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Re: [CBQ] Correspondence from the CRRM Library Archives

To: "CBQ@yahoogroups.com" <CBQ@yahoogroups.com>
Subject: Re: [CBQ] Correspondence from the CRRM Library Archives
From: Cy Svobodny <ctsvobodny@yahoo.com>
Date: Wed, 9 Nov 2011 20:11:06 -0800 (PST)
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Actually the writen number would not become part of the Train Order.   It would 
be X6312 North meet #12, motor car 9844 at Cambon..   The spelling of locations 
also do not become part of the actual order.   These things are just done.   
This all adds to the fail safeconditions. ................. 


From: "Sent: Wednesday, November 9, 2011 8:57 PM
Subject: Re: [CBQ] Correspondence from the CRRM Library Archives


  
Pete
You mean like: Extra 6312 north six three one two north meet No 12 one two 
motor 9844 nine eight four four at Cambon C-a-m-b-o-n, all in one breath! It 
all took two seconds.
John

________________________________
From: "Jpslhedgpeth@aol.com" <Jpslhedgpeth@aol.com>
To: CBQ@yahoogroups.com
Sent: Monday, November 7, 2011 10:25 PM
Subject: Re: [CBQ] Correspondence from the CRRM Library Archives

  


John

Something that hangs in my memory vividly is listening to the old time TO 
operators repeat a train order. I wish there were some old timers still around 
who could do it for a recording. If you were not familiar with what they were 
doing and saying you would have thought they were speaking a foreign language.

Pete

-----Original Message-----
From: John D. Mitchell, Jr. <cbqrr47@yahoo.com>
To: CBQ <CBQ@yahoogroups.com>
Sent: Mon, Nov 7, 2011 9:41 pm
Subject: Re: [CBQ] Correspondence from the CRRM Library Archives

Pete
I learned that langage as boy at the depot. I still use some of it and 
sometimes get some strange looks. I remember a hobo getting a one way ticket 
home, "account special agent".
John

________________________________
From: "Jpslhedgpeth@aol.com" <Jpslhedgpeth@aol.com>
To: CBQ@yahoogroups.com
Sent: Monday, November 7, 2011 8:41 PM
Subject: Re: [CBQ] Correspondence from the CRRM Library Archives

Keep it coming Hol...I love this old correspondence...I have little or no 
interest in the cars themselves, but the old "railroad terminology" which is 
found on every piece of correspondence on every railroad is "priceless" to 
those of us who were still around when it was.."the language of the day"

ie "protect that job"...."account......." "please handle accordingly"...."see 
no failure"....."handle and advise".....long opening statements 
ie...."referring to your letter of such and such a date regarding...such and 
such a matter with "copy to Messrs X and Y and Z.

Phil Weibler and I have tossed around the idea of putting together a book 
describing..."the uniform"...ie suit, white shirt, fedora hat complete with 
cigar and notebook. as well as some of the language as above.....Maybe someday 
we'll get at it....Phil has got the perfect title which will 
remain..."confidential" until the proper time.

Pete

-----Original Message-----
From: HOL WAGNER <holpennywagner@msn.com>
To: CB&Q Group <cbq@yahoogroups.com>
Sent: Mon, Nov 7, 2011 7:15 pm
Subject: [CBQ] Correspondence from the CRRM Library Archives

I spent another four hours today trying to help sort and catalog the huge 
volume of C&S and Q records -- most from the mechanical department -- archived 
at the Colorado Railroad Museum Library, which is only about 15 minutes from my 
home. Today I went through a number of correspondence files from C.A. 
{Clarence} Moody, who was assistant superintendent of motive power for Lines 
West, the C&S and the FW&D from the 1940s until his retirement in 1961 or '62. 
He offices at the Havelock shops in Lincoln and also at the Joint Shops here in 
Denver, until they closed in September 1955, and thereafter at the Q's 23rd 
Street roundhouse in Denver. Nearly everything I went through today was from 
1953, late in the steam era and a year in which many heavyweight passenger cars 
were modernized or retired and Havelock was building not only freight cars but 
economy baggage cars. Many records of the Havelock work are in these files. But 
there were many brief but interesting
file s on other passenger car topics, and I thought I might transcribe some of 
them here, for whatever interest they might have to list members.

First, the individuals named in the correspondence:
S.L. Fee, vice president operations
W.B. Simmons, general superintendent transportation
H.H. Urbach, assistant vice president-mechanical (previously superintendent of 
motive power)
C.A. Moody, assistant superintendent of motive power-Lines West, C&S, FW&D
C.E. Melker, assistant superintendent of motive power-Lines East
E.L. Potarf, general manager-Lines West (transferred to Lines East, mid-1953)
E.P. Stine, general manager-Lines West (succeeded Potarf, mid-1953)
C.E. Bloom, master mechanic, Lincoln
C.J. Harty, master mechanic, Alliance

Now, on to the correspondence:

Moody to Bloom, Havelock, 2/19/1953:
Have the following from Mr. Potarf dated February 18, 1953:
"It is my understanding that we have stored at Lincoln, Combination Cars 3992, 
3997 and 3998.
"What is the condition of these cars and would they be suitable for service on 
the Holdrege Line [Holdrege, Neb., to Sterling, Colo.], insofar as the 
Mechanical Department is concerned?"
Please advise.

Bloom to Moody, Lincoln, 2/26/1953:
Combination Waycars
Your letter of Febr. 19, file 412.014, on above subject.
The three cars mentioned in your letter are mechanically fit for this service.

Moody forwarded the information on to Potarf in Lincoln, but it does not appear 
these CW-6 cars were put back in service on the line west out of Holdrege, as 
all three were scrapped at Lincoln in December 1953 and January 1954.

Moody to Stine, Havelock, 12/15/1953:
We have at Lincoln, combination passenger and baggage car 3658 [converted 
8/1951 from PMC 9842] in very good condition, which we suggest be assigned to 
Edgemont-Deadwood trains in place of car 2752 [coach-baggage-mail built by 
Pullman, 9/1927, for the Cody Branch, by this time with the RPO door plated 
over].
Car 3658 will be suitable for the business on this run, as to passenger and 
baggage space. It is also equipped with beds and locker for train crews, and by 
using this car it will not be necessary to use a waycar, as we now do with car 
2752.
Car 2752 is in need of light shopping, and car should be moved to Lincoln for 
this attention when released from Edgemont service.
Mr. Jones talked to Superintendent Harris [Alliance Division Superintendent 
S.R. Harris] about this change and it was agreeable with Mr. Harris. If 
agreeable with you, will you please line up for the change.

The change was made, and the 3658 was used on the Deadwood Branch until waycar 
14560 was given a baggage compartment with side door at Havelock in October 
1959 to replace it. The 2752 remained in mixed train service out of Lincoln 
until the advent of Amtrak in 1971.

Melker to H.J. Bricher, Chicago, 4/8/1953:
Referring to correspondence ending with your letter of March 16, addressed to 
Mr. Urbach, copy to me, in regard to inspection made of baggage car 1470 
[converted by Great Northern, 6/1924, from an old GN sleeping car] which was 
reported to be in poor condition.
We now have authority to retire this car frompassenger service; however, you 
will arrange to have car billed to Lincoln where it is to he held for possible 
conversion to company service. [It was renumbered 250288 on 9/8/1953.]
Please advise when car actually moves out of Aurora.

Urbach to Melker, Chicago, 4/6/1953:
Referring to your letter March 9, and Mr. Bricher's letter March 16, in regard 
to condition of baggage car 1470.
Mr. Fee has authorized retirement of this car from passenger service, and you 
should arrange to have it moved to Lincoln. Am giving Mr. Moody copy of this 
letter with request that he hold car at that location for possible conversion 
to company service until further advised.

Great Northern had operated its own sleeping cars until it finally gave in and 
contracted with Pullman in 1923. It had a large number of wooden sleeping cars 
that were now surplus, and Q 1470 was the first of 20 of these sleeping cars 
converted by the GN into steel-sheathed truss rod baggage cars and sold to the 
Burlington in 1924 as CB&Q 1470-1489. Four more cars were identically converted 
in 1926, becoming Fort Worth & Denver 105-108, and another six were converted 
into steel-sheathed truss rod coaches at the same time, becoming FW&D 207-212.

Moody to Urbach, Havelock, 4/20/1953:
Condemned Baggage Cars
CB&Q baggage cars #1361 and #1463 have been on hand at Lincoln account in bad 
physical condition.
Superstructures of these cars are working roofs loose, trucks in need of 
general overhauling, and general condition of cars is such that they should be 
retired from regular passenger service. Estimated cost to repair each of these 
cars is $15,000, and as superstructures are all wood, we recommend they be 
retired and used in company service.
Cars have already been renumber to company service [1361 to 250872 on 
4/14/1953; 1463 to 250871 on 4/13/1953], and above information is in line with 
telephone request from Mr. Rezner's office last week. [J.D. Rezner was then 
Urbach's assistant and would succeed him within the next year.]

Urbach to Fee, Chicago, 4/21/1953:
Baggage cars 1361 and 1463, built in 1901 and 1909 respectively, are in very 
bad physical condition. These are steel underframe cars, wood superstructure, 
with composite trucks.
Estimated cost to make repairs is $15,000 each, and inasmuch as they are no 
longer suitable for main line service, and can be renumbered for company 
service, may we have your authority to retire them [since we have already done 
it without any authority].

Car 1361 was built at Plattsmouth in 9/1901 as B&MR 129, while car 1463 was 
turned out by Aurora in 11/1909 as CB&Q RPO car 2242, converted to baggage car 
1463 at Aurora in 7/1923.

More tomorrow!

Hol Wagner

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