Yea, I guess mine should go on the bench seat in the middle but I left that open for my trainer to sit on. I don't think any of them ever did, too busy supervising, thankfully! Glad to have that watchful eye, I am!! That's real sad about that accident. I'll have to switch my grip or be extra careful. I guess I might not have thought of that angle.
PS Gee, thanks; with friends like that...
Nance-CCABW/LEI
“Even if you are on the right track, you’ll get run over if you just sit there.” --Will Rogers
Whether you think you can, or you think you can't, you're right! --unknown
I'd never put my backpack on the floor--it was usually in the spare chair up in Tower A, or on the bench with the computer monitor when the chair was needed.
I think backpacks are frowned upon as grips these days. I seem to recall a brakeperson on one of the eastern railroads being dragged to her death when her backpack was snagged on a train moving on an adjacent track. I honestly didn't know how far back my backpack extended until I saw my shadow one time!
Fortunately for me, my backpack also has a handle on one side so it can be transported like a grip when needed. It's considerably lighter these days...I'd hate to drop the work-laden backpack and break a toe or something.
C.S. Harrier here...this Forumist ventured east to the location where crossovers are being installed at CP Y019 on the Overland Route. There is still no actual placement of new switches since the three reported last fall. However, two of the three switches that will be installed in a westerly direction from the Grace Street grade crossing have been built into two-piece assemblies for installation at the appropriate time. These switches will be placed in Track 2, and each will necessitate one of the outer tracks being removed from service during the time needed to move them into position as well. East of Grace Street, two more switches are needed, and it appears that one of those has been fabricated.
The next installment of this thrilling saga will appear soon, I hope.
Carl
Railroader Emeritus (practiced railroading for 46 years--and in 2010 I finally got it right!)
CAACSCOCOM--I don't want to behave improperly, so I just won't behave at all. (SM)
I too, Carl, was using a backpack. It seemed to work quite well, except it got ridiculously filthy from the floor, as you can well imagine!! I like the hands-free aspect of it a lot though.
tree68 zugmann: Oh no, you're one of those that carries a boxcar around for a grip! There are several on the RR. Then, again, there's a couple of old soft leather briefcases, too. It takes up less space in my truck than the canvas bag did. I don't carry a drill, although sometimes it seems like I should. Here's hoping Mike comes out of his situation better than ever.
zugmann: Oh no, you're one of those that carries a boxcar around for a grip!
There are several on the RR. Then, again, there's a couple of old soft leather briefcases, too.
It takes up less space in my truck than the canvas bag did. I don't carry a drill, although sometimes it seems like I should.
Here's hoping Mike comes out of his situation better than ever.
That's what I use, too. I'm on my second one myself. The handle is the first thing to go. See a lot of them, very popular for the rule books, et al. I don't have the drill either, although I think there are some pliers and maybe a screwdriver in it somewhere.
Every so often I take stuff out of my suitcase to lighten it up. It's always something that I packed for some reason, but never seemed to need. That is until I'm on the first trip after I take it out. Then the need arises but I don't have it with me.
Jeff
Paul_D_North_Jr jeffhergert: [snip] One of our on duty points has put in a scale, one like you would see in a doctor's office. It's purpose is (if we want) to weigh our luggage to see how much we are lugging around. There's a sign asking if we know how much our stuff weighs. I don't know that anyone has weighed their baggage. (It's probably a prelude to them charging us freight for our gear. I can see it know, 10 cents a pound) Jeff Just like the airlines - the 1st bag is free, up to 50 lbs.; above/ beyond that, $25 or $50 per bag (closer to 50 cents to $1 per lb.) More seriously, several people I've talked to say that the airlines now do a lot like that to discourage bags over 50 lbs. due to the risk of personal injury to the staff at the check-in counter - ever look at some of the slightly-built people who have to man-handle those things ? - to the 'baggage-smasher gorillas' down in back and out on the tarmac. On our last trip via SouthWest (3 flights), 1 bag was consistently between 45 and 50 lbs. - and each time it got a tag with a red-and-white striped border around it and the actual scale weight scribbled on it as a warning to those who would be handling it that it was pretty heavy. So fair warning, Jeff - if the grip is over 50 lbs., it's probably too heavy - time to take some of the old rulebooks, TTs, or big heavy boots out of it . . . . . .it wouldn't do at all to have a crewmember fall backwards off the ladder or steps because his grip or backpack caused him/ her to lose their balance . . . - Paul North.
jeffhergert: [snip] One of our on duty points has put in a scale, one like you would see in a doctor's office. It's purpose is (if we want) to weigh our luggage to see how much we are lugging around. There's a sign asking if we know how much our stuff weighs. I don't know that anyone has weighed their baggage. (It's probably a prelude to them charging us freight for our gear. I can see it know, 10 cents a pound) Jeff
Just like the airlines - the 1st bag is free, up to 50 lbs.; above/ beyond that, $25 or $50 per bag (closer to 50 cents to $1 per lb.)
More seriously, several people I've talked to say that the airlines now do a lot like that to discourage bags over 50 lbs. due to the risk of personal injury to the staff at the check-in counter - ever look at some of the slightly-built people who have to man-handle those things ? - to the 'baggage-smasher gorillas' down in back and out on the tarmac. On our last trip via SouthWest (3 flights), 1 bag was consistently between 45 and 50 lbs. - and each time it got a tag with a red-and-white striped border around it and the actual scale weight scribbled on it as a warning to those who would be handling it that it was pretty heavy.
So fair warning, Jeff - if the grip is over 50 lbs., it's probably too heavy - time to take some of the old rulebooks, TTs, or big heavy boots out of it . . . . . .it wouldn't do at all to have a crewmember fall backwards off the ladder or steps because his grip or backpack caused him/ her to lose their balance . . .
- Paul North.
When we have traveled recently, we have had a large suitcase which we sometimes check and a small one, and I have had to be careful to not overload the big one. VIA and Amtrak (sometimes) have put a tag on it, reading "heavy." Apparently the passenger roads employ wimpy people to handle baggage now, though I have seen some who would have no trouble handling up to 100 pounds.
Back when I was in high school, I worked in a general store, and had no trouble handling 100 pound bags of flour, cowfeed, cotton seed hulls, and cotton seed meal (though some of the meal would sift through the fine cloth of the bag and leave a yellow stain on my pants)--simply hoist the bag up and carry it on my hip. 200 pound bags of fertilizer were exceedingly bothersome, even with the use of a handtruck. I could even carry a nail keg in each hand, though a keg of nails or of horseshoes was more trouble (especially when emptying it into the bin--knock the head in, pick the keg up and hold it horizontally and shake and toss the contents out of the keg into the bin).
Johnny
zugmannOh no, you're one of those that carries a boxcar around for a grip!
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
Now I'm remembering that someplace I read that 'back in the day', the standard grip on the PRR was essentially a smallish briefcase with pressed cardboard sides and brass corners, hinges, lock, and other fittings. The seatboxes on the K4s steam locomotives (and other classes) were sized especially to accomodate them. PRR MOW people liked those 'grips', too.
Just found out that Mike Yuhas (of "Trackside with Erik and Mike" fame) is awaiting coronary bypass surgery on Sunday, after experiencing chest pains today. Our best wishes go to him and to his surgeons.
And, in better news, Pat and I became a great-aunt and -uncle for the first time today...one of our nieces gave birth to a healthy daughter this morning.
tree68 I had a canvas bag before that worked pretty well, but I'm liking the metal box better.
I had a canvas bag before that worked pretty well, but I'm liking the metal box better.
Oh no, you're one of those that carries a boxcar around for a grip!
It's been fun. But it isn't much fun anymore. Signing off for now.
The opinions expressed here represent my own and not those of my employer, any other railroad, company, or person.t fun any
I have a utility/tool box I use as a grip - got it at a tool store. Sturdy, fair amount of room. I don't usually have to worry about food, but the lantern, gloves, etc are there, along with the rulebooks.
I used to carry some historical information as well, but really did need to weed things out as it was just too heavy.
I have a carhartt bag for a grip (the rulebook alone weighs 50 lbs). Best part is that it has "rails" under the bag, so you can toss it up and it will slide across the platform. And yes, it has already slid the whole way across and down the other side.
jeffhergert [snip] One of our on duty points has put in a scale, one like you would see in a doctor's office. It's purpose is (if we want) to weigh our luggage to see how much we are lugging around. There's a sign asking if we know how much our stuff weighs. I don't know that anyone has weighed their baggage. (It's probably a prelude to them charging us freight for our gear. I can see it know, 10 cents a pound) Jeff
Right on both counts.
The "2 hour call" means the employee is called by the crew callers (or robot caller) 2 hours before on duty time. Call times vary depending on local conditions/agreements. It can be anywhere from 1 hour to 3 hours, depending on where you're at. Generally, the longer times are at locations (large cities, etc) where it can take longer due to traffic to get to work. I normally get a call of 90 minutes. Sometimes it might be a bit longer, sometimes a bit shorter. When working the extra board sometimes someone will lay off at the last minute or has an accident on the way to work, you might get a real short call. They usually tell you to do the best you can to get there, but don't get yourself hurt doing it. (The shortest call I ever had was in a situation like that, the crew was already on duty when one of them got sick at the yard office.)
Loading up their grips is exactly that. Your gear (both RR and personal) that you need for the day and at the motel, for those who layover at the other end. One of our on duty points has put in a scale, one like you would see in a doctor's office. It's purpose is (if we want) to weigh our luggage to see how much we are lugging around. There's a sign asking if we know how much our stuff weighs. I don't know that anyone has weighed their baggage. (It's probably a prelude to them charging us freight for our gear. I can see it know, 10 cents a pound)
Hi, Nance! I'm trackside right now in Elmhurst, waiting for Pat to finish with the dentist (I did fine, thanks--no de-K). An intermodal train was heading in when I got here, but nothing has come since (it's only been a few minutes).
1. It basically means that if they want you to work a job that starts at 0700, they have to call you by 0500. A two-hour call is fairly standard, but around here, due to various traffic considerations, people got a three-hour call. Anything less than the allotted time is a "short call". People who held jobs with regular starting times and assigned rest days didn't get a call per se.
2. The grip is a big leather bag, with handles, that nearly everyone carries. You'd keep your rulebook, timetables, a change of clothes (plus an extra set of underwear if your engineer today was "Wild-man"), as much food as you thought you needed for the ride, and anything else that might come in handy. Due to the fact that I used to bike to work, I used a backpack as my grip. It contained all of the above (minus the extra clothes), plus gloves, tools, binoculars, and a few other indispensable items. I checked once--it weighed a good 27 pounds, before I put my lunch in there.
Oops...I hear crossing bells! Time to pay attention.
And don't people eat that stuff??!! EEWWWWW!!!!
On a different note, I'm currently studying out of some RR books I got and have a couple (for now) questions:
1. What does '2-hour call' mean? Does it mean 2 hrs notice for call-in maybe?
2. It mentioned something about seeing the crew haul their grips up into the cab? Does that mean their gear for the day?
Thanks, stay safe and enjoy the warm(er) weather. Carl, should be a nice day to railfan, you lucky guy. One of these days, I'm gonna have to see how I can get in on some local action of the sport here.
CShaveRR Zug, were you up on the roof of the car? I used to get a pretty good view of the tops of covered hoppers from my vantage point, and there's usually plenty of old stuff just sitting up there--sometimes even sprouting. I'm glad that I always chose to worK with windows closed. Did you notice de-K?
Zug, were you up on the roof of the car? I used to get a pretty good view of the tops of covered hoppers from my vantage point, and there's usually plenty of old stuff just sitting up there--sometimes even sprouting. I'm glad that I always chose to worK with windows closed.
Did you notice de-K?
Nope, we're not allowed up there. That's ok, I have no desire to scale those crappy ladders.
Old soybean meal isn't any treat, but this was even worse than that...
CShaveRR Here's what we caught, in order: Eastbound scoot Westbound scoot Eastbound stack train (had to wait for the preceding scoot to clear the platform) Eastbound manifest (MCBPR? Very long, with a DP unit about 3/4 of the way back.) Westbound manifest (MPRCB or MPRDM, most likely) Eastbound WEPX coal train (3 units on the point, one DPU) Westbound ZSKDL--should have counted the reefers on this one; he was long! Eastbound manifest from North Platte
Here's what we caught, in order:
Eastbound scoot
Westbound scoot
Eastbound stack train (had to wait for the preceding scoot to clear the platform)
Eastbound manifest (MCBPR? Very long, with a DP unit about 3/4 of the way back.)
Westbound manifest (MPRCB or MPRDM, most likely)
Eastbound WEPX coal train (3 units on the point, one DPU)
Westbound ZSKDL--should have counted the reefers on this one; he was long!
Eastbound manifest from North Platte
Now that sounds interesting. Glad you and Pat were able to get out and about.
Zuz,Funny that you mentioned smelly railcars-I was thinking the same thought earlier in the week. When I caught a grain extra (G843) I was on an overpass (see my pic last page) and about halfway back the cars took on a very musty, dank odor as they were passing. The crazy thing is they looked "clean" on the outside almost like they were washed...or maybe slightly newer. I'm willing to bet that cleaning out a railcar is a "Dirty Job"...calling Mike Rowe...
Dan
"The biggest problems are institutional, not technical." - John G. Kneiling (and some others) about railroads (also applicable to many other organizations, too - governments, some military and intelligence operations, GM, banks, etc., etc.).
So I had this car today, loaded with a particular type of soybean meal (I will refrain from saying the specific name as that would give away who it belongs to). But let me tell you - this car smelled like butt. I have never had a grain car stink that bad. Even empty, it was pretty bad.
That is probably the biggest surprise I had out here. Just how much rail cars smell. Actually, the biggest surprise is how nobody communicates with anyone else, but that's another story for another day...
TJeff - Those are good explanations - thank you ! Hasn't UP tapped you as a trainer of some kind yet ?
For the 'dynamic' one, I would not have thought that the air pressure 'waves' would last that long or be that significant, nor that only 1 or 2 lbs. of pressure would fool the triple valve into a false release - but there you go. It's just like an air line version of 'water hammer' when you turn a faucet or valve closed too quickly in a house without an air cushion in the water lines, and all that column or 'slug' of moving water comes to a sudden stop, and so causes the pipes to move and bang against each other and the walls, etc. from that sudden rise in pressure.
The leak in the 'static' or 'equilibrium' scenario makes sense, too. Then once the Quick Release starts to occur - it's just like a row of dominoes falling over.
For either scenario, see also Al Krug's explanation of "Freight Train Air Brakes of North America" at - http://www.alkrug.vcn.com/rrfacts/brakes.htm - in particular, Quiz #2 about 1/2 of the way down that page.
Nance (and anyone else who's interested) - There's also a pretty good explanation there about 2/3 of the way down that same page of the need for and operation of the "Load/ Empty Sensors" to modulate the brake cylinder pressures - apparently, somewhat higher for loads, and somewhat lower for empties, as more fully explained there.
Well, it now appears that Tru-Green isn't going to have to delay its spring fertilizer applications, after all. We now have quite a bit of bare lawn where those two feet of snow landed two weeks ago, with temperatures in the 50s (record high for today was 60, but I don't think we'll see that, in spite of earlier forecasts).
Pat and I took advantage of the mild temperatures and reappearing sidewalks to walk downtown to the library, and to get lunch and pick up our weekly paper. Most of the places we went were close to the UP main line, so we spent roughly an hour and a quarter within sight of the trains. Here's what we caught, in order:
There was construction going on both at the station platform (in anticipation of the pedestrian tunnel to be built there in a year or so, no doubt) and down where the crossovers are going. But all three tracks were in service (ample evidence of that!), so no switches were being installed.
Thanks for that, Jeff. Any chance you, or anyone else, can please address this question? I'd appreciate it. I've experienced this but I don't know why this occurs.
As I'm going back through everything, this is really 'bugging' me, too. Why is it that a diesel will handle differently every time you take her out. Like on an am run, it behaves or responds (or not) one way, but on the pm run, it's quite a lot different. I'm thinking humidity, engine fluids being cold, air temp., veh temp (sitting for 4 hours might not be like sitting overnight or a couple days), poss. even the rails being cold in the am but warming up in the sun? Are these viable ideas? I'm sure there are others.
tree68 Paul_D_North_Jr: Does that seem right ? I can't see merely closing the valve in a brake line that is at a static or equilibrium 'application' pressure causing the brake pipe to spontaneously increase pressure and release the brakes - unless the 'Quick Release' feature of the brake system was somehow triggered thereby ? As I recall from my brakes classes that's exactly the problem...
Paul_D_North_Jr: Does that seem right ? I can't see merely closing the valve in a brake line that is at a static or equilibrium 'application' pressure causing the brake pipe to spontaneously increase pressure and release the brakes - unless the 'Quick Release' feature of the brake system was somehow triggered thereby ?
A couple of things can happen when the air is bottled.
The anglecock may have been closed too soon, before the air has stopped moving. Take a half-full bottle of any liquid and hold it on it's side. Rock it a bit and you can watch the wave go back and forth. Air works the same way. If the anglecock was closed before the air stopped moving, the air will bounce back. This can momentarily increase the pressure at that point. If it's enough (1 1/2 to 2 psi), the control (triple) valve will sense this momentary rise in pressure and can be fooled into initiating a release.
The second thing on a brake pipe where the air pressure has stablized, stopped moving. If the auxilary reservoir has a leak, eventually the control valve will see there is more air pressure on the brake pipe side than the auxilary reservoir side. Again, sensing the higher pressure in the brake pipe, it's fooled into initiating a release.
In either scenario, when the control valve on equipment currently in service goes to release it does more than just release that car's brake cylinder pressure. To get the "quick release" that Paul mentioned, the system taps into the emergency reservoir and puts some of that air into the brake pipe. The brake pipe isn't only the "power" to operate the brakes, but is also the signal. Increasing the pressure at each car as it releases, speeds up that signal. If the air is "bottled," the brake pipe pressure will rise throughout the cut of cars. Each car as it senses the rise, will do the same thing. Release it's brakes and help charge the brake pipe, helping to send the signal down the line.
If the anglecock is open, the bottle uncorked, the air from one car's emergency reservoir will just vent to atmoshpere if it should release. The brake pipe pressure can't rise, triggering the neighboring cars to also release.
Paul_D_North_JrDoes that seem right ? I can't see merely closing the valve in a brake line that is at a static or equilibrium 'application' pressure causing the brake pipe to spontaneously increase pressure and release the brakes - unless the 'Quick Release' feature of the brake system was somehow triggered thereby ?
WMNB4THRTL [from a couple weeks ago - snipped] I'm going back over some aspects about air brakes. I've seen where a rule says, "Bottling or canning of air is prohibited." Just what is that and why is it prohibited?
"Why-you-don't-want-to-do-that-Dept.": See this NTSB Railroad Brief Accident Report - a mere 2 pages, approx. 13 KB in size - so it'll be a fast download and "quick read":
at - http://www.ntsb.gov/publictn/1998/RAB9801.pdf
What really surprised me was this, from the 3rd paragraph inthe middle of page 2, above "PROBABLE CAUSE": [emphasis added - PDN]: "When the conductor closed the angle$1****$2on the remainder of the train, the brake pipe initiated an increase in pressure that propagated back toward the rear of the train and released the brakes. Because the train was standing on an ascending grade, once the brakes were released, the 73 cars rolled away freely."
Does that seem right ? I can't see merely closing the valve in a brake line that is at a static or equilibrium 'application' pressure causing the brake pipe to spontaneously increase pressure and release the brakes - unless the 'Quick Release' feature of the brake system was somehow triggered thereby ?
CShaveRR The book also said that all trains on the L&C were run with "Combination caboose-lounge-observation cars".
The book also said that all trains on the L&C were run with "Combination caboose-lounge-observation cars".
Nance, thanks for that link provides information concerning the L&C. The SB line of the Southern ran from Kingville (a little below Columbia on the Columbia-Charleston line) to Marion, N. C., (on the Salisbury-Morristown, Tenn. line). It is now broken in many places.
Hi, I just found this website that I think may have some 'older' info relating to what you are talking about.
http://www.fortunecity.com/westwood/vivienne/438/lcindex.html
(HEY, I FINALLY DID IT-- THANKS, SAM!!! CARL, I KNOW YOU HELPED, TOO)
I don't have a chance to read through it right now as I found out late last night that we lost my best friend Judy's brother, Bob. I'll have to do some figuring on a few different angles on that one.
I'll also continue my RR studying , as circumstances allow, as well as work on my assignments for my Creative Writing class; need to have all that done by Thurs night. Well, just the latter part, of course. Stay safe everyone.
I'd just like to see a reproduction on the Internet somewhere of this menu or the other publicity. Amazing that you could just go into the office and ask for something like this!
__________________
Yesterday's trip into the open world was productive enough--we found an interesting restaurant in the suburb of Riverside, Illinois, run by a former co-worker of mine. The best assessment of the food at Grumpy's Cafe is that Pat was referring to "next time" we visit! Since Riverside is a small community with curving streets and literally scores of architectural gems (not to mention the BNSF "Racetrack"!), I suspect that we'll attempt to cruise the city via bicycle sometime this spring or summer.
Trains were not seen while in Riverside (we'll have to coerce "Grumpy" into making a backyard patio at his establishment, if there's room!), but we caught a couple of good ones on the IHB in LaGrange, and plenty of intermodal and dinky activity on the BNSF between LaGrange and Downers Grove.
CShaveRR Nance, it's funny that you mentioned Dewey, Cheatem & Howe, especially in connection with the Lancaster & Chester Railroad. If any railroad could ever be accused of not taking itself too seriously, it was the Lancaster & Chester! Their listings in the Official Guide were required reading at one time. I have only one of these listings from back in the day (1948, in my case). It was rather tame compared to the others. This 29-mile shortline had about 25 vice presidents, most of which were in New York City, but there was one each in Nyack, New York, Xenia, Ohio, Daytona Beach, Florida, as well as many of the larger American Cities. W. F. Halsey was the Vice President in charge of White Horse supply, based in Charlottesville, Virginia. (A chapter describing the L&C noted that Gypsy Rose Lee was once their Vice President in charge of Unveiling.) The line had two attorneys, but three surgeons. This Official Guide listing shows that their Advertising Agent was Lowell Thomas, in New York City, and R. J. Reynolds was their Marine Superintendent (on a land-locked railroad!). According to the chapter on the L&C in A Treasury of Railroad Folklore by B. A. Botkin and Alvin F. Harlow, they had other brochures and dining-car menus (on a freight-only line!) that were even more outrageous. One of the passenger trains, the White Horse, was scheduled to travel the 29 miles in 30 minutes, but was "to be run only by a Vice President". A note at one station meant "bad connection", and at the next station, "not the slightest connection". It would be nice if someone could provide a link to some of these items. ___________________ The sore throat lingers, but I'm otherwise feeling much more normal today. We're going out to BNSF country in a little while, east of our usual haunts (Pat needs to go to a specific location for some supplies; it's up to me to make the most of the journeys to and from).
Nance, it's funny that you mentioned Dewey, Cheatem & Howe, especially in connection with the Lancaster & Chester Railroad. If any railroad could ever be accused of not taking itself too seriously, it was the Lancaster & Chester! Their listings in the Official Guide were required reading at one time. I have only one of these listings from back in the day (1948, in my case). It was rather tame compared to the others. This 29-mile shortline had about 25 vice presidents, most of which were in New York City, but there was one each in Nyack, New York, Xenia, Ohio, Daytona Beach, Florida, as well as many of the larger American Cities. W. F. Halsey was the Vice President in charge of White Horse supply, based in Charlottesville, Virginia. (A chapter describing the L&C noted that Gypsy Rose Lee was once their Vice President in charge of Unveiling.) The line had two attorneys, but three surgeons. This Official Guide listing shows that their Advertising Agent was Lowell Thomas, in New York City, and R. J. Reynolds was their Marine Superintendent (on a land-locked railroad!).
According to the chapter on the L&C in A Treasury of Railroad Folklore by B. A. Botkin and Alvin F. Harlow, they had other brochures and dining-car menus (on a freight-only line!) that were even more outrageous. One of the passenger trains, the White Horse, was scheduled to travel the 29 miles in 30 minutes, but was "to be run only by a Vice President". A note at one station meant "bad connection", and at the next station, "not the slightest connection". It would be nice if someone could provide a link to some of these items.
___________________
The sore throat lingers, but I'm otherwise feeling much more normal today. We're going out to BNSF country in a little while, east of our usual haunts (Pat needs to go to a specific location for some supplies; it's up to me to make the most of the journeys to and from).
Carl, you did beat me to expounding on the Lancaster and Chester Railway Co. First, let me say that I do not know how many times I crossed the L&C tracks across Main Street in Lancaster (I grew up ten miles from Lancaster), and I passed the beautiful headquarters building (unveiled by Vice-President Gypsy Rose Lee after the construction was finished), which was right on Main Street.
As to Vice-President in Charge of White Horse Supply, Admiral Halsey was not charged with obtaining White Horse whisky, but with obtaining Emperor Hirohito’s white horse to present to General Jonathan Wainwright (who was captured by the Japanese in the Phillippines) after he wished for the horse (this is best understood by people who were around 60-70 years ago).
Most of the Vice-Presidents lived far away, as Carl noted, but one was in Kershaw (off-line and 17 miles from Lancaster), the location of one of the Springs cotton mills. Most of the mills were on-line, but there was also one in Fort Mill, which, like Kershaw, was on the Southern (Southern served both Lancaster and Chester, on two separate lines). A few years ago, the L&C bought what was left of the Southern line from Lancaster to a little south of Kershaw.
In 1950, there were four surgeons and one consulting physician–none of whom lived online (one was in Denver, Col. (not N. C.) and another one was in Rochester, Minn.
As to the dining car menu, I regret that I never stopped in at the office and asked for one. As to the menu itself, here are a few choice items, as listed in A Treasury of Railroad Folklore. Remember, these prices are from the fifties. Diamond Back Terrapin with drawn butter-$.75; Bareback Taxpayer with drawn blood–$.50; Fillet of Flounder–$1.00; Floundering Filly, New York–$20.00; Floundering Filly, Hampton–$40.00; Pork Chops stuffed with Frozen Spinach–$2.50; Pork Barrel stuffed with Republican–$3.50; Drawn and Quartered Democrat Roasted in own Jacket–$2.00; *** of Peasant stuffed with Russian Propaganda–10 Rubles.
Colonel Elliot Springs (President of the Road) indeed had a great sense of humor–which could be seen in the advertisements for Springmaid products as well as in the L&C listing in the Guide.. But he also ran a good railroad and his cotton mills produced good product–and you can still buy sheets with the Springmaid emblem.
It's good to hear that you recovering from your Greek (I believe that the name is all Greek) exam yesterday .
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