Hello Captain Tom!
Just left the bar and thought I would come by to check these pages. Appears that you have this thread perking along - even picked up a “regular” I noted. Well done! [tup]
I should be able to fill in for our friend, Lars - perhaps not in substance, but I will at least stop in in order to help keep this thread up and running (as you like to put it!)
Enjoy the day! [tup]
BK in beautiful Alberta, Canada’s high mountain country!
Hi all -
Let me take the thread in a different direction for a minute (at least it’s a Granger road, as with the CGW, etc.). C&NW streamlined cars retired, awaiting disposition in the run-up to Amtrak. First is a single-deck diner, 7800 at California Avenue, Chicago on April 15, 1971.
Al, do you happen to have the builder and build date for this car? As always, appreciate whatever you can share.
Enjoy!
Art
From the same red-lined string at Cal Av on April 15, 1971, next is the 7602 a baggage-mail-lounge rebuilt to run with the gallery-type long-distance coaches and parlors that C&NW bought from P-S. Again, Al if you’ve got particulars for this car, would be great to know.
Art
And finally, red-lined diner 6953 at the end of the string of cars in Cal Av yard on April 15, 1971. Another car rebuilt to match the roof profile of the long-distance gallery cars.
Enjoy!
Art
G’day!
Great to see the return of our friend, BK from that loooooooong hiatus in Hawaii!
Also, good to see Art this fine day as well! [tup] I noted that with several of your most recent Posts that when trying to enlarge your Pix (clicking on them) they “baloon up” to super size, rather than simply a “regular” enlargment. Don’t really know why that happens - but every now 'n then it’s one of those “things” on the Forums with no explanation . . . . Interesting Pix though . . . .
Now, to the “theme” - here’s a shot some may find interesting!
MONON #81A (courtesy: www.mononrr.com
- foto credit: unknown)
Enjoy! [tup]
Tom[4:-)][oX)]
Good Afternoon Tom and Art.
Quick answer to Arts questions.
7800 was constructed by AC&F June 1949 for assignment to service in Coach section of CITy streamliners They had 8 seat Lunch Counter 24 seat Dining area and 16 seat Lounge area. Northwestern assigned car to Dakota 400 when replaced by CMSTP&P cars in CITY service.
7602 constructed by Pullman Standard in December 1941 originally assigned to Capitol 400 and City of Milwaukee 400 and Commuter 400 trains. Built with 30" Baggage scetion 16-seat Tavern Lounge (4 tables for four) stanup bar and 9 seat Lunch counter. Returned to Pullman and Roof was raised and HEP installed November 1958.
6953 built by Pullman Standard in December 1941 as 56-seat Dining car and assigned to TWIN CITIES 400 trains.
Returned to Pullman and raised roof and HEP installed in November 1958.
Hope that helps Art.
TTFN Al
Hi Al -
Thanks for the build and re-build info - much appreciated!
Tom, yes the 6953 shot did that when I first posted the reply, but immediately settled down to the “normal” size. That’s the first time I had an image respond like that.
G’day!
Another “theme” Pix . . .
MONON #84A
(courtesy: www.mononrr.com - foto credit: unknown)
Later! [tup]
Tom[4:-)] [oX)]
CHICAGO
INDIANAPOLIS
&
LOUISILLE
(MONON)
Streamlined Coaches
by Al
The C&IL better known as the Monon approached streamlining of their passenger services by remodeling surplus U.S. Army Hospital cars that became available in 1947 from the Government. Only the Alaska Railroad went as far as the Monon in purchasing these cars for streamlined train service. The Monon purchased 28 of these cars built new for the U.S. Army by American Car and Foundry in 1944-45. The Monon built four complete streamlined consists the HOOSIER, and TIPPECANOE for service between Chicago and Indianapolis and two consists of the THOROUGHBRED for service between Chicago and Louisville. The Monon shops doing the conversion work to former U.S. Army Hospital cars gave the railroad the streamlined trains faster and at less cost then would have been the case if they had ordered from any car manufacturers. The conversion work done by the Monon’s own shops was very professional in appearance and permitted the Monon to have four streamlined consists in service in 1947-48 probably three years sooner than they would have had to wait for new cars from the manufacturers.
The first of the new streamlined trains to enter service was the HOOSIER between Chicago and Indianapolis round trip daily beginning August 17, 1947. The six-car streamliner was powered by an A-B set of EMD F3s.
81A EMD F3A 1,500 hp Diesel Passenger Cab Unit
81B EMD F3B 1,500 hp Diesel Passenger Booster Unit
11 Baggage 30’ Railway Post Office Car
21 46 Revenue seat Coach
22 46 Revenue seat Coach
23 46-revenue seat Coach
51 24-seat Dining Bar 20 seat Tavern Lounge Car
71 25 Revenue seat Parlor 11 seat Lounge Observation
BAGGAGE 30’ RAILWAY POST OFFICE CAR Monon Shops July 1947 (Rebuilt for and assigned to HOOSIER)
11 originally U.S. Army Hospital Car 89377
46 REVENUE SEAT COACHES Monon S
G’day!
One more Pix . . .
MONON #84A
(courtesy: www.mononrr.com - foto credit: unknown)
Later! [tup]
Tom[4:-)] [oX)]
Tom Knowing How you like Domes just thought I would mention the GM Train of Tomorrow first ran on the MONON between chicago and French Lick where it was first displayed. Yet the MONON never purchased a dome.
TTFN Al
G’day!
Let’s begin the day where we left off - The Train of Tomorrow!
GM Train of Tomorrow
GM Train of Tomorrow (model)
Enjoy! [tup]
Tom[4:-)] [oX)]
A little more information on the GM Train of Tomorrow
by Al
On July 23, 1945 4714 SILVER DOME made its debut, operating to Minneapolis in CB&Q train #45 from Chicago.
At the same time CB&Q train #45 was departing Chicago that morning a press conference was being held by GM Vice-President Mr. Cyrus Osborn in Chicago announcing that GM and Pullman Standard had teamed up and were going to build the TRAIN OF TOMORROW as a demonstration train for the country to see.
General Motors itself was impressed enough with the dome idea it was turned over to there design & styling department and Mr. Harley Earl vice-president (famous for the Buick portholes) of styling turned to his staff and turned the idea into three ten foot models complete with clay passengers and crew members to fill them. Thus was born the GM TRAIN OF TOMORROW. These models went on display in 1945 and were exhibited to many railroad presidents and the reaction of these top Railroad executives led to GM awarding a contract to Pullman Standard for four Astra-Dome cars to be pulled by a new matching General Motors EMD E7A unit. The order called for Pullman Standard to build one each Astra-Dome Cars of four car types.
First was an Astra-Dome Coach with seating for 48 on the main car level with bathrooms located beneath the dome, the dome itself seated 24, this car was named STAR DUST.
The second car in the GM TRAIN OF TOMORROW consist was an Astra-Dome dining car with seating at tables for eighteen in the dome arranged three tables for four on one side and three tables for two on the other. The main floor dining room of SKY VIEW as the Astra-Dome dining car was named seated 24 on the main level. The seating in the main dining room on the main level of the car to the rear of the dome dining room was arranged with four triangular tables for four on one side and four triangular tables for two on the other side. The Kitchen was located at the other end of the cars main floor. Food prepared in the Kitchen
G’day!
Here’s something that we’ve seen before - previously provided by Lars some months ago . . . .
[quote]
QUOTE: The central idea for this train originated with General Motors in 1944, and subsequent practical suggestions from railway officers and transportation experts were combined in a four-car Astra Dome train which included an Electro-Motive 2,000-hp. Diesel locomotive, one chair car, one sleeper, one dining car and one observation-lounge car. Electro-Motive engineers of the Pullman-Standard Car Manufacturing Company developed detail engineering designs with the help of GM stylists and built the cars.
The E.- M. 2,000-hp. Diesel locomotive was 71 ft. long and had a loaded weight of 318,000 lb. Each of the cars was 85 ft. long.
The chair car had a weight of 147,000 lb. and a seating capacity of 72, including the Astra Dome.
The dining car had a weight of 160,000 lb. and seating capacity of 52, including 18 in the Astra Dome and 10 in the private dining room. The total refrigeration space supplied in the car was 111 cu. ft., and had ice-making capacity of 225 lbs of ice cubes in 24 hr.
The sleeping car had a weight of 150,000 lb. and passenger capacity of 24 sitting and 20 sleeping, exclusive of 24 seats in the Astra Dome. This car was designed with two three-berth drawing rooms, eight duplex roomettes for single occupancy, and, under the dome, 3 compartments, each with 2 lengthwise lower berths.
The observation car had a weight of 141,000 lb. and seating capacity of 68. The car was designed with a rear main lounge, cocktail lounge, lower bar and Astra Dome.
The total length of the train, including the locomotive, was 411 ft.; car heights, rail to Astra Dome roofs, 15 ft. 6 in.; empty weight, 920,000 lb.; loaded weight, 977,000 lb.; exterior finish, steel and glass, blue and silver; interior finish, metals, wood plastics and fabrics in 37 colors; total passenger capacity, 216.
The ex
Good Day Captain Tom (morning where I am!)
Just stopped by to offer my support. While I have nothing for your “theme” here - I do have an offering for the Nickel Plate, which was recently discussed here and is the current “theme” at the bar.
Nickel Plate 1934 schedule cover
Nickel Plate 1944 schedule cover
Nickel Plate 1948 schedule cover
Want to see the remainder [?] Visit the bar! [tup]
BK in Alberta, Canada’s high mountain country!
G’day!
Nice spread, BK and even better over at the bar! [tup]
Here’s one more on the “theme” over here . . . .
GM Train of Tomorrow (foto credit: unknown)
Later! [tup]
Tom[4:-)] [oX)]
G’day!
To put a wrap on The Train of Tomorrow for me, here’s one more . . . .
Train of Tomorrow - Moon Glow
(courtesy: www.trainweb.org - foto credit: unknown)
Later! [tup]
Tom[4:-)] [oX)]
The GM Train of Tomorrow Domes in UP service
by Al
The first domes to be acquired by the UP were the four Astra-Domes built for the GM TRAIN OF TOMORROW (See Pullman Standard chapter). These cars built by Pullman Standard were delivered to GM in May 1947. The four cars were named only STAR DUST (Dome Coach), SKY VIEW (Dome Diner), DREAM CLOUD (Dome Sleeper) and MOON GLOW (Dome Lounge Observation). In April 1950 all four cars plus the EMD E7A 765 that had comprised the GM TRAIN OF TOMORROW were purchased by the Union Pacific and moved to Omaha, Nebraska. Here the cars and diesel were repainted from their stainless steel and royal blue scheme to the Armour yellow, harbor mist gray and red streamliner colors of their new owner Union Pacific. Since the Union Pacific operated only one train worthy of the four domes that required but a single set of equipment it was almost a foregone conclusion the UP would operate the cars in their pool train between Portland and Seattle.
For years the UP-GN-NP had operated four trains daily between these two major Northwest cities. Each railroad operated a daily train in each direction and every three months the operation of the overnight train was rotated between the three roads. The UP operated trains 457-458 as their regular schedule. These trains operated NB from Portland each morning bringing through sleeping cars from the connecting CITY OF PORTLAND and SP CASCADE to Seattle’s Union Station. The UP pool train returned to Portland each evening. During the long days of summer the round trip was entirely in daylight. During the spring and fall the train operated NB entirely in the daylight but southbound the train reached Portland after dark. In the winter months the southbound usually encountered darkness before even reaching Tacoma. The sleeping cars returned south to Portland on the NP pool train each morning operating from King Street Station just across from Union Station separated by the 4th Ave overpass.
The Union Pacifi
ENCORE! ENCORE! ENCORE! ENCORE!
PASSENGER RR FALLEN FLAG #40
Here’s another Passenger RR Fallen Flag from Classic American Railroads:
Illinois Terminal (IT)
Headquarters: St. Louis, MO
Mileage in 1950: 462
Locomotives in 1950:
Steam: 14
Diesel: 18
Electric: 38
Battery Diesel-electric: 2
Battery trolley: 1
Diesel trolley 1
Rolling stock in 1950:
Freight cars: 1,868
Passenger cars: 63
Principal routes in 1950: (Illinois, except as noted)
St. Louis, MO-Peoria
Springfield-Danville
Decatur-Mackinaw Jct. via Bloomington
Alton (Federal)-East St. Louis via Edwardsville
Alton- (Federal)-East St. Louis via Granite City
Venice-Grafton via Mitchell
Troy Jct.-O’Fallon
Passenger trains of note:
Capitol Limited (St. Louis-Peoria)
City of Decatur (St. Louis-Decatur)
Fort Crevecoeur (St. Louis-Peoria)
Illini (St. Louis-Champaign)
Illmo Limited (St. Louis-Peoria
Mound City (St. Louis-Peoria)
Owl (St. Louis-Peoria)
Peoria Flyer (St. Louis-Peoria)
St. Louis Flyer (Peoria-St. Louis)
Sangamon (St. Louis-Peoria
Enjoy! [tup]
Tom [4:-)] [oX)]
ENCORE! ENCORE! ENCORE! ENCORE!
ILLINOIS
TERMINAL
(IT)
Streamlined Dining & Lounge Cars
by Al
Following WW II the Illinois Terminal like many railroads was in need of new passenger equipment. He equipment it owned had seen years of use and deferred maintenance throughout the war years had not helped. As the war neared its end the IT ordered three trains from St. Louis Car Company. Two of these trains would be three car trains and the third would be a two-car train. This would be the Illinois terminals one and only venture into streamlined trains. Because the Illinois Terminal was nothing more than and electric traction line the cars would all be powered drawing their electricity from overhead trolley wires.
The first new train named the MOUND CITY the two-car train entered service first between St. Louis and Peoria. Instead of being bi-directional the trains required turning at each terminal. At St. Louis this required each car being turned individually using hostler controls. The two three car trains followed soon after in 1949 first the FORT CREVECOEUR operating between St. Louis and Peoria followed by the CITY OF DECATUR between St. Louis and its namesake city. The first car in each train featured a control cab in the shovelnose front end a small baggage compartment and 44- coach seats. The second car in the two three car trains was a 56-seat coach. The last car in all three trains was a Buffet 21-seat parlor observation. These latter cars were named and numbered 350-LOUIS JOLIET, 351-SHADRACH BOND, and 352-PIERRE LACLEDE. The two-car train was soon renamed and placed in St. Louis-Decatur service as the SANGAMON. All passenger services ended by 1956 and the cars were sold to a St. Louis scrap dealer who held onto the cars for a number of years hoping to find a buyer before giving up and finally scrapping the cars.
MU BUFFET 21-SEAT PARLOR OBSERVATIONS St. Louis Car Company October 1948 – April 1949 (Built for streamlined passenger services operated by the Illinois Terminal)