I would normally snip the message here, but I found the following CZ
consist that might be of interest given this post - note that I am
certainly *NOT* contradicting the note here - just thought it was interesting:
5/22/1966
17 CICERO
68,34A
SILVER BEAR
SILVER CLOUD
SILVER FEATHER
SILVER SAGE
SILVER SADDLE
SILVER LOUNGE
SILVER RESTAURANT
SILVER SWALLOW
SILVER SUMMIT
SILVER PALISADES
SILVER CLIFF
SILVER HORIZON
BIZ ROUNDUP w/GLOVER OTTUMWA
At 09:44 AM 12/28/2004, you wrote:
>December 28, 2004
>
>Gerald and all - Reference placement of CB&Q business cars, as I recollect
>from what my late father told me, it was standard operating procedure
>during the
>1960s for the cars to be placed directly between the last baggage car and the
>first coach in any Zephyr passenger train carrying a rearend observation car.
>Normally, the open platform faced the baggage car so train crew and
>executives riding the business car could go back and forth safety into the
>passenger
>train. Plus, the passenger department did not want the rear view blocked for
>premium paying passengers in the observation car.
>
>If the business car was to be switched out at an intermediate division point,
>then the Zephyr passenger train would have to be broken in two so that the
>business car could be removed. This would, of course, entail some additional
>station delay time that the engineer would have to make up with alittle fast
>running to the next station stop. Only if the passenger train no longer
>carried an
>observation car, then, the business car would be attached at the rear end
>with the open platform facing to the rear. I'm sure that there were
>exceptions to
>the rule, but, in general, that was how the business cars were handled in the
>1960s.
>
>I personally saw Mr. Murphy waving his straw Panama hat from the open
>platform of the stainless steel "Burlington" to track repair crews in the
>summer of
>1965 on the LaCrosse Division where I was working on a steel gang as a
>college
>student. The business car was on the rear end of, as I recall, a combined
>North Coast Limited and Empire Builder (two complete trainsets coupled
>together
>end-on-end with all the E units coupled elephant style leading). This was the
>first train to pass over newly reconstructed tracks along the Mississippi
>River
>near Winona. My gang had taken part in repairing the washed out tracks caused
>by the flooding river. I'm pleased to remember that when I waved back to Mr.
>Murphy, I caught his eye and he waved his hat a second time to me. It sure
>made
>me feel "appreciated" at the time. This in one of the many reasons why CB&Q
>employees had such deep respect and reverence for Mr. Murphy.
>
>Where passenger trains had been taken off, the business car was placed
>directly behind the last diesel locomotive and the first freight car with no
>particular attention being given to which direction the open platform
>faced. This
>placement was the "safest" spot in the freight train to prevent slack
>action at
>the rear end from damaging the car itself and injuring its occupants. I don't
>ever recall hearing about any extra movements where just a locomotive and a
>business car were used. The CB&Q was far to frugal to move business cars
>in such
>an expensive manner when there was always a passenger or freight train to
>carry them.
>
>My late father also related that train crews were usually welcome to hot
>coffee, rolls and occasionally "to go" meals when a business car moved in
>one of
>their passenger or freight trains. The CB&Q of those days was much more of a
>big, happy extended family than what today's BNSF employees might ever
>imagine.
>I hope my recollections will help those CB&Q modelers wondering where to
>place
>a business car in their miniature Zephyr or freight train. Best Regards,
>
>Louis Zadnichek II
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