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Winter 2000 Issue
IN EVERY ISSUE
Soo News
WC News
Editor's Report
Executive Report
Gallery
Rip Track
Letters
Transfer Table
Less-Than-Carload
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
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Fall
2000 Issue Hightlights |
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The Winnipeger
Part 2: March 24-25, 1967, saw the end of this passenger train
by Philip J. Sularz
The train seemed different on this late March evening. Walking toward the head end locomotive, I carefully surveyed the activity and passengers across the 600-foot long iron train shed that was home to three major railroads in Minneapolis. As departure time approached, I could feel the excitement building within the confines of the old three-story building. The 170-foot spire would light up the night one last time with its neon "Soo Line" announcing the last performance of the Winnipeger. As a young brakeman on the Soo Line, I had already used a few opportunities to deadhead aboard the Winnipeger. Riding up to Glenwood, Minnesota on no. 89, I had connected with several work extras, such as train wreck and weed sprayer assignments. Like many memorable railroad experiences in my life, the Soo Line was often the railroad that provided the framework. This midwest road was host to many events that provided the most lasting memories. I would ride the train tonight not as an employee, but as a railroad enthusiast. As the final curtain came down on an era of great Soo passenger trains that ran between the Twin Cities and Winnipeg, I would be in the audience. |
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Soo Line's
wide-vision cupola cabooses
These steel way cars became the post-merger standard that lasted through the century
by Bryan Alden and Jason Korth
Shipment of the first five cabooses, numbers 1-5, was made in February 1966 with the Soo taking delivery at Burlington, Wisconsin. They were then moved to the Shoreham car shop for installation of two-way radios and roof-mounted amber warning lights. In addition, the cupola sides and ends were covered with red reflective Scotchlite sheeting manufactured by 3M Company. With the additional expense items, each caboose cost $25,668. The Soo had finally entered the modern era with a modest fleet of new steel cabooses resplendently displaying a bright red extended cupola mounted on a bright white carbody on which was stenciled SOO in large, four-foot high black letters.
The new cabooses offered a study in contrasts with their traditional, wood-bodied predecessors. In all aspects, the new cars were a vast improvement, ushering in a host of new features previously unimagined in the ancient wooden cars. As a result, a lifestyle change was in order for the conductors and rear brakemen. Electrical systems replaced oil lamps; the coal-fired stove gave way to a propane (later fuel oil) heater; revolving, high-backed vinyl seats replaced cushioned, wooden bench seats; and roller-bearing equipped trucks replaced wood-beamed arch-bar trucks with oil-filled journal boxes.
The new steel cars also featured a number of improvements over the older cars. The welded steel construction provided a carbody and center sill that was both stronger and safer. The cushioned underframe was also an improvement, although it didn't eliminate the effects of slack running out. The roller bearing equipped swing-motion trucks provided a reasonably smooth ride, although some trainmen considered the new steel cabooses to be more noisy despite the wall and ceiling insulation.
 
The car interiors were equipped with four black, rotating, high-backed vinyl seats with armrests, and the cupola was outfitted with two walk-around seats of a similar design. Other amenities included a water cooler, a propane-fueled heater, and an incineration-type toilet. With three windows on each side, and two at each end in addition to the cupola windows, excellent all-around visibility was afforded.
Perhaps the most significant advancement came with the onboard electrical system, which provided power for the interior and exterior lighting, and radio system. The use of two-way radio equipment was becoming increasingly important, and it required a power source that would have been impractical to install on the old wooden cabs.
Over the next several years, the Soo Line progressively ordered small groups of wide-vision cabooses to expand pooled caboose operations over the other mainlines throughout the system. In 1966, ten additional cabooses were ordered and numbered 6-15, authorized by AFE SE-14-66. These ten cars were virtually identical to the first five and were shipped from Kenton, Ohio in September 1966. Radio equipment and the roof mounted flashing lights were installed by the builder. In what was to become a familiar pattern, these new cabooses were billed to Shoreham for application of the reflective cupola sheeting and for checking out the electrical and radio systems prior to their entry into service.
Unfolded poster available through the Archives store.
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