Gorgeous! Real “Antiques Roadshow” material!
I wonder what the originals are worth, if you could luck into one?
Super posters, especially the “Crusader” and the “Jubilee.”
The “Peter Witt?” That looks like one of the currently-produced slightly salacious “gag” posters produced for todays railfan market. It never would have passed a censor in the '30s!
Yeah I would have to agree with you on the Peter Witt ad. Not sure the company would direct ads to the public, be more inside the industrY, trade magazines and such. It’s kind of fun though .
I was under the impression that “Peter Witt” was more of a generic term describing the interior layout of a car, such as “Pay As You Enter”. Specifically, Peter Witt was, IIRC, a commisioner of the Cleveland street railways and the prime manufacturer would likely have been Kuhlman.
This was probably one of the last poster featuring the S1. “The Great All-Weather Fleet” replaced the much more elegant branding “Fleet of Modernism”, the scaled down T1 would replace the S1 as the new face of Pennsy but didn’t last very long.
One mystery remains unsolved: Pennsy never placed the Keystone number plate on the S1 (and the Loewy K4s as well).
One of my new favorites, the SP SunBeam:
FYI.
Thank You, Sir, for the Posters.
Years ago we visited Torrana, the Witts were still in operation, some with Trailers, but, never rode one.
In 1975 TTC brought Preserved TTC 2424 back for Tour Tram Service and we rode it in this capacity.
T’was only then I realized the Centre Doors slide SIDEWAYS as on a Subway car.
http://www.trainweb.org/elso/ttc2424.htm
FYI,
The question was, Why do streetcars and Interurbans have round ends and railway passenger cars do not?
To accommodate sharp curves found in city streets when coupled in trains.
http://transit.toronto.on.ca/photos/images/ttc-bayandqueen-19220216.jpg
CP 3001 on the ’ Chinook ’ was oil-fired for part of it’s life.
The 2910 bunch were hated around here. They were used on a ’ Ski Train ’ Lethbridge-Blairmore after the War, as engine idle on weekends
Note one is painted Black.
http://www.trainweb.org/oldtimetrains/photos/cpr_steam/jubilee.htm
Cool engines those Jubilees, a nice blend of American and British practice into something uniquely Canadian.
And it goes without saying the CP made the 4-4-4 concept work when the Reading couldn’t.
The Louis Marx toy company was fond of the Jubilees too, check this out…
Ever hear about the Santa Fe timetable recall?
Please enlighten us!
More TTC Witt Drool.
https://transit.toronto.on.ca/streetcar/4501.shtml
http://www.trha.ca/2008/06/ttcs-first-peter-witt-streetcar-leaves.html
https://transit.toronto.on.ca/photos/images/ttc-2300-1956-01.jpg
Altho’ not clear in this view, TTC 2300 is being pushed onto trailer by CLC/Whitcomb No.1.
http://www.trha.ca/uploaded_images/left-764324.jpg
https://farm8.static.flickr.com/7603/16128070934_b5c697fddd_b.jpg
This one lettered " Canadian Locomotive Co. Ltd. " on Rad centre. Others lettered " Whitcomb. "
http://torontorha.blogspot.com/2011/08/historic-note-clc-whitcomb-delivered-to.html
Critters and Such.
Uh, no. That’s a new one on me.
I do remember when the Virginia Railway Express, a Washington D.C commuter service was established here in the '90s one of the rejected ads for the same was…
“Easy in, easy out, with the Virginia Railway Express!”
They thought it was a little risque’. [:$]
Whoa there, buddy! That was a wrongheaded experiment in the first place (pin-guided truck, before the invention of even the original defective Delta truck), and Reading never had the need for a four-wheel truck even on a six-coupled express locomotive all the way to 1948. (On the other hand, when given the opportunity to specify power for a 5-car lightweight express train, they adapted Pacifics rather than going to the contemporary four-coupled high-speed option)
The Germans were the ones who ‘figured out’ how to make double pin-guided trucks work stably at high speed – it involves using an air cylinder to physically slide the pin location relative to the rigid wheelbase.
Reading is also famous for their clever approach to putting heavy control springs on the lead axle of a 2-10-0 to “improve stability”. As I recall, on the first test the arrangement worked so disastrously that after about 50 miles the spring assistance was physically welded out of contact. (Can you say “inadequate snubbing or damping”? I knew you could…)
There’s no particular wizardry in using a four-wheel truck on a four-coupled locomotive… except that you have to wonder if it were truly necessary. (Lima certainly would have thought so.) Remember that this has comparatively little to do with considerations of ‘adequate grate area’ even for indifferent coal firing – it’s the carried weight of all the firebox and chamber paraphernalia, including syphons to augment circulation and radiant uptake area.
Most railroads faced with this would (and I suspect did) just add the third axle to produce a Hudson, which in most cases would give a much more flexible locomotive. The brief era of four-coupled for true high speed was largely over by the late
No disrespect intended toward the Reading, they were a class act. As a matter of fact they were once referred to as “The most exclusive men’s club in Pennsylvania!”
All I knew was a they tried a 4-4-4, it didn’t work, it scrambled the head-end crews brains at speed, so they reverted to a 4-4-2, which did work. That’s all.
I didn’t know about the Germans, but I’m not surprised they made it work, they could make just about everything work. Hey, the people in the old Eastern Bloc countries used to say “Those damn Germans! They even make Communism work!”
At least until the Berlin Wall came down and East Germany died a long-overdue death, and the dirty little secret came out. They couldn’t make Communism work either!
Here’s the relatively short version, and it’s important to remember that the ‘modern’ two-wheel truck as we know it hadn’t been invented at that point; the design of trailing trucks was not much advanced beyond the original dodge of using smaller wheels in a 4-6-0 chassis to produce a 4-4-2, and some part of that was use of Cartazzi-style axleboxes to produce the effect of radial steer without positive weight-assisted guiding (as would become a fundamental principle of the Delta truck, which you should study if you’re unfamiliar with it). There was a brief excited flowering of various kinds of patent trailing truck that, with more or less success, managed weight distribution and good guiding together, sometimes with complex and lightweight systems of levers and framing. Some of these worked quite well: the N&W in particular kept fabricated trucks on the streamlined Mountains, which would make little sense if they didn’t perform ‘as advertised’ with decent maintenance.
As far as I can tell, the Reading decided to minimize all the adjustment and maintenance involved with a fabricated trailing-truck arrangement by going to a simple and parts-saving expedient: use the same pin-guided truck on the front under the firebox. This had been tried on the largest locomotives in Europe only a couple of years earlier (which is why a ‘Baltic’ has pin-guided trucks on both ends, but a ‘Hudson’ has a Bissel on the rear, by convention) and apparently there was no perceived problem with putting a frame socket and side bearings under the ashpan (it wouldn’t be until Woodard in the early '20s that the idea of getting structure out from under a big ashpan and adequate free air for a big firebox would become famous design points). <
Mod-man, when it comes to engineering you certainly know your stuff!
In a documentary about the Super Chief narrated by Michael Gross they mention a timetable that had to be recalled because the image of a waiter was “suggestive”. What it was, was a shadow on the man’s pants, but it looked a bit on the pornographic side for the time. I’ve seen the photo in question and today no one would care. But, needless to say, that particular timetable is in high demand among collectors.
Hmmm… thanks Penny
Some more very cool posters
Can HSR beat 22.5 hours when built to Hawaii because of the Green New Deal outlawing air travel!
Volunteer at a railway museum, it’s that easy! But your shirt will get a lot dirtier than that!
I’d love to fit a flying boat in here too, but unfortunately the pond out back isn’t quite big enough for it.