Summer 2000 Issue

IN EVERY ISSUE

Soo News
WC News
Editor's Report
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Transfer Table
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STAFF

Editor
Rick Johnson

Associate Editor
Ken Soroos

Associate Editor/Soo News
Jason Korth

Soo News
tom Mastoras

Wiconsin Central News
Galen Fromm

Modeling Editor
Chuck Derus

Contributing Editors
Andy Roth, Guy Kieckhefer, Doug Fleming

Editorial Consultants
Jack Witmer, Gregg Condon

Technical Consultants
Stuart J. Nelson, Wallace W. Abbey

Commercial Accounts
Joe Lallensack

Advertising Manager
Burnell Breaker

Back Issues
John Strenski

Summer 2000 Issue Hightlights

The Winnipeger

Part 1: History and operation

By Stuart J. Nelson

In 1903 the Minneapolis, St. Paul and Sault Ste. Marie Railway began construction of the Winnipeg line north from Glenwood, Minn. The line was completed to the Canadian border in the fall of 1904, connecting with the Canadian Pacific at Noyes, Minn.-Emerson, Manitoba.
In October, 1904 a local was begun out of Thief River Falls and then, on November 21, through service was inaugurated between St. Paul and Winnipeg. The through train to the west coast was nos. 107-108 and the local out of Thief River Falls was nos. 111-112. Nos. 109-110 were saved for the through train to Winnipeg.

The first trip of no. 109 out of St. Paul was behind engine 509. J. E. Malthouse was the engineer from St. Paul to Glenwood and Oliver Lybeck was the engineer with engine 26 from Glenwood to Emerson. The conductor was Oscar Powers. Apparently, engine 509 was too big for the new track north of Glenwood. For no. 110 out of Emerson, Ed Harrison was the engineer, G. H. Arnold was the conductor, and W. B. Sheeran was the brakeman. The other crew members are unknown. The consist was mail, baggage, two coaches, diner, and sleeper. Originally the sleepers were company-owned cars.

Over the years the train was officially named Manitoba Express (1904-1909), Winnipeg Express (1909-1928), and Winnipeger (1928-1967). Along the line it was popularly known as "The Winnipeg Flyer" or just "The Flyer."

In 1909 two open-platform observation cars, 754 Twin Cities and 755 Winnipeg, were purchased for this train from Barney and Smith. They had five staterooms, each furnished in a different natural wood: Peruvian mahogany, light Cuban mahogany, Circassion walnut, tamarind, and blanchet. There was a small buffet and in the lounge were 14 easy chairs along with two library chairs. The cars had deep, open platforms. The general interiors were mahogany with green plush upholstery.

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Soo Line's intermodal service

Part 2: Equipment

by Rick Johnson and Guy N. Kieckhefer

As mentioned in Part 1, the Soo Line's first piggyback flatcars were four 52'-6" cars rebuilt in 1955 from the Wisconsin Central's 54301–54499 series (odd nos.). In 1956-57, ten of the twenty-five 41'-5" flatcars from the 54101–54259 (odd nos.) series were similarly equipped.
The first 85'-0" piggyback flatcars on the Soo Line were the ten built in May 1960 by Pullman-Standard as Wisconsin Central series 54571– 54589 (odd Nos.). They were delivered in freight car brown (which later weathered to near black) with the serif lettering typical of the 1950s. These were followed in August by five similar cars for the Minneapolis, St. Paul & Sault Ste. Marie as series 5701–5709 (odd nos.).

The newly-merged Soo Line Railroad added fifteen 85'-0" cars numbered 5711–5739 (odd nos.), built by Bethlehem Steel Company in December 1961.

In April 1962, the railroad leased twenty-five 50'-0" steel piggyback flatcars from U.S. Railway Equipment Co., numbered 5741–5789 (odd nos.).

In September 1963, Pullman-Standard built ten more 85'-0" cars numbered 5575–5593 (odd nos.), which were delivered in freight car brown with white gothic lettering.

The last series of 85'-0" steel piggyback flatcars built for the Soo Line were the twenty cars in the 5623–5661 series (odd nos.) built October 1964 by General American.

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