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Union Pacific 2025 Calendar

$17.95

The Union Pacific 2025 calendar features locomotives that made pioneering transcontinental rail service possible. Running freight through half of America meant long consists hauled by some of the largest locomotives ever built. From the steam era, a Union Pacific Type 4-12-2 from 1930, a Santa Fe Type TTT 2-10-2 from 1923, Big Boy 4018 (4-8-8-4) from 1942, on to 8,500 h.p. Super Tubine #14, and more. Roll on!

This 2025 monthly wall calendar features: Large blocks for notes | Superb printing quality | Heavy 100-pound paper | Deluxe 11- by 14-inch size

Locomotives and trains featured in this edition include:
Union Pacific 3565 and another SD40-2 are leading a single-car eastbound Sidney, Nebraska local through a roaring ground blizzard at Durham, Wyoming, 13 miles east of Cheyenne on March 14, 1990. 3565 is on the south track; a close examination of the image will reveal the northbound track, sort of. This is bad weather at its finest.

Union Pacific 3802 and 3995 are on a double-headed westbound freight three miles east of Granite, Wyoming on February 1, 1953. 3802 was the third Challenger built (1936) and 3995 was the fifth from the last one (1943), both by the American Locomotive Company. This image was made shortly before the #3 Track between Speer and Dale, Wyoming was placed in service. Prior to that, a manifest freight could become a dispatcher’s nightmare, but most of the time the traffic could be spread out with judicious use of sidings to keep the hotter trains moving.

Union Pacific 828, a Class FEF-2 (4-8-4, second order) is on the approach to Buford, Wyoming with Mail Train #6 eastbound on March 30, 1952. The FEF-2 Class consisted of fifteen locomotives numbered from 820 to 834, built by Alco from an order placed in 1939. All were coal burners (converted later to burn oil), and part of the second of three orders totaling 45 locomotives. By 1961 only 844 was still operable. It remains available today for special trains, renumbered 8444 at first in deference to a new GP-30, but now carrying its original number: 844.

Union Pacific 9062, seen here on a freight at Valley, Nebraska on June 19, 1955, was one of a unique class of 88 locomotives. They were three-cylinder engines with a 4-12-2 wheel arrangement and the longest rigid frame of any locomotives anywhere. Known as the Union Pacific type, they were built by the American Locomotive Company in 1929 and 1930. 87 of them were still in service in 1954. These locomotives were expensive to maintain, but UP had a tremendous investment in them, so they remained in service until late 1954. All were set aside by late 1955, and the sole survivor, 9000, was saved and is on display in Pomona, California.

≈ Union Pacific 6294 (three SD-60M’s and a C44-9W) is leading a westbound North Platte—Seattle Expedited train (SECSZ) two miles east of Granite, Wyoming on March 6, 1992.

Union Pacific Challengers 3712 and 3715 lead a 77-car eastbound freight near Baxter, Wyoming on June 15, 1959. Baxter is located 19 miles east of Green River. Scenes like this one taken by master photographer Jack Pfeifer (who spent his working career as a claims agent with the Union Pacific) will become impossible to see as all steam locomotives would be set aside by the late fall of 1959. Both 3712 and 3715 were scrapped that autumn.

Union Pacific Gas Turbine 54, one of a class of ten, is leading an eastbound freight out of Ogden, Utah on July 22, 1958. These units were delivered as a single unit with a self-contained fuel tank in 1952. In July 1956 an auxiliary fuel tank was added to extend their operating range. (The auxiliary tanks came from 9000-series 4-12-2’s that had been scrapped.) By the middle of 1963 all ten turbines would be off the roster.

Union Pacific Super Turbine 14 is bringing an eastbound manifest freight through the Laramie, Wyoming yard in August 1968. Turbine 14 was delivered to the UP by General Electric early in 1961. UP had 30 of them on their roster, all rated at 8,500 horsepower. They were used primarily between North Platte, Nebraska and Ogden, Utah. The escalating cost of Bunker C fuel, coupled with increasing mechanical difficulties, saw units being set aside, as diesels once again could haul more freight at a lower cost. All were off the roster by early February 1970.

Union Pacific 3800 was the first of 105 4-6-6-4 Challengers built by the American Locomotive Company between 1936 and 1944. Here it is on September 18, 1956, in work train service. It sits in the 6,336-foot-long center siding at the east end of Hermosa, Wyoming, waiting for the main line to clear. 3800 would remain in service for another couple of years, mainly working around Cheyenne and hauling ballast trains.

Union Pacific 4018, a ponderous 4-8-8-4 Big Boy, is leading an eastbound 103-car freight out of Green River, Wyoming on October 12, 1957. The first 20 Big Boys were built by the American Locomotive Company. The first one, 4000, was delivered at Council Bluffs, Iowa in September 1941. A second order for five more would follow in 1942 and 1943. UP got their money’s worth out of 4018. It went into service in 1942, and it was set aside in 1958. Despite a relatively short service life —a little over sixteen years— it was operated 1,037,123 miles. Eight Big Boys were donated to museums and for display, but 4018 was not among them. It went to scrap in 1962.

≈ Here is a view of one of the busiest places on the Union Pacific as well as one of the most important. This is the mammoth Cheyenne, Wyoming fuel facility. During the steam era, day or night, summer or winter or any time in between, locomotives took on fuel and water; minor running repairs were also performed here. In this view are Big Boy 4002 and locomotive 5301, a Class T-T-T (2-10-2) built in 1923 by the American Locomotive Company being prepared for service. Soon, both locomotives would be heading out of town, and other engines would be under the coal chute.

≈ Union Pacific Consolidation (2-8-0) is hard at work, assisting with the 1956 sugar beet harvest, delivering many carloads of beets to several Great Western Sugar Company plants located in northeastern Colorado and surrounding states. It is December 8, 1956, and 6072 is picking up cars at Gill, Colorado. (Gill is located about ten miles northeast of Greeley.) 6072 was delivered to UP in 1908 and served for 49 years. It was retired in 1957 and donated for display to Fort Riley, Kansas, where it remains today.

 

Published by Tide-mark Press © 2024

Available In 6/17/2024 11:02 AM

Those Remarkable Trains 2025 Calendar

$17.95

The unique collection of classic steam and early diesel locomotives in Those Remarkable Trains 2025 calendar offers thundering power and great style through more than 50 years of railroading. Locomotives include: a C&IM Baldwin 2-10-2 from 1926, a Lehigh Valley Alco PA-1, an Alco Mikado (2-8-2) from 1924, a unique Baldwin coal-fired, steam turbine electric from 1954, and more. Don’t miss the call!

This 2025 wall calendar features: Large blocks for notes | Superb printing quality | Heavy 100-pound paper | Deluxe 11- by 14-inch size

Locomotives and railroads featured in this edition include:
Boston and Maine 3809, an E-7A, built by EMD in 1946, is passing under a covered bridge at Troy, NY on January 5, 1958. This was Train #67, a Sunday-only train, The Greylock. Arrival time per the timetable was 1:25 PM, but 3809 was running a little late. The photographer noted the time he took the slide as 1:59 PM. The covered bridge was built in 1885. An act of arson served as its demise in 1963.

≈ The Chicago and Illinois Midland Railway was primarily a coal hauler operating 121 miles between Peoria and Taylorville, Illinois. Rather than buying pricy new diesels, the Midland purchased used steam engines from other railroads that were in the process of dieselizing. Engine 705, seen here at Springfield, IL on July 3, 1954, was one of nine purchased from the Atlantic Coast Line. It was a 2-10-2, built in 1926 by Baldwin Locomotive Works. The Midland renumbered it 755 and placed it in service in November 1953. It would be set aside and scrapped in December 1955.

≈ The Toledo, Peoria and Western Railroad was a Midwestern line that operated between Mapleton, IL (west of Peoria) and Logansport, IN. EMD had a four-unit demonstrator set of F3’s, an A-B-B-A. In 1946, the TP&W bought half of the set, an F3A and an F3B. They then installed a cab on the B unit. This gave them more operating flexibility. Here is the 100, the original F3A, on Train #21, a westbound freight, stopped for switching at Fairbury, IL on February 23, 1955. This image was taken by TP&W dispatcher Monty Powell.

≈ It is 1:00 PM on May 21, 1958 and Chicago, Indianapolis and Louisville engine 82-A is pulling out of La Salle Street Station, Chicago, IL with Train #5, The Thoroughbred. It is on its way to Louisville, KY. Engine 82-A is an F-3A, purchased from EMD in 1947. Monon painted its passenger F-Units in Indiana University red and white colors; freight F-Units were painted in Purdue University black and gold. Monon was one of the first large railroads to eliminate steam power, doing so by 1949. By 1967, The Thoroughbred was the last Monon passenger train in service, but on September 29, 1967 all passenger service on the Monon ended.

≈ Here is a very rarely photographed locomotive: “Jawn Henry.” It is Norfolk and Western 2300, a steam turbine electric coal burner built by Baldwin-Lima-Hamilton in 1954. It was a monster, weighing in ready to roll at 1,182,000 pounds. 2300 went into service in June 1954. It was experimental, and various problems developed. It was a one-of-a-kind locomotive, requiring special handling. After experimenting with it in several applications, 2300 was assigned as a rear-end helper on coal trains running eastbound up the Blue Ridge grade. When the turbine failed on November 30, 1957, the engine was doomed. It was retired a few weeks later.

Lehigh Valley 606 (two Alco PA-1’s) are on Train #29, the John Wilkes making a station stop at Mauch Chunk, PA (The town was renamed in 1954 after Olympic athlete Jim Thorpe, who is buried there.) Lehigh Valley purchased 14 of these PA-1’s in 1948, but the line’s passenger service was poorly patronized. The flagship train, the Black Diamond made its last run on May 11, 1959. On February 3, 1961, the John Wilkes made its last run, and the next day the Maple Leaf was removed from service. The PA’s were transferred to freight service, a role for which they were poorly suited. During the next four years, all of them were removed from the roster; 606, the last of these locomotives still in service, was traded to Alco for new power.

Grand Trunk Western 3752, a Class S-3-c stoker-equipped Mikado (2-8-2) built by the American Locomotive Company in 1924, is on an empty gravel train (the Oxford stone train) at Oxford, MI, location of the largest gravel pit in the world. The Mikados worked as all-purpose locomotives for the Grand Trunk Western, even running in passenger train service. 3752 would be removed from service in 1960 and was scrapped in June 1961.

Atlantic Coast Line 356 (two EMD F-7A’s) are on a freight at the Live Oak, FL, depot in the summer of 1955. These F-7A’s were delivered to the ACL in February of 1949 in their distinctive (and expensive to maintain) silver and purple paint scheme. The president of ACL, McDowell Davis, liked the colors and their artful application on the line’s diesels. He retired in 1957 and as soon as he did, the much more conservative black with yellow striping began to show up with great regularity.

Chicago, Burlington and Quincy 9915-A and an identical unit are about twenty minutes and ten miles south of Minneapolis, MN, with Train #22, the Morning Zephyr on September 28, 1957. The two sleek EMD E-5A’s are leading their train out of St. Paul, MN, en route to an on-time arrival at Chicago Union Station at 2:15 PM.

≈ On October 13, 1996, Chicago and North Western 8605 and 8604, both General Electric Model C44-8W’s, part of a 130-unit order delivered in 1993, are on the approach to Dale, WY with an empty soda ash hopper train returning to the Green River, WY area. All C&NW stock was acquired by the Union Pacific on April 27, 1995; merger followed on June 28, 1995. Regardless of mergers, those three-year-old locomotives look great in this setting.

Union Pacific 5526, a Santa Fe Type 2-10-2, is on the point of a heavy westbound manifest freight helping Union Pacific 3951 Challenger, a 4-6-6-4 built by the American Locomotive Company in 1942. They are passing Otto, WY, a siding about 16 miles west of Cheyenne.

Great Northern 436 is leading a freight at Newport, WA on December 10, 1953. 436 was a four-unit, 6,000-horsepower Model F3A-F3B-F3B-F3A set purchased in September 1948. All were traded in to EMD in 1967 and 1968.

 

© 2024 Tide-mark Press

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Streetcars & Trolleys 2025 Wall Calendar

$17.95

Before automobiles and buses there were streetcars or trolleys in virtually every American city. Streetcars & Trolleys 2025 calendar recalls that era through historic photographs from around the United States. Images from city systems featured include: Baltimore, Chicago, Minneapolis, New Orleans, San Diego, Yonkers, and more.

This 2025 monthly wall calendar features: Large blocks for notes | Superb printing quality | Heavy 100-pound paper | Deluxe 11- by 14-inch size

Streetcar lines and locations featured in this edition include:
√ The motorman throwing a switch for Lehigh Valley Transit Car 1007 seen here at Allentown, Pennsylvania, in February of 1950. Car 1007 was purchased secondhand from the Cincinnati and Lake Erie in 1938, and it was retired from service on November 14, 1951.

Omaha and Council Bluffs Car 1019, built by the J.G. Brill Company in 1917, is on the single-track wye at 45th and Bedford, Omaha, Nebraska on February 22, 1955. Streetcar service was discontinued later that year.

Chicago Transit Authority Car 1725 has turned south from Cermak Road, crossing under the C.B. & Q. underpass at Trumbull Avenue, Chicago, Illinois on June 11, 1951.

√ The Milwaukee Electric Railway and Light Company Car 1142 has stopped to pick up a passenger in downtown Waukesha, Wisconsin in September 1949. Car 1142 was built by the St. Louis Car Company in 1927, a 48-seat, all-steel car. In 1949 it was sold to Speedrail and was removed from the TMER&L roster.

Twin Cities Rapid Transit PCC Car 436 is on Hennepin at Lyndale, Minneapolis, Minnesota on June 12, 1953. This must have been a prosperous operation at this time. Note that there is someone in every seat.

Fort Collins Municipal Railway Birney 20 is in service at Fort Collins, Colorado on June 23, 1951. This line opened in December of 1907 and operated with Birney Cars (six of them) until 1951, when poor ridership discouraged further operation. In 1977, however, Car 21 was rebuilt and made operational. The City of Fort Collins allowed replacement of a mile and a half of track, all done with private funding. The line operates with Cars 21 and 25 on some weekends and for special events.

Denver and Intermountain Car .03 is coming out of the Tramway Loop in downtown Denver, CO on July 2, 1950. The Denver and Intermountain used a decimal point in the numbering of their cars.

Southern Iowa Freight Motor 100 is stopped at the Moravia, Iowa depot on August 22, 1954. This freight-only short line would limp along for much longer than expected, with the last train operating on July 18, 1967, after which all operations ceased.

District of Columbia Transit PCC Car 1570 Is passing 15th and H Streets NW, Washington, D.C. on September 6, 1958.

Los Angeles Railway PCC Car 3031 is on the Pico Line, passing the A and B Market at First and Clarence, Los Angeles, California on October 2, 1951.

Illinois Terminal Car 282 is leaving Morton, Illinois southbound on November 1, 1952. Car 282 was built by the St. Louis Car Company in May 1913, and was in service for forty years. It was scrapped by Hyman-Michaels in October 1953.

Fort Dodge, Des Moines and Southern Combine 74, built in 1913, is at Des Moines, Iowa, this road’s southern terminal on November 1, 1953. The Fort Dodge and Des Moines line was 86 miles long, with Boone, Iowa about in the middle. It was noted for its 2,179-long, 182-foot-high bridge crossing the Des Moines River. Regularly scheduled interurban service was terminated on August 31, 1955.

Published by Tide-mark Press © 2024

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Southern Pacific Railroad 2025 Calendar

$17.95

Southern Pacific Railroad began with a simple idea: to connect San Francisco and San Diego, California, by rail. A century later, Southern Pacific had become one of the largest railroads in America, with lines that stretched from coast to coast (connecting to New York via Morgan Line steamships) and from the south to the northwest. In 1959, SP moved more ton-miles of freight than any other U.S. railroad. Southern Pacific Railroad 2025 calendar features engines and trains that reach back to the era of SP steam, and forward to the diesels of the 1970s.

This 2025 monthly wall calendar features: Large blocks for notes | Superb printing quality | Heavy 100-pound paper | Deluxe 11- by 14-inch size
Locomotives and trains featured in this edition include:
≈ Southern Pacific 9 is a narrow gauge Ten-Wheeler (4-6-0) built in 1909 for the Nevada-California-Oregon Railroad. By 1928 it belonged to Southern Pacific. It was the final steam locomotive to haul revenue freight on the Slim Princess line between Laws and Keeler, CA, last seeing service in August 1959. It is being turned on the Armstrong turntable at Laws, CA in July 1959.

≈ Southern Pacific 9192-7562-9208 (an SD40T-2 Tunnel Motor, an SD45, and another Tunnel Motor) all in the ill-fated SPSF paint scheme, are leaving Spruce, CO southbound with D&RGW Train #128 on February 12, 1988. Santa Fe painted 306 locomotives in the red and yellow “merger” paint scheme; Southern Pacific only painted 96. The railroads had announced their intention to merge and requested Interstate Commerce Commission approval on March 23, 1984. ICC formally rejected the merger on July 25, 1986, stating restraint of trade. It turned out that beside lots of money being wasted, so was a lot of red and yellow paint.

≈ Southern Pacific locomotives 4427 and 4426, both Class GS-3 (4-8-4’s) built by the Lima Locomotive Works in 1937, are coming through Ilmon, CA, located 30 rail miles north of Tehachapi in March 1954. The train is northbound, and it could be the San Joaquin Daylight.

≈ Southern Pacific 4165, a Class AC-7 Cab Forward (4-8-8-2) built by the Baldwin Locomotive Works in 1937, is leading a freight out of West Oakland, CA in March 1958. It would be retired just a few months after this trip. The AC-6, AC-7, AC-8, AC-10. AC-11 and AC-12. were all nearly identical. Only one was saved, the last one, 4294. It is displayed in spectacular fashion at the California Railroad Museum in Sacramento.

≈ Train #1, the Sunset Limited is at the San Antonio, TX depot on May 12, 1959. Power for this day’s train was Southern Pacific’s only E8A, 6018, an E9A in the Halloween paint scheme, and an E7B in gray paint. The Sunset Limited originated in New Orleans, LA, and the train’s final destination was Los Angeles, CA.

≈ Texas and New Orleans 179, one of eight AS-616 road switchers built by the Baldwin Locomotive Works and delivered in 1952, is switching at Fort Worth, TX on June 16, 1966. The Texas and New Orleans was a wholly owned subsidiary road of the Southern Pacific. These were dependable locomotives—the last of them was retired in 1969.

≈ Southern Pacific 631, one of three locomotives purchased for the Texas and New Orleans Railroad, is a Class P-13 Pacific (4-6-2) built by the Baldwin Locomotive Works in 1928. It is seen here on First #5, the Argonaut, arriving at San Antonio, TX on July 9, 1944. This was the first section of this train, and at least one other section was following. The heavy passenger load was prompted by the demands of World War Two. 631 would remain in service until 1955, when it was replaced by new motive power purchases.

≈ Of all the trains that operated through the Tehachapi Mountains, the “Oil Cans” (train symbol BKDOU) was probably the most interesting. It was loaded at Saco, CA, north of Bakersfield, CA, and crossed the Tehachapi Range on its way to Dolores, CA, south of Long Beach, where it was unloaded. The consist was five locomotives, then four sets of 12 tank cars each, six helper engines, then two more 12-car sets. In total, the train carried 1,848,600 gallons of oil and weighed a total of 10,608 tons. Oil Cans ran from 1983 into 1997, when oil pipelines took over. In this image, five SP Tunnel Motors (SD-40T-2’s) lead the “Cans” through Woodford, CA, on August 13, 1990.There are six helper engines working 48 cars behind the leaders.

≈ On September 15, 1979, Southern Pacific 3200, an EMD SD45 with an SD40-2 trailing, is crossing the Benicia- Martinez Bridge. This 1.7-mile-long bridge, which was completed in 1962, towers almost 100 feet above the Carquinez Strait. It appears that the photographer took this picture from one of the “step ins” for pedestrians on the bridge.

≈ Here is Southern Pacific Class AC-9 3806 in fresh paint. SP purchased a dozen of these coal-burning “stack ahead” Yellowstone Type (2-8-8-4) locomotives from the Lima Locomotive Works in 1939. They were used extensively between Tucumcari, NM and El Paso, TX. In 1950, they were converted to oil and moved to the Modoc Line, running mostly between Sparks, NV and Alturas, CA. By the end of 1956, all were off the roster.

≈ In March 1978, Southern Pacific received four locomotives manufactured by Morrison-Knudsen at Boise, Idaho. These were TE70-4S locomotives, nicknamed “popsicles” because of their vibrant colors, a big change from Southern Pacific gray. Three of them are seen here on a freight near Colca, OR, on June 9, 1980. They were unreliable and did not seem to fit in well with the Southern Pacific. After nearly a decade trying, SP gave up, and the TE70-4Ss were scrapped.

≈ Southern Pacific 2745, one of 58 Class C-8 Consolidations (2-8-0) built in 1904 by the Schenectady Locomotive Company, is handling switching duties at Crescent Lake, OR on August 8, 1955. Two of the engines from this class were saved and are on display at Alturas and at Watsonville, CA, but 2745 was not one of them.

Published by Tide-mark Press © 2024

Available In 6/17/2024 2:32 PM

Sierra Nevada 2025 Calendar

$17.95

Naturalist John Muir described the excitement of being in the Sierra Nevada by saying, “We are now in the mountains and they are in us, kindling enthusiasm, making every nerve quiver, filling every pore and cell of us.” Muir called the mountains “the grandest of all special temples of Nature.” The Sierra Nevada 2025 calendar reveals Muir’s “special temples of nature” in photographs of those remarkable mountain landscapes that continues to inspire us today.

This 2025 wall calendar features: Large blocks for notes | Superb printing quality | Heavy 100-pound paper | Deluxe 11- by 14-inch size

Locations featured in this edition include:
≈ On the east side of the Sierra Nevada, a frosty morning around Crowley Lake

≈ Thawing lake reflections at Bishop Creek Canyon

≈ The spring melt sends water rushing through Rock Creek Canyon

≈ Indian paintbrush blooming in McGee Creek Canyon

≈ Golden Trout Wilderness in the Southern Sierra Nevada

≈ Moonrise and glowing tufa at Mono Lake

≈ Fourth Recess Lake in the John Muir Wilderness

≈ Summer storm gathering over Thousand Island Lake, Ansel Adams Wilderness

≈ Gnarled bristlecone pine is among the oldest living things on the earth

≈ Fall leaves and a pink sunset reflection light up McGee Creek

≈ Golden aspen and the first signs of winter, Inyo National Forest

Published by Tide-mark Press © 2024

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Seashells 2025 Calendar

$17.95

We have seashells by the seashore and to see them is to understand why Sally might be successful selling them. The old children’s rhyme may be a tongue-twister, but the shells are colorful and appealing. The Seashells 2025 wall calendar is like seeing the Amalfi coast in miniature, with bright, distinctive dwellings glowing in the sunshine along a wave-washed shore.

This 2025 monthly wall calendar features: Large blocks for notes | Superb printing quality | Heavy 100-pound paper | Deluxe 11- by 14-inch size

Seashells featured in this edition include:

Many wonderful examples of nature’s unique ability to design with color, imaginative shapes, and sizes

Published by Tide-mark Press © 2024

Available In 6/17/2024 1:56 PM

Santa Fe Railway 2025 Calendar

$17.95

Chartered just before the Civil War, during the next three decades the tracks of the Atchison Topeka and Santa Fe reached from Chicago to Los Angeles. Santa Fe Railway trains provided the country’s most appealing passenger service and for shippers, the most innovative intermodal freight service in America. The Santa Fe Railway 2025 calendar features classic steam and diesel locomotives working on the ATSF.

This 2025 monthly wall calendar features: Large blocks for notes | Superb printing quality | Heavy 100-pound paper | Deluxe 11- by 14-inch size
Locomotives and trains featured in this edition include:
≈ Santa Fe 38C (two F-7A’s and three F-7B’s) lead Train #2, the eastbound San Francisco Chief into Chillicothe, IL in January 1970.

≈ Santa Fe 81, an E-8m, is on a southbound Chief connection train, making a station stop at Pueblo, CO, in February 1966. 81 was rebuilt from an early E Unit in 1953, and for several years was in longhaul passenger train service, such as the Super Chief and others. As seen here, running as Train #201, It mostly completed its career on the 183-mile-long Chief Connection from Denver to La Junta, Colorado. It was retired in 1970.

≈ In what is most likely a motive power move, Santa Fe 142 leads seven other Super Fleet Warbonnet engines on westbound Train #199 from Willow Springs, IL to Richmond, CA, seen here rushing past the station at Chillicothe, IL on February 23, 1993. The power consist is a GP-60M, B40-8W, a GP-60B and five more GP-60M’s. Motive power moves occur regularly; this is a way to balance power across the system. The five GP-60M’s would possibly be dropped at Kansas City.

Santa Fe 404, a General Electric U30CG, is leaving Ottawa, Kansas eastbound with the Tulsan in April 1966. The Tulsan was established in the late 1930s. It was a daily train each way for the 256-mile run between Kansas City, MO to Tulsa, OK, with connections to Chicago, IL. Facing declining revenue, the railroad petitioned the Interstate Commerce Commission to remove the Tulsan from service in 1968, but the request was rejected. The Tulsan continued to operate until all passenger train service on the Santa Fe, and almost all other railroads, was taken over by Amtrak on May 1, 1971.

≈ Santa Fe 3, an E-1A and E-1B, delivered in January 1938, leads westbound Train #21, the El Capitan with an eight-car consist working upgrade through Raton Pass, NM on May 12, 1940.

≈ Santa Fe 145 leads a westbound freight out of Amarillo, TX in June 1962. The power consist is all EMD Model FT’s. There are two A Units, one on each end and three B Units in the middle. These units, some approaching 18 to 20 years old, still have some useful miles in them, but within a few years, they will all be retired.

≈ Santa Fe 502, a B40-8W, in concert with a GP60M, is leading a hot westbound intermodal train through the forest two miles east of Bellemont, AZ on July 30, 1994. This stand of Ponderosa Pine west of Flagstaff, AZ, in the Coconino National Forest, is the largest anywhere in the world.

≈ It is August 16, 1968, and Santa Fe 358 and 403, a U28-CG and a U30-CG, both built by General Electric, are the power for this day’s Chief. As soon as they get clearance, the Chief will depart Chicago’s La Salle Street Station for Los Angeles, 2,223 miles away.

≈ Santa Fe 3751, a Class 3751 Heavy Mountain (4-8-4), is on an eastbound passenger special three miles east of Seligman, AZ on September 1, 1992. Built in 1927 by the Baldwin Locomotive Works, it was the first Heavy Mountain on the Santa Fe Roster and the first ever built by Baldwin. It was rebuilt in 1938 and finished its career as an oil burner. It was retired in 1957 and in 1958 was donated for display. In 1986 3751 was sold to the San Bernardino Railroad Historical Society which committed to restoring it. Work completed, 3751 ran again under its own steam in 1991.

≈ Santa Fe 904 East is emerging from the smoky confines of Tunnel #5 in the Tehachapi Mountains at Cliff, CA on August 15, 1995. This is the hot eastbound Train #991 from Richmond, CA to Willow Springs, IL. The power for today’s train is all Super Fleet. 904 is a C40-8W. Trailing units are a B40-8W and three GP60M’s. It passed the photographers at 5:39 PM, running late.

≈ Santa Fe 2602 and 2604, two of six DT6-6-2000 center-cab transfer engines built in 1949 by the Baldwin Locomotive Works, are lugging a freight through the yard at Ottawa, KS in November 1959. These two Baldwin center-cab engines were designed for transfer work, but occasionally a couple of these dinosaurs would escape the yard on a freight. All were off the roster by February 1962.

≈ Santa Fe 87 is on the point of Train #12, the Chicagoan. The all lightweight, eastbound train from Dallas, TX to Chicago, IL, is making a station stop at Lawrence, KS on December 21, 1955. The power for this train is all EMD: an E-8m, an E-8B and an F-7B. It is about 11:15AM, and within a few minutes they will be on their way.

Published by Tide-mark Press © 2024

Available In 6/17/2024 12:08 PM

San Francisco Cable Cars 2025 Calendar

$17.95

San Francisco is a city of hills. Horses powered the first public transportation to traverse them, but the demands were brutal. In 1869 Andrew Hallidie devised a system of steam powered cables to move the first cable cars. Horses were saved and San Francisco became a city of the future. The San Francisco  Cable Car 2025 calendar pictures the system in operation between the 1940s and the 1960s. Wait for the bell!
• Large blocks for notes
• Superbly printed throughout
• Reproduced on quality 100-pound paper
• Deluxe 11 by 14-inch size

Locomotives and trains featured include:

√ Cable Car 516, a Powell and Hyde Streets car, is on the Hyde Street Turntable on September 22, 1959.

√ Cable Car 523 is at Washington and Steiner Streets on August 25, 1958.

√ Cable Car 60, a Van Ness, California and Market Street car, is at California and Market Streets on August 23, 1962.

√ Cable Car 501, a Powell and Mason Street car, is at Bay and Taylor Streets on April 26, 1968.

√ Cable Car 523 is a Hyde and Jackson Street car turning a corner from Jackson onto Hyde Street on May 15, 1954.

√ Cable Car 57, a Van Ness, California and Market Street car is backing into a car barn off Jackson Street in July 1959.

√ Cable Car 522, a Washington and Jackson Street car has only a few passengers running on Steiner Street on May 25, 1956.

√ Cable Car 2 is at the Pacific Union Club in August 1949. What a collection of period automobiles!

√ Cable Car 61 is a Van Ness Avenue and Market Street car, seen in May 1954.

√ Cable Car 4 is on a steep incline on California Street near Hyde Street in October 1956.

√ Cable Car 14 is a Presidio Avenue and Market Streets car photographed on November 5, 1941.

√ Two cable cars: on the left is Car 30, a California and Market Street car, and on the right is Van Ness and Market Street Car 38. They are on California at Stockton Street in October 1956. The red Plymouth station wagon looks brand new.

Published by Tide-mark Press © 2024

Available In 6/17/2024 11:21 AM

Sailing to the Mark 2025 Wall Calendar

$17.95

How to sail faster than your competitors? How to round the mark first and find a breeze to keep you ahead? On salt water and fresh all around America, sailors are planning strategies to overcome the limits of their waterlines and finesse the right of way to tack ahead of the competition. Andrew Sims and JH Peterson capture the excitement of competitive sailing around the world and bring great races together in Sailing to the Mark 2025 calendar.

This 2025 monthly wall calendar features: Large blocks for notes | Superb printing quality | Heavy 100-pound paper | Deluxe 11- by 14-inch size

Races and locations featured in this edition include:
≈ Going for the mark, a collection of E Scows competes in Sarasota, FL during 2023 races marking the 100th anniversary of the one-design sailing dingy. A meeting of the Inland Lake Yachting Association in 1923 led to creation of the class. The original was designed by Arnold Meyer Sr.

≈ Tell the crew of a 49er sailing dingy to take a hike, and they will happily agree. The 4.99 meter (16 feet four inch) high performance skiff is managed by a crew of two, each attached to a trapeze that encourages hanging out on the wings. Teams from around the world race here on Florida’s Biscayne Bay, competing to earn points toward possible Olympic selection.

≈ Sailing for Olympic points in Miami, Fl, Nacra 17 catamarans offer wet and wild sailing competition. The boats use curved dagger boards that create vertical lift and, as the International Sailing Federation committee evaluating the design noted, present an “exciting challenge.”

Sunfish are so pervasive that we might be forgiven for believing the design had sprung fullblown from the head of Poseidon. In fact, Al Bryan and Cort Heyniger crafted the original plywood version in 1951 by adding a “cockpit” to their successful Sailfish design. The 1959 transformation into fiberglass made the Sunfish so appealing to a vast audience of sailors that North American Championship racing began in 1963.

≈ Sailing in the classic division of the International 12-Metre World Association races in 2021 are four American boats. Built in 1958, Columbia, US 16, successfully defended the America’s Cup in a 4-0 win over Sceptre. Built in 1964, American Eagle, US 21, was outpaced in Cup trials by Constellation. Launched in 1928 Onowa, US 6, saw only a lackluster racing career. Also built in 1958, Weatherly, US 17, lost in the trials, was rebuilt, and defended the Cup successfully in 1962 against Gretel, four races to one.

≈ The New York Yacht Club hosts America’s most venerable regatta, first run on the Hudson River in 1845. As the outline of the Verrazano Bridge on the horizon suggests, today’s racers now hoist their sails off Newport, RI. The June regatta offers three days of racing for One-design, ORC and PHRF classes, as well as for classic yachts and multihulls. These ORC boats are sailing the West Passage of Narragansett Bay.

≈ Modern versus traditional, Kodiak and Marilee compete here for the Shipyard Cup in Boothbay, ME. Built Down Under to a design by Reichel/Pugh in California, 66-foot Kodiak (sailing as Blue Yankee) won first overall in the 2002 racing division of the Newport-Bermuda Race. NYYC 13, Marilee is one of only four Nathaniel Herreshoff NY40, One-designs still sailing. Launched in 1926, Marilee demonstrated her notable pedigree winning the cup in 2021.

≈ Directing traffic? No time! This is Thursday night racing at the Wayazata Yacht Club on Lake Minnetonka, MN. The WYC manages one of the largest sailboat racing programs in America. On a Thursday evening as many as 130 keel boats like these J22s may be racing on the lake. Through the course of a year, the WYC hosts some 65 events.

≈ Blasting along in choppy water off San Francisco, CA, these J/105s are running with spinnakers flying. Designed for speed and stability, J/105s sail in 15-to 20-knot winds without reefing. Popular across the country, there are 15 American fleets sailing some 650 copies of the J/105.

≈ The Laser may be a one-design dingy, but it is important to know that there are three Laser flavors. Sail size ILCA 7 is standard or Olympic, ILCA 6 is radial, and ILCA 4 is 4.7 meters. No matter your flavor, sailing a Laser is clearly an athletic event as those who have extended their torsos over the rail can confirm after even one tack here on Florida’s Sarasota Bay.

≈ These big Pac 52 boats are sailing in Rolex competition on San Francisco Bay. The 52 was established as a new class to compete in racing on the west coast and in the biennial Transpac Race between Los Angeles, CA and Honolulu, HI. The traditional approach to protecting sails from mold and sun damage was to soak canvas in tree bark tannins that dyed them red. Today’s high-tech solution is to use black carbon fiber.

≈ Heading for the first mark, these DN iceboats are sailing on Lake Christina, MN. Measuring 12 feet long and weighing only 120 pounds, no hull-speed limitations apply. The average DN equipped with an aluminum mast can sail three times the speed of the wind, while a boat equipped with a carbon fiber mast could sail four times the wind speed.

Published by Tide-mark Press © 2024

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Rock Island Railroad 2025 Wall Calendar

$17.95

Beginning in 1852, Rock Island was built from Chicago north to Minneapolis, west to Denver, and south to Galveston on more than 10,000 miles of track. Locomotives pictured range from a 1910 steam-era Pacific (4-6-2), to a unique 1941 ALCO-built DL-109, early diesels, as well as named trains like the Jet Rocket, and more. As the song says, “Get your ticket at the station for the Rock Island Line.”
• Large blocks for notes
• Superbly printed throughout
• Reproduced on quality 100-pound paper
• Deluxe 11 by 14-inch size

Locomotives and trains featured include:
√ On March 12, 1953, Rock Island 634, an EMD Class E-7A, is the power for the Chicago-Colorado Springs section of the Rocky Mountain Rocket. It will soon depart eastbound from the Colorado Springs depot and head for Limon, CO. It will be combined there with its Chicago-Denver segment and return to Chicago as Train #8, the eastbound Rocky Mountain Rocket.

√ Rock Island 121 and 488 (F-7A and an RS-3) are on a freight at Chillicothe, IL on March 5, 1960. The FA’s, F’s, GP-7’s and GP-9 ‘s were all delivered in black and red paint. When a second application of paint was made, the Rock Island chose to use a maroon color; it was easier, quicker and cheaper to apply.

√ Rock Island 918, a Class P-33 Pacific (4-6-2) is on a southbound commuter train a mile south of La Salle Street Station, Chicago, IL in June 1947. 918 was built by the Brooks Locomotive Works, part of an order for 50 locomotives of this class in 1910, all oil burners, all used systemwide. By 1951 all were off the roster, replaced with diesels. Two of the three locomotives the Rock donated for display were P-33’s, 905 and 938. All of their other steam engines, except 887 (donated to Peoria, IL) went to the scrappers.

√ Rock Island had two Model AB-6 units supplied by EMD, delivered in June 1940.They were essentially B units with front windows. After many years of service on the Rocky Mountain Rocket, they were placed in the Chicago commuter pool, operating between Chicago and Blue Island, IL or Chicago and Joliet. Pictured here, 750 has just arrived at Blue Island on June 28, 1965. Both AB-6 units were retired after long careers; 751 went first in November 1973, and 750 in January 1974.

Rock Island 1206, a GP7, is leading the westbound Peoria Rocket into the Peoria, IL depot on June 21, 1959. The passenger units normally used on this train may have developed a problem, because GP-7’s were not regularly used on the Peoria Rocket trains.

Rock Island 801, a Lima-built, 800-horsepower switcher, is working the yard at Blue Island, IL on July 8, 1959. Rock Island had only two of them, 801 and 802, both received in September 1950. They were traded in to EMD for new power in March 1965. This was one of the errors of management that forced Rock Island out of business in 1980. They bought switchers piecemeal, rather than in groups. More parts inventories and more problems, some of them costly, hurt their bottom line.

√ Rock Island 136, an EMD re-engined Alco FA along with a GP40 assisting is coming through Newport, MN in early June 1968. This engine was delivered new to Rock Island as 152 in September of 1948. In June 1956, it was given an EMD power train and was renumbered 136. After a service life of almost 21 years, in January 1969 EMD took 136 as a trade-in.

√ Rock Island 621, a DL-109 built by the American Locomotive Company, is leading Train #11, the westbound Peoria Rocket making a station stop at Englewood, IL in August 1966. 621 was delivered to the Rock Island in October 1941—it was the line’s only DL-109. Due to diminishing performance it was re-engined with an EMD prime mover. This extended its life considerably, but it was finally set aside in January 1968.

√ Rock Island 602 (TA), a 1,200-horsepower passenger train locomotive built by EMD in 1937, sits at the Des Moines, IA engine terminal in the summer of 1953. Engines 601 through 606, the only locomotives of this type ever built, were used on smaller trains from Kansas City to Omaha, Kansas City to Dallas, and Memphis to Amarillo. As consists grew in size, the under powered engines became a liability. All were junked in 1958.

Rock Island 647 (E8A and E7B) are in charge of Train #507, the Twin Star Rocket, making a 7:50AM southbound station stop at Lawrence, KS on September 2, 1956. The Twin Star Rocket operated between Minneapolis, MN and Houston, TX, a rail distance of 1,364 miles.

√ Rock Island 401 and 400 were Model H15-44, 1,500-horsepower road switchers built by Fairbanks-Morse and delivered in their distinctive black and red paint in December 1948. These were the only two H15-44s Rock Island owned—lucky for them, sort of. Both locomotives had to have their prime movers replaced with EMD engines. They traded both of them in to General Electric in 1966. Here they are working in the Chicago area on July 15, 1961.

Rock Island 4422 and two other GP-18m’s are leading Train #138 in a pastoral winter scene at Calvin, OK on December 22, 1979. The rusty and dirt-streaked locomotives say it all. The Rock Island will pass into the history books on April 1, 1980.

Published by Tide-mark Press © 2024

Available In 6/17/2024 10:05 AM

Railroading! 2025 Wall Calendar

$17.95

Share the excitement of trains across America today in the Railroading! 2025 wall calendar. Run with the northern lights in snowy Alaska, climb Wyoming’s 6,100-foot Peru Hill with Union Pacific, and celebrate the electric motive power on the Deseret Railway. There is classic steam, as well as Amtrak’s Coast Starlight in the west and the Vermonter in the east. With great descriptions and 24 full-color photographs, it’s “All aboard” for 2025!

This 2025 monthly wall calendar features: Large blocks for notes | Superb printing quality | Heavy 100-pound paper | Deluxe 11- by 14-inch size

Locomotives and railroads featured in this edition include:
√ Sunlight has broken out after an overnight snowfall as a Connecticut Southern Railroad freight train crosses the Connecticut River at Enfield, CT, running over Amtrak’s busy Springfield Line. The lead General Electric B39-8 locomotive carries the bright orange and yellow paint scheme of Connecticut Southern’s owner, worldwide shortline holding company Genesee & Wyoming. The 78-mile CSOR was created in 1996 to serve customers between Springfield, MA and New Haven, CT, as well as on branch lines in the Hartford area.

√ A passenger shortline Grand Canyon Railway train  prepares to depart Grand Canyon Village on a bright winter afternoon. The railroad restored passenger service on the long dormant 64-mile line between Williams, AZ, and the Grand Canyon in 1989. It carries 150,000 people to and from the South Rim of the canyon each year, reducing automobile traffic on the main highway to the national park. Most trains are powered by diesel locomotives such as these former Amtrak F40PHs, although steam makes appearances on select dates.

√ The aurora borealis glows in the early morning sky as Alaska Railroad Train 130S rolls southbound near Summit, mile 312.5, on the railroad’s Mountain Subdivision. The train is led by a pair of 4,000 h.p., EMD-built SD70MAC locomotives with HTC-R radial or steerable trucks. Each pair of three-axle trucks is computer controlled and pivot in their frames through curves to reduce friction and wear on wheels and rails. Begun in 1903, Alaska’s first railroad now carries passengers and freight on 482 miles of track between Seward and Fairbanks with freight service by water to Seattle, WA.

√ On its final run, Ontario Northland snowplow ONT 560 is clearing track westbound toward Kapuskasing, Ontario, Canada. Built in 1949 by National Steel Car, 560 is being pushed by engine 1805, a 2,000 h.p. GMD (Canadian-built) GP38-2. The Ontario Northland Railway is operated by the government of Ontario, Canada and runs freight and passenger service between Toronto and Moosonee.

√ A trio of vintage Canadian National EMD locomotives  is working to unload a Mesabe Range taconite pellet train at CN’s Duluth Ore Dock 6. The dock is more than 1,300 feet long, has a capacity of 68,000 tons, and provides ground storage for up to 2.6 million tons of pellet, along with a shiploader conveyor system to load ore carriers with iron ore, iron ore pellets, coal, or limestone. Located on Lake Superior in Minnesota, the Port of Duluth is the farthest inland,
freshwater seaport in America with 20 privately owned bulk cargo docks along 49 miles of harbor frontage.

√ Through a cloud of steam, a pair of ex-Duluth Missabe & Iron Range SD40T-2s bracket a Canadian National SD40-2W preparing to move a pellet train at United Taconite’s Fairlane Facility near Eveleth, MN. CN operates 10 to 11 trains per week, each with 140 cars holding up to 80 tons, or 11,200 tons per train. Trains deliver pellets to the Port of Duluth, a distance of 62 miles.

√ Running northbound beneath snow-capped Mt. Rainier, Amtrak’s Coast Starlight is passing through Boeing interlocking in South Seattle, WA, about to reach Seattle’s King Street Station, its destination. Led by a pair of Siemens ALC-44 Charger locomotives, the daily train operates between Los Angeles, CA through Santa Barbara, San Francisco, Sacramento, Portland, and Seattle. Over the course of 35 hours, Starlight passengers see some of the most dramatic scenery along the Pacific Coast.

√ The yard at King Street Station in Seattle, WA  is home to Amtrak and Sounder trains. Opened in 1906, the station originally served the Great Northern and Northern Pacific Railways. In 1971 it became Amtrak’s only station in Seattle. Commuter rail service opened in 2000, and today Sounder commuter rail trains operated by BNSF carry 7,000 riders each week between Seattle and Everett in the north, and Lakewood in the south. Amtrak 313 is a Siemens ALC-44 Charger. Sounder 332 is a Bombardier BiLevel cab car.

√ A JetBlue Airbus A320 appears to have taken off from the cab of Florida East Coast 821 as it leads Train 101, passing beneath a Fort Lauderdale-Hollywood International Airport runway. Locomotive 821, a GE ES44C4 built in 2014, is a dual-fuel engine. FEC runs its fleet of 24 ES44C4s on liquefied
natural gas. Each pair of locomotives is joined by an LNG tender between them.

R.J. Corman is in the railroad business as both a holding company for 19 shortline railroads operating 1,350 miles of track in 11 states, as well as providing contracted services ranging from signaling and construction, to switching, distribution and transloading. Headquartered in Kentucky, the company celebrated its 50th anniversary in 2023. Painted in anniversary colors, engines 2023 and 1973, EMD SD70Ms, lead a Kentucky Derby special on CSX rails in May of 2023.

√ It’s 7:11 p.m. on June 21, 2023, as the Deseret Power Railway coal empty returning from the Bonanza power plant in Utah approaches milepost 17 and Midway, CO. These E60C-2 electric locomotives are energized by a 50,000-volt overhead wire on catenary supports along a 35-mile line from the Deserado Mine loadout in Colorado and the Bonanza Power Plant. The railroad was originally built in 1982-1983 and called the Deseret-Western. The first two
locomotives on this train are the line’s original E60C-2 locomotives. They were acquired from GE after Nationales de Mexico cancelled an order for the 6,000-h.p. motors. The third locomotive in the photo (DPR-4) is one of five former NdeM E60C-2s originally purchased in the mid-2000s. This electric-powered coal-hauling operation is the last of its kind in America.

√ Also hauling Colorado coal is Union Pacific on its former Denver & Rio Grande Western routes reaching large mines in the northern and western parts of the state. The antitheses of Deseret Power’s single-train shuttle, these coal routes carry trainloads of black diamonds to scores of distant markets. On December 1, 2002, a pair of Southern Pacific GE AC4400CW locomotives leads an eastbound UP coal train at mile 22.6 on the scenic Moffat Tunnel Subdivision between Plainview and Clay, CO. The train is dropping downgrade at the mouth of Coal Creek Canyon and is about to cross Blue Mountain Drive grade crossing. In recent years, coal tonnage has dropped dramatically in response to power plant closings and conversions to natural gas.

√ Amid a near-constant stream of S-, Q-, and Z-symbolled intermodal trains, something different: a unit train of loaded ethanol tank cars snaking through a colorful Santa Ana Canyon in Yorba Linda, CA. BNSF train U-MRRWAT7-04A has 90 loaded tank cars with a combined weight of 12,129 tons. Freshly repainted BNSF 7740 (GE built ES44DC), along with BNSF 5775 (ES44AC) and BNSF 7959 (ES44C4) are on the train’s head end. At the rear, Canadian Pacific 9750 (AC4400C) and BNSF 7721 (ES44DC) are providing more horsepower.

√ On yet another rainy day in Fullerton, CA, BNSF Train S-LBENSA1-19L (intermodal stacks; Long Beach, CA to the Norfolk Southern Ashland Ave. Yard, IL) holds on Track 2 to allow a hotter intermodal eastbound to overtake it, along with a Metrolink Perris Valley Line train after that. This may be two trains combined, as it has eight locomotives (BNSF 7343, 5455, GECX 4884, BNSF 6088, 7386, 7463, GECX 4883, and BNSF 4437) hauling 146 loaded cars (each “well” counts as a car) stretching for 13,010-feet, nearly 2.5 miles. The old Santa Fe station, now serving Amtrak and Metrolink, is on the right.

Valley Railroad’s Essex Steam Train prepares to depart the station in Essex, CT to take passengers to a riverboat for a ride on the Connecticut River. Powering this six-car train is VALE 3025, a 2-8-2 Mikado, built in 1989 by China’s Tangshan Locomotive and Rolling Stock Works for Pennsylvania’s Knox & Kane Railroad. Badly damaged in a shop fire, it was sold in 2008 to the Valley Railroad. The Valley rebuilt it with a new cab and largely rebuilt tender, to more closely resemble a New York, New Haven & Hartford Mikado, numbering it NH 3025.

√ It is 6:38 pm and the Los Angeles Union Station Train Festival in September 2023 (left) has been closed for 38 minutes. The sun is due to set at 7:07 pm, and rumor says that Atchison Topeka & Santa Fe Railway 3751, a Santa Fe-type 4-8-4 is about to return to the Amtrak facility a few miles south. Steam locomotive afficionados are growing anxious. Will this 1927-built Baldwin locomotive move while there is still any sun? The golden light of the gloaming is creating fantastic photo opportunities.

BNSF train S-LBELPK1-14L originated in the port of Long Beach, CA and is bound for Logistics Park in Kansas City KS on July 14, 2023. It may be a BNSF Railway train, but three of its four locomotives are foreign (one, literally): Norfolk Southern 4036, an AC44C6M, and Kansas City Southern de México 4541, an AC4400CW on the headend, and, on the rear, BNSF 5026, a Dash 9-44CW, and Norfolk Southern 4176, an AC44C6M.

BNSF Railway Guaranteed Service Intermodal Train Q-ATGLAC6-23A is at Yorba Linda, CA, on June 27, 2023, heading from Atlanta, GA, to Los Angeles. The consist isn’t very long today, warranting only two diesels. But with a Norfolk Southern 8910 up front, an ES44AC, teamed with BNSF 1021, a Dash 9-44CW in its original livery from 1996, the train is worth a second look.

√ Autumn foliage is peaking in Windsor, CT, as Amtrak’s Vermonter runs south on its daily 598-mile trip between St. Albans, VT, and Washington, D.C. Leading the train is engine 145, a P42DC, wearing a special Amtrak Phase III paint scheme commemorating the railroad’s 40th anniversary in 2011. Amtrak’s fleet of 207 P42s, built by General Electric between 1996 and 2001, have handled most short- and long-distance trains throughout the 21,400-mile system for more than two decades. They are gradually being replaced by new Siemens Charger locomotives.

√ America’s only high-speed passenger rail is provided by Amtrak’s Acela trains on the electrified route between Boston, MA and Washington D.C. With 150 m.p.h. maximum speeds in parts of Massachusetts, Rhode Island, and New Jersey, the Acelas have been serving the Northeast Corridor since 2000. A
Washington-bound train streaks through Old Saybrook, CT, on a sunny autumn afternoon. New-generation Acela trains are scheduled to replace these first high-speed sets in 2025.

√ In the afternoon on June 22, 2023, a thunderstorm advances eastward as a Union Pacific stack train quickly works westbound toward the top of Wyoming’s Peru Hill through the signals at milepost 823 on the railroad’s Evanston Subdivision. Following a crew change on a departing westbound train, Peru Hill’s grade begins at West Green River after crossing the bridge spanning Green River where the rails climb to an elevation of 6,100 feet in less than eight miles to reach Peru at mile 824.9. Today’s big locomotives with high horsepower and tractive effort make for a good show of railroading against gravity on UP’s Peru Hill.

√ There’s nary a storm to be seen (left) on the clear blue morning of September 12,  2007, as an eastbound Union Pacific manifest freight passes under the signal bridge at Hermosa, WY, while climbing upgrade over Sherman Hill. To conquer the grade that once relied on helper locomotives for eastbound trains, UP built a new main line from Laramie to Hermosa in 1901, reducing the eastward grade to 0.8 percent from the steeper 1.55 percent original grade. This new route was eventually double-tracked and called Track 1 and 2, while the old route is Track 3 and still used today, mostly for westbound trains. Eastbound at Hermosa, the three main lines funnel into two, for the twin bores of Hermosa Tunnels.

√ Morant’s Curve in Alberta, Canada was named to honor Canadian Pacific Railway photographer Nicholas Morant. The Curve is best for photographing eastbound trains, so, naturally, we got westbound Canadian Pacific Kansas City Train 301, a grain train headed for Vancouver, BC. At least this train had a rear-facing Distributed Power Unit! CPKC Train 301 featured an interesting assortment of locomotives: Canadian Pacific 8576, an AC4400CW, and Union Pacific 8942, an SD70Ace, on the point, with CP8750, an ES40AC, and Norfolk Southern 4330, an AC44C6M (ex-NS 9101, Dash 8-40CW) as the mid-train Distributed Power Units, and CP 8600, an AC4400CW, for the rear DPU. The mountains in the background, part of the Bow Range of the Rockies, also mark the Continental Divide.

√ At half-past noon, Canadian Pacific Kansas City Intermodal Train 113 (Hochelaga, Québec, to Coquitlam, British Columbia), slows and enters the siding at Field, British Columbia, for a crew change. Besides being on the western side of the Continental Divide (and, therefore, in BC), Field, at an elevation of 4,121-feet is also the western end of CPKC’s Laggan Sub and the eastern end of its Mountain Sub, hence the crew change. From this point, the railroad will run along the Kicking Horse River (which flows to the Pacific Ocean) rather than the Bow River (which flows to the Atlantic). Canadian Pacific 9379, an ES44AC, and 8020, an AC4400CWM, as the mid-train Distributed Power Unit is crawling to a stop in the shadow of Mount Stephen.

Published by Tide-mark © 2024

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Pennsylvania Railroad 2025 Wall Calendar

$17.95

The Pennsylvania Railroad 2025 calendar recalls the unique engines and trains of “The Standard Railroad of the World.” Locomotives range from a 1914 Class L1s Mikado (2-8-2), a 1918 Class K-4s Pacific (4-6-2), an exotic Pennsy FF-2 Motor, the classic GG-1, and many more.

This 2025 monthly wall calendar features: Large blocks for notes | Superb printing quality | Heavy 100-pound paper | Deluxe 11- by 14-inch size

Locomotives and trains featured in this edition include:
◊ Pennsylvania Railroad 3678, a Class K-4s Pacific (4-6-2) built in 1918 at Pennsy’s Juniata Shops, is running light at the New York and Long Branch Railroad’s Bay Head Junction, NJ engine terminal on December 1, 1956. Pennsy had 425 of these superb locomotives, designed primarily for passenger service.

◊ February 20, 1966 was new vehicle delivery day. Electromotive Division has just delivered three brand-new six-axle SD-40’s to the Pennsy. They were built in LaGrange, Illinois and delivered to Chicago. These engines, in fact all of the SD-40’s, would be assigned to Enola, Pennsylvania for maintenance; this placed all of them in the pool for main line operations.

◊ Pennsylvania Railroad 6306, a Class L1s Mikado (2-8-2) is on the point of a southbound freight rolling through Hagerstown, Pennsylvania, on March 21, 1956. The first “Mike” was designed and built by Pennsy’s Juniata Shops in 1914, and four more test locomotives followed. Once the pattern was set, the Juniata Shops, in concert with the Lima and Baldwin Locomotive Works, began construction of 574 identical Class L1s locomotives. When the work was completed in 1919, Baldwin had built 205 units, Juanita constructed 344 units, and Lima made 25 units.

◊ Pennsylvania Railroad engine 5706, one of two EMD E8-A’s, is leading combined Trains #6 and #74, The Allegheny (a daily New York City to St. Louis train), seen here making a station stop at Dennison, OH on April 13, 1954.

◊ When the Great Northern Railway discontinued all its electric operations in 1956, the Pennsylvania Railroad purchased eight of its Class Y-1 motors. They were reclassified as Pennsy FF-2 Motors, and then they were renumbered from #1 to #7, with one motor, rebuilt after a wreck, held for parts to keep the others running. Here is Class FF-2 Motor #3, pans up, awaiting a call, crewman getting on board at Columbia, Pennsylvania, on July 22, 1950.

◊ Pennsylvania Railroad 6923, a Class M-1 Mountain (4-8-2) is helping a Class K-4 Pacific with a westbound passenger train at Horseshoe Curve, Pennsylvania in the summer of 1949. 6923 was one of 200 M-1 locomotives built in 1926 by the Baldwin Locomotive Works and served for more than 30 years in fast freight and passenger service. Pennsy owned 301 M-1s and they operated system-wide.

◊ Pennsylvania Railroad 9838, a freshly painted EMD FP-7, is on a westbound passenger train at Altoona, PA waiting for a helper to be added for an assist over Horseshoe Curve to the top of the hill at Gallitzin, PA on July 20, 1957. 9838, one of 40 FP-7’s on the Pennsy roster, measures four feet longer than the F7 freight model to allow for the inclusion of a steam boiler needed on passenger train service.

◊ Pennsylvania railroad Class H10 Consolidation (2-8-0) 8686 is heading out of Northumberland, Pennsylvania, crossing the Susquehanna River with a local freight in tow on August 22, 1956.

◊ Pennsylvania Railroad 7183 is on an Enola-bound freight, crossing the Rockville Bridge at Marysville, Pennsylvania on September 5, 1964. Rockville Bridge, which was built in 1902, is 3,820 feet long and has forty-eight 70-foot spans crossing the Susquehanna River.

◊ Pennsylvania Railroad 1600, a Class E6s Atlantic (4-4-2), is leading three-car commuter train #685 on its last westbound run at Norristown, PA on October 4, 1953. Pennsy had 83 of these little speedsters, and most were used on the more level terrain of the eastern end of the system, typically in commuter service as is 1600 is in this view.

◊ Here is a Pennsy four-track main line. Three E8’s, led by 4282, are on a westbound passenger train leaving Harrisburg for Pittsburgh, Pennsylvania. The two tracks on the left were only for freight movements, while the two closest to the photographer were for passenger trains.

◊ Pennsylvania Railroad Class GG-1 Motor 4928 is running light through the South Philadelphia Yard on December 2, 1967. That day, the Pennsylvania Railroad ran a special train carrying midshipmen from the United States Naval Academy in Annapolis, Maryland to Philadelphia for the Army-Navy game being played at the city’s Municipal Stadium. 4928 is likely going to be serviced for the return trip.

Published by Tide-mark Press © 2024

Available In 6/17/2024 1:48 PM
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