This the video channel of the Lake Superior Railroad Museum and North Shore Scenic Railroad in Duluth, Minnesota. The two organizations post regular video tours of the museum, stories, and other great railroading content for train fans of all ages. The railroad museum is normally open all year round and excursion trains operate on the North Shore Scenic Railroad line all summer, fall and holiday season.
Learn more about the Lake Superior Railroad Museum at www.lsrm.org and the North Shore Scenic Railroad at www.duluthtrains.com You can call the museum and railroad ticket office by dialing: 218-722-1273
Our guards vans as we call them in Australia where primarily used to carry parcles traffic on Branch lines, they also had a WC and a compartment with room for 12 passengers, they where attached to freight trains on branch lines with no regular passenger service. Passengers where required to sign and indemnity risk note if they wished to travel on a freight train in a caboose as you call them in north America .
On many lines in Australia they ran a daily mixed freight train with a passenger and guards van attached at the rear of train. Many lines had substantial way side parcels traffic. One particular branch line had a thrice weekly mixed goods passenger train made up as loco, freight cars, live stock vans, sleeping car, passenger car, guards van.
It seems that different railroads have different terminologies. The "Flimsies" where called "Onion Skin" and it was only used in one of the terminals that I worked in. The rest were on paper, on the prescribed Form 933-A and/or B, Clearance Card Form 902 and (TCM) Track Condition Message. Believe it or not, but someone actually had/found Train Orders that I put out on 11/9/1982 and gave them to me about 10 years ago. He also gave 3 other sets of other Operator's that I worked with that had Train Orders signed by me. The main terminal I worked had the same type phone as seen at 04:08. We had the "Y" hoop, but only used it occasionally and mostly for Amtrak. I was a Train Order/Control Operator until around 1986 when they cut us all off and we had to exercise our seniority within our Division. I had also passed the Dispatcher's exam, but never actually got to worked as a Dispatcher, only train.
I'm 55 and spent many of my younger years at my Grandparent's home about 50' off of the Rock Island RR east of Manhattan Ks. So, I've always have been interested in RR. I've just started collecting lanterns. What were the other colors of globes used for?
I rode an all dome train on Amtrak on July 4th a few years ago! At La Crosse, Wisconsin the train stopped on the bridge ! As we ate "All American Hotdogs" we watch fireworks shooting over our car!
The MBTA (in the Boston area) inherited a bunch of RDCs from the Boston & Maine, which they didn't want to maintain the engines on, so after a few years they partially demotored them, although they kept 1 engine on each to provide electric power, heat, and (theoretically) air conditioning. They had them pushed and pulled by FP10 diesel locomotives (actually rebuilt F units) that they horiginally ad to use instead of more modern locomotives due to some bridges being too low over the tracks (a problem that they finally fixed). I got a cab ride in one of these RDCs in 1987. The driver told me the T had wanted to get rid of them but couldn't because of the increasing ridership which kept expanding to fill the capacity of all the new trains they ordered even while keeping these in service. I think the low overhead bridge clearance problem might have already been fixed by that point. I do remember that the crash protection for the driver was extremely minimal, and that the seat and cramped legroom would have been extremely uncomfortable for somebody that had to operate one of these things all day. Too bad the successors to the Budd cars (the SPV2000s) were too unreliable to stay in service.
I rode the NYC/PC RDC regularly btw Poughkeepsie and Croton Harmon on the Hudson line in the 1970s. The were retired bc of lack of replacement parts and replaced with the SPV 2000 units that were unreliable and a maintenance headache.
I got to ride many different RDC’S in the 1970’s and 1980’s here in Pennsylvania and New Jersey. The Reading Railroad used them for service between Philadelphia and Newark, Nj on weekdays as the Wall Streeter and Crusader. Those two trains also used one car that had a snack bar set up serving coffee and pastries in the morning and drinks and snacks on the evening return runs. They also served Reading and Pottsville and on that line would usuall run multiple cars to Reading and then separate the cars to one that would continue on to Pottsville. The current Reading and Northern still run RDC’S on various excursions out of a station near Reading. I also got to ride on the old Pennsylvania-Reading Seashore lines and later NJ TRANSIT to either: Atlantic City, Ocean City,and Wildwood and Cape May. On runs to Ocean City and Wildwood Cape May they would run usually two cars to Tuckahoe where the cars would separate and one went on to Ocean City and the other to Cape May. I am glad to hear you still have two RDC’s to run on your tourist line.
Eons ago when I resided in the Twin Ports, I recall countless times coming down Missabe Avenue in the family car and spotting these busy little switchers at the depot. The yellow paint made them stand out fairly easily. Thanks for the video.
On one of the episodes of Great Scenic Railway Journeys, they showed a barber shop on a tourist railroad train. They stated that the 1950's was the hay day of passenger trains. That was incorrect. The hay day was the 1920's and 1930's until the war ended in the mid 1940's. By the 1950's much was abandoned, junked and falling apart.
I expect this kind of nonsense from small-time youtubers, but somebody representing a railroad museum should know better. This urban legend has been thoroughly debunked but it just won't die.
The locomotive does not have a 12 cylinder diesel "motor". There is no such thing as an internal combustion "motor". The proper nomenclature is "engine" or "prime mover". There are electric motors, hydraulic motors, and air motors - but no diesel or gasoline "motors".
Ken , to me this is like losing a member of my family. Stay safe and pour straight and above be blessed. Ok Uncle Kenit time for us to bid ado fairwinds and straight tracks.
Miles Heritage is amazing i think about Big Black Steam Locomotives everyday i cannot stop dreaming about them theirs something about them that is just amazing
In the chance I maybe wrong, I still am going to go out on a limb here and say I feel proud to be living in the first state of the USA of which has a city that has given it's key to the Controller of the Northwestern Railway, Sir Topham Hatt! A Monumental Moment for Minnesota! I must say, I am curious on an All Thomas Gift Shop. You're lovely museum does wonderful videos
Very nice video! Well done hosting, Miles Pham! I would love to see one of three preserved Yellowstones restored to Operating condition since Big Boy 4014 was restored, but it's very unlikely, but however I have a Greg Scholl DVD about Yellowstones, so I can experience seeing them run even in the vintage footage.
I wonder if 227 will get a full mechanical restoration to running condition cause with UP 4014 and C&O 1309 in operation with the eventual return of UP 3985 it would of been nice for a massive iron giant like a Yellowstone to be running. Think of the possibility of railfan flocking to the museum to ride 227.
Great video of DM&IR 227. It’s great to see DM&IR 227 preserved along with 225 and 229. While four of their other siblings were scrapped after they were unable to be preserved. Those were 221, 222, 224, and 236. Here’s how I would imagine if all four were preserved to this day. DM&IR 221: Could’ve been displayed at the Heart of Dixie Railroad Museum located in Calera, Shelby County, Alabama. DM&IR 222: Could’ve been displayed at the Oklahoma Railway Museum in Oklahoma City, Oklahoma. DM&IR 224: Could’ve been in operation to this day. DM&IR 236: Could’ve been displayed at Wales, Wisconsin.
