. I'll have a light breakfast please. James has been extra busy since my last visit. First with some very inclusive acknowledgements, and then information on the ALCO DL-109. Speaking of which, I was remiss in acknowledging Peter's part I of the Great Central yesterday. Sorry about that. To answer Eric's question, yes, that fan is steam operated, though I can't imagine the fan blades turning very fast. I lost track of the number of steam engines in and around the Estate, but you'll be seeing some pictures of them this Saturday, amazingly in better than new condition!
Here's a little something to read with you morning coffees from Elctroliner
Great Northern Railway W-1 by Joseph Cunningham
American railway electrification has produced some notable locomotives. The largest of all were constructed for the Great Northern in 1947. The GN's installation was neither long in mileage nor did it serve major population centers. Its purpose was simple: moving heavy freight and through passenger trains across the Cascade mountain range by way of the Cascade Tunnel. Electric power was first installed in 1909 to eliminate tunnel smoke problems and increase total capacity on the route. This initial electrification, which employed a two wire, three phase power supply (running rails formed a third circuit), was replaced in 1927 by the standard single-phase system. A major route improvement that offered better grades, faster running and a new 7 ¾ mile long tunnel coincided with the conversion of the simpler 11,000 volt 25 Hz electrification. At the same time two new fleets of motive power, one Westinghouse, the other General Electric, were acquired to handle trains through the new tunnel - the nation's longest - which opened in 1929.
After World War II longer and heavier freight trains became common, and additional traffic resulted from rapid development of Pacific coastal areas. To expedite handling of the increased business, two new locomotives were ordered from General Electric. Classified W-1, they had streamlined, welded steel bodies with operating cabs at each end in the manner of most electrics of that era. Wheel arrangement followed the previous practice of locating large multi-axle trucks (in this case paired four-axle units) under the main body, with two-axle guiding trucks at either end. In fact, the W-1s would be the last to use this design. They were, however, the first to apply traction motors to all axles, a practice followed on all later electrics. With twelve motors - two on each end guiding truck, four on each main truck - generating 5000 hp and the locomotive's 360 tons resting entirely on powered axles, a W-1 could exert an enormous starting tractive effort of 180,000 pounds. This was thirty percent greater than the biggest steam power, Union Pacific's 4-8-8-4 "Big Boys" could produce. By comparison, the Milwaukee Road's EF-4 "Little Joe" electrics put out 5110 continuous p but could only exert 110,000 pounds of tractive effort. Although total weight of the EF-4 was about 67 tons less, and maximum speed 20 miles per hour faster, a major cause of the difference was the use of unpowered axles in the guiding trucks of the EF-4 units.
Electrically the W-1s were a later version of the 1927-1929 units. Line voltage was stepped down and fed to motor-generator sets which drove the twelve GE-746 DC traction motors. Control and motor cooling equipment was included with the primary equipment in the main body portion, while baking some auxiliary electric equipment was placed in the nose of the cab, a standard practice on electrics and many diesels of that era. Operating on fast freight and passenger schedules in rugged country, the giants performed well, reaching service speeds up to 65 mph. Regenerative braking could develop up to 6000 hp and simplified the handling of heavy trains on grades.
Operating crews appreciated the comforts of the new units but did remark on the noticeable height of the cab, a point particularly notable as one approached the Cascade Tunnel's portal at speed. Multiple-unit wiring permitted both locomotives to work together if needed.
No. 5019 hauling a freight out of Skykomish Washington April 5, 1953. Collection of J.R. Quinn
Electric service continued for nine years during which time extensions were considered and two General Electric demonstrator locomotives were tried. But terminal and tunnel electrifications were being dismantled on roads all over the United States, with through diesel operation being substituted. Great Northern's 74-mile mountain electrification was an obvious target for such economy moves. With high-pressure blowers at one portal and automatic doors at the other, a successful tunnel exhaust system was available. Electric operation ended in July 1956. Older electrics were sold or scrapped. The two W-1 units were put up for sale but with no buyers were forthcoming. One, No. 5019, was scrapped. The other, 5018, was purchased by Union Pacific but not for use as an electric. At that time, UP was operating a considerable fleet of oil-fired gas-turbine locomotives. Seeking to explore the possibilities and problems involved in coal turbine locomotives, No. 508 was stripped and refitted as No. 81, a coal turbine, in 1962. After a six-year test in which turbine damage from fly ash led to termination of the experiment, No. 81 was scrapped in 1968. Assembly was then just beginning on the custom built DD40AX "Centennial" diesels for the Union Pacific. Thus it happened that the largest electric (built for the Great Northern) ended up on the Union Pacific which had operated the largest steam - The Big Boy - and would soon operate the largest diesel - The Centennials.
A man is at work one day when he notices that his male co- worker is wearing an earring. This man knows his co-worker to be a normally conservative fellow, and is curious about his sudden change in "fashion sense." "Yo, Bob, I didn't know you were into earrings." "Oh, yeah, sure," says Bob sheepishly. "Really? How long have you been wearing one?" "Ever since my wife found it in our bed!"
Good evening Captain Tom and Gentlemen!!
Hello Leon, tonight I'll have my Sugar Cured Ham Sandwich! On rye of course! Coffee!
A lot of interesting reading about PRR today! I am impressed! Learned a lot of new facts. 44 days to the Rendezvous! Time flies!
Tom – Don’t worry, the GG1 Amtrak gave me is PRR green and does not have any Amtrak logo on it! Thanks for a very informative article on PRR! Very interesting!! It is too bad they are no longer around! Amazing to read that PRR abandoned most of the newly built New Portage Railroad in 1857. Brand new railroad! Part of it was reopened in 1904. A low-grade line, in what way was it “low”? Axle load due to not so heavy rails, or what? I am happy to say I have been to all PRR major passenger stations by train! Lars – Thank you for the history of GG1!! 139 units! 50 years of service! Not bad at all! I am afraid that you are correct about the chances to see a GG1 operational again. It could be done but it would have a lot of new equipment inside. Very nice pictures of those electric locomotives!I didn’t know that Amtrak is no longer running Broadway Limited! I must have been asleep! CM3 – You are right, Ivy City is a very interesting place! Pete – Thanks for the Great Central story (part 1). Berne Gauge, I have never heard that name before. Whwt exactly did it mean? Doug – Nice pictures of some interesting items! First the tractor-trailer, it looks like the tractor is a model of a British Bedford. Correct? The steam operated fan, is it really steam operated? Where is the water tank? Looking at the angles of the fan blades I think it is the heated air from the kerosene (?) burner that is powering that fan. Very interesting device indeed! I have never seen anything like it before. James – I am sure Duluth has many ups! But in my eyes snow is very much down! I have never been to Duluth but would like to go there one day! Maybe when I have retired. I have the Zoo Interlocking on video but not on any pictures! When I get some more time I am going to transfer all my videos to DVDs and then I should be able to get some pictures out of them. But I don’t know when that will happen. Thanks for the info on the DL-109! So they had two 6-cylinder engines! Interesting! The first time I have seen a Santa Fe DL-109! Glad you got your Milwaukee moment! Below is a PRR moment!
Sweeping the PRR rails! Penn Station 1993.
Leon- Thanks but I am still working on my first cup of coffee.
Pete- Alright, I have the DL109 info for you and for anyone who wants to learn about these unique locomotives!
The ALCO DL-109 is one of six models of A1A-A1A diesel locomotives built to haul passenger trains by the American Locomotive Company (ALCO) between December, 1939 and April, 1945 ("DL" stands for Diesel Locomotive). They were of a cab unit design, and both cab-equipped lead A units DL-103b, DL-105, DL-107, DL-109 and cabless booster B units DL-108, DL-110 models were built. The units were styled by the industrial designer Otto Kuhler, who incorporated the trademark 3-piece windshield design. A total of 74 cab units and 4 cabless booster units were built.
The different models were sequentially offered and all developed 2,000 hp (1,500 kW). The differences between the cab units DL-105, DL-107, DL-109 and between the booster units DL-108 and DL-110 were minor. The first unit built to ALCO Specification DL-103b, the Chicago, Rock Island and Pacific Railroad #624, was 4 ft 5 in (1.3 m) longer than the other cab units. The DL-103b had the two radiator sections positioned together at the end of the carbody, while all other units had a split radiator arrangement with one placed at the back of the unit and one situated in the middle. The DL-103b was built with twin straight-6-cylinder ALCO 538T diesel engines as prime movers; all other DLs in this series were built with the newer twin straight-6-cylinder ALCO 539T diesel engines. The DL-103b also had all-electric driven accessories, while the later models had belt-driven accessories.
http://en.wikipedia.org/wiki/Image:OP-15291.jpg
http://en.wikipedia.org/wiki/Image:Santa_Fe_DL109.jpg
History
The New York, New Haven and Hartford Railroad received special permission from the War Production Board to purchase #0710-#0759 as dual-use (passenger/freight) locomotives; they were built between 1942-1945. The first 10, #0700-#0709, were delivered right after the attack on Pearl Harbor in December of 1941 from ALCO's Schenectady factory. The New Haven owned the most DL-109s, rostering 60 units in 1945.
There were three classes among the New Haven units noting some differences between the manufacture of each batch. The DER-1a (Diesel-Electric Road) units #0700-#0709 had the original design with a mass of vents on the roof, while the DER-1b (#0710-#0749) and DER-1c (#0750-#0759) had the simplified winterization hatches instead. The New Haven DL-109s could be found hauling passenger trains during the day and freight trains at night. The class was rebuilt once, replacing the plywood sides, removing the decorative side windows in favor of a steel screen, and several other changes.
Two DL-109s received a special rebuild to make them able to "MU" (multiple unit) with more than one other unit; originally they only had the MU cables on the rear meaning that only a back-to-back pair could be made. The two special units had cables put on the front so they could be used to make a 3-unit set for longer trains. One of the units had the nose rebuilt with an access door, raising the headlight and changing the contour of the nose.
The DL-109s eventually ran their last miles in the late 1950s in local commuter service around Boston. One special unit was retained through the 1960s in Boston as a power plant; PP-716 was converted to produce power for a test third rail in Boston. Eventually PP-716 became the last DL-109 on the face of the Earth and fell to the scrappers torch under the Penn Central.
The other railroad's DL-109s were primarily scrapped during the 1950s. One notable pair on the Milwaukee Road lived charmed lives. Units #14A, B were delivered in October 1941, and paired up to run the Chicago-Minneapolis Afternoon Hiawatha and overnight Fast Mail back to Chicago. The units, along with EMD E6 #15A, B performed wonderfully during World War II with consists of Hiawathas expanding up to 20 cars and standing room only. The paint scheme was designed by Otto Kuhler, who had designed most of the 1938 Hiawatha and
Leon- A coffee and turkey sandwich for me, and a round for the house. Thanks
The snow is over and we now have blue skies. I think it should stop now and go on to spring like it's suppose to do. Time will tell.
On to acknowledgements.
Pete- Ya at first I thought it was a steam engine too. But I was looking up C30-7s and knew that it couldn't be a steamer. That's what happens when you a get a bit o' oil in the cylinder chamber. My guess is that some of the oil rings around the cylinder head are leaking a bit o' oil in to the chamber and in return you get a lot of smoke. Then again it is an old GE!
Nice picture of the Pennsy GG1. That is a beautifully restored locomotive. But I did notice that the pantograph is stretched out to the max. I suppose to show how high it's able to stretch but it usually would only go about 6 to 8 feet before hitting the wire. Just a little pointer outer.
Moving rocks? Ya I would have to agree with that. Are you building a wall? Glad you liked the pics. I thought the night of the Pennsy station was the best. I always love seeing old signals. They make a good back ground for most pictures. Also a good article on the fallen flag, The Great Central. It was interesting to learn that sir Edward had already thought about building a tunnel under the English channel. Probably never thought of calling it the Chunnel if it were ever built. Cool stuff.
Eric- Well, Duluth does have its up and downs and this would be one of the downs. Interesting that you found a couple of SD60Ms with the numbers. They are newer than the C30-7 so I'm sure the new numbering system came into affect. I know there are a couple of the C30-7 still around but they have been numbered something like 2400 or 3000 series now. Ah the X2000. It's hard to tell from a cab shot. I would certainly like to ride the Acela someday and actually see what 150 mph is like. Of course 357.2 mph on the TGV is also a fast speed too........ Nice picture of the X2000 and the GG1.
Doug- Really liked the article on the Pennsy steam and semaphores. The Semaphores are really cool. Really liked the fact that Fred had pointed out the air compressor pipe. That was a while ago before they went over the switch machine mechanism. Very cool Thanks for sharing. Also thanks for the second article of Pennsy steam and semaphores. All of those different types of steamers. Very cool. When you mentioned the American 4-4-0 I instantly thought of the William Crooks and all the pictures of it parked at the Depot here in Duluth back in the late 1800s and early 1900s. Thanks for the most interesting articles.
Ah yes the electric E60. Very similar to the Milwaukee road's Westinghouse electrics. Even though they weren't as short as that. To bad to read that all of the electric switchers are gone. They were certainly a wonderful piece of railroad history. Thanks for the pictures and articles.
I'm sorry I had to make you wonder if you had information on the centipedes. But if you do it would certainly be read by me. I have always been interested in the history behind these exceptionally large locomotives. Interesting looking model pics you have there. Wish you knew something about them. I saw that steam powered fan and that caught my eye. I have never seen anything like it. I have seen belt driven, electric and even air power, but not steam. Very cool thanks for sharing.
Tom- I will definitely keep the Copyright in mind. But no need to worry. I did send in permission for it. But I have learned that you can use the urls to the pictures to show any pictures off. So that's helpful. But I will be careful.
Thanks for the fallen flags info on the Pennsy along with some nice posters. The named passenger train info was really nice. I never knew how many passenger trains one railroad could have. Also some interesting names they had for some of those trains, like the Susquehannock. Interesting name.
Great paintings of the Pennsy electrics and diesels. I was really impressed with the E-44 painting. That was a really neat painting. Now I just need to go ahead and paint it and I will be set for life. Also nice article on the trains of yesteryear: The Pennsy. I have a head full of train knowledge, so I crammed all that info in there to. Great explanations on it's steam locomotives and the history behind the railroad. Overall I learned a lot from the merger of the Penn central to the history. Great addition to the theme of the day. Thanks for sharing.
CM3- Ya, I've heard a lot about the slug units. They were an interesting contrast of the GP30. I think they need a cab before I could call them a GP30. I've run the Soo GP30 and they are a wonderful piece of machinery. I hope to get back and run it again this summer. Very good article on the passenger trains at the Pennsy station. It was fascinating to read about all the sights that he would pass as the train went through the country side. When I got down to the Zoo interlocking and started to wonder about it. Do you have any pictures of the Zoo interlocking? I would really enjoy seeing that interlocking terminal. Thanks for the article, it was fascinating.
Thanks for the info on the centipede. I really couldn't imagine working on one of those things. Infact I don't think I could. That would be a nightmare.
Lars- Thanks for the book covers. Some pretty n
Good afternoon Tom and friends! Time for a bottomless draught and a round for the house! I have yet another heating/air conditioning guy coming to see me in a few minutes to quote installation of an air conditioning system. Hardly seems practical if we never see warm weather. We'll be running to the stable tonight to re-blanket the horse.
Quite the outpouring of quality stuff since my last visit. The GG1 definitely wins the "most posted" picture form our PRR theme day. The one we have at IRM ran the New York Central before its sentencing to Amtrak. Glad you liked the plagarized recycled PRR stuff Peter. I see Mike graced us with a plethopra of URLs. I viewed many, and they're worth the look ... made all the more interesting by the commentary from our own experts, Eric, Cm3 and Peter. Very impressive gentlemen! Lars wins the GG1 pix posting prize, with a healthy portion of information too. Captain Tom reposted a fine Wikepedia article, and James shook the snow off his boots long enough to drop in, post some pix and make me wonder if I had any information on Centipedes. As for myself, I've got a little something going to entice Rob to make comment, but of course everyone here is welcome to do the same. In the meantime, here's a little sneak-peak at some pix from the Sanfilippo Estate. Wish I knew something about these models, but there were no signs or people available to explain them.
You gotta love this. A steam operated fan!
More pix coming this Saturday. Here's the builders plate on the locomotive
This Kentucky horse breeder had a filly that won every race in which she was entered. But as she got older she became very temperamental. He soon found that when he raced her in the evening, she would win handily, but when she raced during the day she would come in dead last. He consulted the top veterinarians and horse psychologists to no avail. He finally had to give up because it had become a real night mare.
Another busy day at the house. Got a phone call this morning that the guys who are going to do the basement sealing can come today so a busy morning moving the rocks in front of what was a small flower patch in front of the house but is now rapidly becoming a deep trench. So RUTH a nice Batham's to ease my aching back..
Really great reading on the PRR since I last posted.
DOUG Really great post on the K class and locomotive No 10 .Then some great photos from the 1989 magazine of some of the,to me, leeser known Pennsy electric locomotives. It would be interesting to know the story about those L6A locos, with only No 5940 of the class to be in service while some others were uncompleted at Altoona.
MIKE Many thanks for the usual excellent links.I noticed what I think is a rarity in the U.S.a traffic roundabout in the pic of Newark. great postcard of Jersey City..
JAMES Thanks for the link to the 3 great photos.I hope the snow clearing when OK, I think I would prefer the snow to moving rocks.
ERIC That is a great video link to the French Record breaking run, even going over points at that speed. The views from the overbridges really give a idea how fast the train is moving. Many thanks for sharing the link..
Like you I am wary of the copyright laws so I only use my own photos or the ones Alan sends and lets me use.
LARS You certainly know how to get on the Bosses good side with those great posts on the GG1s and the Broadway Limited. Mr Loewy was a talented designer as he designed the equipment for the Limited as well as the GG1s. Great photos as well. Looking at the pics, to see the GG1s at there best the locos had to be clean, to show off that, to me, wonderful very dark green color. It is a bit of a coincedence that the principle steam loco class of the ex LMS, the Duchesses, in BR days had some locos in Brunswick Green and others in Maroon.although the green was a lighter shade than that used on the GG1s.
CM3 Glad you are OK after last nights storm.I wonder if it waspart of the front that went through here and Tom,s area.
Many thanks for the decriptions on the links and photos. I too liked the pic of the brakeblocks smoking on the horseshoe curve. I wonder if the steam loco that is on display in one of the pics of the curve is still there.
TOM Really enjoyed reading that great and detailed post on the PRR the railroad certainly was 'Gold Standard'.There must have been a lot of sad fans of the road when it merged with the NYC to form Penn Central.
It will be good to see the GG1 at St Louis at the rendezvous.
You will have to come over to see the 'wireless optical mouse' on the puter. You are right, I do not have a lot of luck with batteries or films for that matter.
I though I would post a piece I found in word on the last main line to be built in England as the Channel Tunnel high speed link is do to open later this year
As a boy there were two stations serving my hometown of Rugby. They were both island stations although the LMS station Rugby Midland was much larger with two very long platforms with bays at both ends, with the through lines and the goods lines passing on both sides. The Rugby Central was much smaller with the main line passing the platform faces and a goods loop on the up (towards London) and just a siding on the down. The line passed through Rugby in a 1 ¾ mile cutting that was 48 feet at its deepest.
The present Midland station is the 3rd one opening in 1885; the line first arrived in Rugby in 1838. This is planned to be completely remodeled soon as part of the West Coast Modernization.
The Great Central was born from the Manchester, Sheffield & Lincolnshire Railway serving the area in its title. It had a branch that served the Nottinghamshire coalfield in the Colwick area near to Nottingham. It was from this that the chairman of the MS&LR Sir Edward Watkin planned his new railway south. Watkin was also chairman of the Metropolitan Railway, serving the northern suburbs of London. and of the South Eastern Railway, serving as the name suggested, the south east of England. It was Sir Edwards dream to connect these lines and run them to a tunnel under the English Channel to France. He was about 100 years ahead of his time!
The Act of Parliament to build the London Extension was obtained in 1893. The line was built as a double track main line, with deep cuttings and ruling grade of 0.8%, built to the Berne Gauge which was larger than most of the other UK lines. It was an expensive line to build with the railway going through the large cities of Nottingham and Leicester on brick viaducts.
On the approach to London the GC shared tracks with the Metropolitan The line open in 1899.The GC established a large locomotive shed in a small village called Woodford Halse about 20 miles south of Rugby south of Woodford a branch line was built to connect the GC with The Great Western Railway at Banbury on the GWR main line from London to Birmingham. This connection gave the GC a great deal of traffic opening up a route to the South coast and South Wales. The GC enjoyed a good relationship with the GWR, unlike the fierce rivalry with the Lond
Good Morning Barkeep and all present; coffee, please; round for the house and $ for the jukebox. Let's play "Up and Down the Monon" for the mascots - they seem to enjoy that one.
Interesting night last night as the whole world lit up at about 1:00 a.m. with rain, hail, thunder, etc. It didn't last too long, and there is snow in the forecast for later.
Local news is that CSX (C&O actually) put several coal cars on the ground last night along Coal River and managed to partially submerge at least one locomotive. Of course, there was a fuel spill. No injuries, but it is a mess. There was a slide along the tracks and they hit a large rock and away things went from there.
Let's try and sort things out in the way of comments. Before I forget, thanks to all for the kind words re the Geography Bee. I don't know who has the tougher job; the contestants or the folks in the audience. I sat in the back and had fun trying to answer the questions - my problem is that I see old maps in my head. IOW, the sun "Nevah sets on the Empiah." I'll bet the mariners in the group remember charts that said "Here Be Dragons." Back off Boris, I'm stopping now.
DL - The TGV was all over the news here last night and this a.m.
Pete - Thanks for the kind words.
We sure had a lot of PRR-related postings
Lars brought the bookmobile around for a visit. The PRR consist book is well worth the money. It has a lot of pictures of different cars in addition to data. The Broadway Limited book, IIRC, is one I mentioned awhile back - it's worth the $ as well. Last, Paul Withers has produced a multivolume series relating to Pennsylvania diesels. I have all of them. Not much in the way of war, but lots of technical data and pictures - again of interest to the Captains of Industry in the group. The Morning Sun books depicted all have good material, but I like to page through them before I buy. They have done a multivolume set called Pennsy Disel Years which is better than average. Also, b4 I forget, thanks for the repost of material from the old thread.
Barndad sent us some more Westing writing. I almost forgot one of his best works is an old timer about PRR E6 and other classes titled Apex of the Atlantics.
I had some fun enlarging the pictures. The 4790 was photographed at Sunnyside as was the switcher. Look carefully to the left of the picture and you can see some New Haven cars. The shot of the PRR engines just outside Penn Station is the "hole" I mentioned in my post - look hard and you'll see a New Haven EP4 in the background.
Mike sent us some shots as well which are revealing of things Pennsy.
Take a look at the pictures of Broad Street Station in Philadelphia. The first picture, which is probably a lithograph, shows the station as built with the train shed. The train shed burned and was replaced with the platforms as shown in the last picture of Broad Street. Somewhere in my stack of stuff, I have shots of the fire fighting activities and the reconstruction work done by the railroad to get things up and going quickly.
The pictures of Elizabeth, NJ, showed a lot of shall we say, industrial archaeology. The station at Elizabeth sits on an S curve - great for photography as trains had to slow down some going through there. Take a look at the PRR tracks. There is a bridge in the middle of the picture. The tracks under the P Company belong to the Central Railroad Company of New Jersey. The CNJ's Elizabeth Station is beside the CBNJ tracks just to the right of the PRR bridge.
We will not even discuss the demolition of Penn Station as Boris would have to sedate me. It's truly an awful place now. The best thing you can say about it is that there's one !@#$ of a train set in the basement!
The pictures of Horseshoe were good - I can smell the brake shoe smoke. I have not been up there in a long time. Anyway, checkout the coal train picture. Second unit in the consist (just for James) is a GP30 with train phone antenna. Don't hardly see those anymore, Ethel.
Metroliner in Washington - rode them more than few times. Reserving Metroliner tickets from an offline city was an interesting process which we maybe can talk about sometime later. Look hard at the picture and you'll see an Atlantic Coast Line baggage car in the background. That's what I always liked about Washington back in the day was that there was so !@#$ much to see, especially if you went up the road a little bit to the engine terminal at Ivy City. Two main lines (PRR and B&O) plus all kinds of power in the engine facility.
James sent some pictures as well. Centipedes were truly bestial to maintain. The P Company used them in passenger service originally where their reliability was less than stellar, so they were reassigend to helper service on what the P Company called "mineral" trains. Just as you might think, coal and ore. They did a little better there because speed was not an issue. They could pull about anything as you might expect. Mechanically, another story altogether - traction motors on each axle - I'd hate to ahve to work on one. The Seaboard also had them.
OSP sent a lot of material including historical summaries, name train list (man did I check off a few on that one), and some nice pieces of art work. Two different schemes on G motors, E44s (remember those real well - they were what a buddy of mine called, "Apartment houses with wheels," especially when they mued them. Multiple Gs of freights were not that uncommon. Last the picture of the Broadway in I would guess New Jersey somewhere, was interesting because of the two stainless cars in the middle of the train - again not all that uncommon, especially in the latter years.
Well, I've gone on enough. New York Central next week? I'm ready if you are.
Ahoy Cap'n Tom 'n fellow travelers at the bar!
Ruth my deAH, didn't we have a great time watching the game last night on the large screen TV???? <ooooops> Time for a mugga Joe with a "jolt" and I'll check out the bakery case in a minute or three.
By the way, I LOVE that photo of the Via Rail obs dome with the majestic mountain in the background! Terrific. Also, some fine Pennsy stuff to continue the "tribute."
Yes, Mets Won! Indeed they did as El Duque put it to 'em in fine fashion. Now he's a throwback to the pitchers of old. Can only imagine how he would've fared had his career begun in the majors. Those two games in the win column always have meaning, especially in September.
I'm gonna be somewhat scarce for the remainder of this day and perhaps tomorrow as well, so here's a bit more in tribute to a mighty fine road - The Pennsylvania Railroad - and a THANK YOU to Cap'n Tom for agreeing to next Tuesday's Theme as the New York Central!
From page 333 of the "old" thread on May 18, 2006 (Tom's B'day)
Tom - here's something that I know is near & dear to your railroading heart! Pennsylvania Railroad's GG1 The GG1 was designed by the Pennsylvania Railroad based on the need for a locomotive that could pull more than 12 to 14 passenger cars. The railroad thought it had designed the perfect electric passenger locomotive, the P-5a, but as the P-5a locomotives arrived, it became necessary to double head them on many trains in order to protect schedules. Two other factors were involved in the development of the GG1. The chassis and wheel arrangement were a result of experiments with a leased New Haven EP3a and the streamlined body and center crew cab were an outcome of concern for crew safety. A tragic grade crossing accident in which a box cab P-5a hit a truck killing the engineer, reinforced the need for better protection for the crew. After the accident, a hold was put on further manufacture of the box cab P-5a and the locomotive was redesigned to include a center crew cab. The GG1 was given a sculptured carbody with contoured hoods that were tapered to provide visibility for the enginemen. As a result, a very aesthetically pleasing design evolved. Raymond Loewy, the renowned industrial designer, reviewed the prototype and recommended welding the shell rather than using rivets. He then suggested adding the famous pin stripes, making the design an award winner. The railroad built 139 units (#4800 through #4938) between the years 1934 and 1943. Many of them were built at the Juniata Locomotive Shop in Altoona, PA. This streamlined locomotive, designed for bidirectional operation was mainly used for passenger trains, but a few were regeared for freight service. The GG1 survived longer than any other American locomotive design, lasting from 1934 to well into the 1980s. The 79.5 foot long 230+ ton GG1 was built on an articulated frame which permitted its 2-C+C-2 wheel arrangement to negotiate tight curves even in congested areas. Power was picked up from an overhead 11,000 Volt AC catenary wire by a pantograph and the voltage stepped-down through an on board transformer to feed the 12 single phase 25 cycle traction motors. Each of these motors developed 385 HP giving the GG1 a total of 4620 HP in continuous operation and allowed speeds up to 100 mph. The body of the locomotive also housed large blowers for motor and transformer cooling, a steam boiler for passenger car heat, electric controllers and sanding boxes. Of the 139 units built, only 16 survive today. Some have been restored superficially and can be visited as shown below. It is not likely that any of these survivors will ever run again because of the prohibitive cost to rebuild or replace the electrical components. Will a GG1 ever run again? A GG1 will probably never run again. Steam locomotives can be restored through extraordinary efforts, if needed, to repair or remanufacture mechanical parts. Once a steam locomotive has been restored, all one needs is coal (or oil) and water, to have the ability to run if track is available. The GG1 survivors have had their transformers removed, many of the traction motors have shorted out and all of the other current carrying parts have deteriorated to the point of uselessness. The one exception may be 4935 in Strasburg, PA which may be capable of actually running if a transformer and a proper catenary were available. The GG1 was a 25 cycle (HZ) machine for which the PRR maintained their own substation to provide the 25 cycle current. Locomotives today are capable of operating on 25 HZ or 60 HZ and most railroads are using 60 HZ so they can buy power directly from the power companies and avoid the expense of maintaining their own substations. There is also a possible problem with contamination from PCB's, which to this point no one talks about. The GG1 transformer was cooled with a fluid known generically as Askarel (a non-flammable synthetic liquid dielectric). This liquid contains PCB's, and any evidence of PCB's would be a show stopper. Many of the GG1s had developed cracks in their frames which means major repair or replacement would be needed. In addition the drivers, the trucks, and the carbody would have to refurbished. After that, all new electrical components and controls would have to be furnished. This could possibly cost around $1.5 to $2.0 million. I seriously doubt that anyone would spend the money to get a GG1 to run. Some have spent large sums to refurbish steam locomotive but only where there has been available track to allow excursion to provide payback. With all new electrical equipment and modern controls, this new GG1 could run on the Northeast Corridor or any other electrified railroad but, it would not be an authentic GG1, it would simply be a modern electric locomotive with the carbody of a GG1. Unfortunately changes in technology have finally, after 60 years, forced the retirement of the most durable locomotive of all time. The Pennsylvania Railroad GG1: The "Congressionals" and "The Senator" In 1885, the PRR introduced a passenger train that ran between New York City and Washington, DC with limited stops along the route. This train, known as the " Congressional Limited Express", became the favorite train for businessmen and politicians. As traffic increased, more "limiteds" were added to the railroad's schedule and by the 1940's there were, among many "limiteds" two "Congressionals", one leaving Washington for New York and one leaving New York for Washington each afternoon , except Sunday. These two very popula « First«103104105106107108109»Last » SUBSCRIBER & MEMBER LOGIN Login, or register today to interact in our online community, comment on articles, receive our newsletter, manage your account online and more! 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Pennsylvania Railroad's GG1
The GG1 was designed by the Pennsylvania Railroad based on the need for a locomotive that could pull more than 12 to 14 passenger cars. The railroad thought it had designed the perfect electric passenger locomotive, the P-5a, but as the P-5a locomotives arrived, it became necessary to double head them on many trains in order to protect schedules. Two other factors were involved in the development of the GG1. The chassis and wheel arrangement were a result of experiments with a leased New Haven EP3a and the streamlined body and center crew cab were an outcome of concern for crew safety. A tragic grade crossing accident in which a box cab P-5a hit a truck killing the engineer, reinforced the need for better protection for the crew. After the accident, a hold was put on further manufacture of the box cab P-5a and the locomotive was redesigned to include a center crew cab. The GG1 was given a sculptured carbody with contoured hoods that were tapered to provide visibility for the enginemen. As a result, a very aesthetically pleasing design evolved. Raymond Loewy, the renowned industrial designer, reviewed the prototype and recommended welding the shell rather than using rivets. He then suggested adding the famous pin stripes, making the design an award winner. The railroad built 139 units (#4800 through #4938) between the years 1934 and 1943. Many of them were built at the Juniata Locomotive Shop in Altoona, PA. This streamlined locomotive, designed for bidirectional operation was mainly used for passenger trains, but a few were regeared for freight service. The GG1 survived longer than any other American locomotive design, lasting from 1934 to well into the 1980s. The 79.5 foot long 230+ ton GG1 was built on an articulated frame which permitted its 2-C+C-2 wheel arrangement to negotiate tight curves even in congested areas. Power was picked up from an overhead 11,000 Volt AC catenary wire by a pantograph and the voltage stepped-down through an on board transformer to feed the 12 single phase 25 cycle traction motors. Each of these motors developed 385 HP giving the GG1 a total of 4620 HP in continuous operation and allowed speeds up to 100 mph. The body of the locomotive also housed large blowers for motor and transformer cooling, a steam boiler for passenger car heat, electric controllers and sanding boxes. Of the 139 units built, only 16 survive today. Some have been restored superficially and can be visited as shown below. It is not likely that any of these survivors will ever run again because of the prohibitive cost to rebuild or replace the electrical components. Will a GG1 ever run again? A GG1 will probably never run again. Steam locomotives can be restored through extraordinary efforts, if needed, to repair or remanufacture mechanical parts. Once a steam locomotive has been restored, all one needs is coal (or oil) and water, to have the ability to run if track is available. The GG1 survivors have had their transformers removed, many of the traction motors have shorted out and all of the other current carrying parts have deteriorated to the point of uselessness. The one exception may be 4935 in Strasburg, PA which may be capable of actually running if a transformer and a proper catenary were available. The GG1 was a 25 cycle (HZ) machine for which the PRR maintained their own substation to provide the 25 cycle current. Locomotives today are capable of operating on 25 HZ or 60 HZ and most railroads are using 60 HZ so they can buy power directly from the power companies and avoid the expense of maintaining their own substations. There is also a possible problem with contamination from PCB's, which to this point no one talks about. The GG1 transformer was cooled with a fluid known generically as Askarel (a non-flammable synthetic liquid dielectric). This liquid contains PCB's, and any evidence of PCB's would be a show stopper. Many of the GG1s had developed cracks in their frames which means major repair or replacement would be needed. In addition the drivers, the trucks, and the carbody would have to refurbished. After that, all new electrical components and controls would have to be furnished. This could possibly cost around $1.5 to $2.0 million. I seriously doubt that anyone would spend the money to get a GG1 to run. Some have spent large sums to refurbish steam locomotive but only where there has been available track to allow excursion to provide payback. With all new electrical equipment and modern controls, this new GG1 could run on the Northeast Corridor or any other electrified railroad but, it would not be an authentic GG1, it would simply be a modern electric locomotive with the carbody of a GG1. Unfortunately changes in technology have finally, after 60 years, forced the retirement of the most durable locomotive of all time. The Pennsylvania Railroad GG1: The "Congressionals" and "The Senator" In 1885, the PRR introduced a passenger train that ran between New York City and Washington, DC with limited stops along the route. This train, known as the " Congressional Limited Express", became the favorite train for businessmen and politicians. As traffic increased, more "limiteds" were added to the railroad's schedule and by the 1940's there were, among many "limiteds" two "Congressionals", one leaving Washington for New York and one leaving New York for Washington each afternoon , except Sunday. These two very popula
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