Model trains fresno california,model railroader 75 year dvd 2014,toy and train show virginia beach - Reviews

admin 01.06.2014

SN ceased interurban passenger operation in 1940-1941, and sold its streetcar operation to National City Lines in 1943. This photo shows the fan trip entering Sacramento just west of the bridge, running south down Front Street. Note the new General Electric 70-ton diesel-electric in the yard, part of Central California Traction's quick conversion from electric to diesel in 1946. Here you can see the dreaded yard entrance at Front and N Street, as the streetcar passes the Bert McDowell grocery warehouse.
Warehouses and depots block most direct views of the Sacramento River from Front Street, but at a few points there are open docks like here at Front and O Street, where you can see across the river to West Sacramento and California Dehydrating's facility, also served by SN freights.
On X Street, a portion of the belt line shared with Central California Traction, the fan trip passes a row of bungalows. The Libby cannery is one of Sacramento's largest, and in the 1920s it was one of the two largest in the United States (the other was California Packing Company No. At the north end of Haggin Yard, the streetcar prepares to cross the American River, pausing to give the fan trip some photos of assorted Sacramento Northern crummies on the Haggin Yard caboose track. Traction fans are taking what fan trips they can before the wire comes down, scheduled for January 1953. PE is a fascinating line just from its sheer quantity and diversity--it really shaped the fabric of southern California. Gee, I remember the days when you could tell it was N scale because everything looked so big and clunky. Should be a busy week, trying to finish an intermodel yard and a Mu Jack, retainer wall, hiway guard rails and if luck has it, will start to scrach build a running repair locomotive shop.
Built on the birthplace of Fresno, the Southern Pacific Railroad depot represents the city’s transition from a dusty plains outpost to the West’s leading agribusiness center. On a horseback tour of the region, railroad director Leland Stanford, former governor of the state, is said to have exclaimed “Wonderful! After a survey of the townsite which laid it out in blocks, the railroad sold lots starting in June 1872 at prices ranging from $60 to $250.
During the city’s building boom in the late 1880s, Southern Pacific (which took over Central Pacific in 1885) built a new depot on the site—one that made the city proud.
Built of brick in the Queen Anne style, it was spacious, featuring ladies and gents waiting rooms and baggage and ticket offices.
Subsequent decades brought additions, remodeling, plastering of the exterior and construction of a Pullman Car shed.
The depot closed for rail business in 1971 due to declining passenger business and an increase in truck transportation.
Today the building at 1713 Tulare Street houses offices and ACEL charter school (Academy for Civic and Entrepreneurial Leadership). It is listed on the National Register of Historic Places and on the Local Register of Historic Resources, and is one of two Queen Anne-styled rail stations in California. I am interested in creating a model railroad track layout to replicate the first railroad station built in Fresno and to include some, if any, of some of the original historic buildings that were built during the initial stages in the development of Fresno. Just wanted to say thank you for the great photos and very informative information concerning Fresno history.
I don’t consider the claim that Leland Stanford visited the future site of Fresno by horseback and declared “Wonderful!
The writer sort of missed the mark when he stated the Fresno depot closed in 1971 due to declining passenger business and an increase in truck transportation.


Regarding the accompaning photos, neither the Pullman shed or Southern Pacific steam locomotive No. The building was probably of board and batten construction (batten spacing: 12 inches) and 32-feet wide. The still-existing Hollister depot is of the same design as the early depots on the San Joquin Valley route. From the late 1940s until the mid-1960s, SN slowly de-electrified their line, leaving small islands of electric operation.
Today's ride is provided by a double-truck Birney style streetcar, originally built for Fresno Traction and later sold to Central California Traction (another electric interurban that ran from Sacramento to Stockton) for their Sacramento streetcar line.
This view shows the River Lines docks, where freight was transferred from riverboats and barges to Sacramento Northern, Central California Traction, Southern Pacific and Western Pacific trains.
As the hub of the transportation network for the Sacramento Valley, Sacramento has many distribution centers for fresh produce, transferring goods from farmers' trucks to refrigerator cars for distribution across the country. In the foreground is a machine shop attached to the Sacramento Machine Works complex, an iron foundry that has graced Sacramento's riverfront since the Gold Rush. PG&E owned the local streetcar line until it was sold to National City Lines in 1943, and still provides electric power to Sacramento. The passing streetcar doesn't seem to faze the neighborhood cats waiting for their dinner to be served. The route runs to the foothills today, but it was the original route for the Sacramento Valley Railroad, the first common carrier railroad on the Pacific coast.
11.) The Libbys got their start packing meat in Chicago, but saw the opportunity for fruit and vegetable canning in Sacramento about 1910. Locally served industries Golden State Dairy and Cal-Hi Beverage are located just south of the berm, in the shadow of the Victorian homes and massive tree canopy of Sacramento's residential neighborhoods. All southbound freights are broken up here for distribution to industries by local switching turns, including transfers to interchanges with Western Pacific, Southern Pacific and Central California Traction.
Because the Belt Line is considered within yard limits, cabooses are generally not found operating on its length, unless they are being transferred from North End to South End facilities. Future fan trips may capture other sights along the SN Belt Line, including the Tower Bridge and American River Bridge, more bungalow architecture along X Street, and Sacramento's Japantown, just east of the waterfront industries on Front Street.
The final goal is for the setting to show Sacramento in high summer--lots of bright light--although according to prototype practice twilight is just as appropriate, as most freight traffic on the belt line was done at night. Easterby, who grew 2,000 acres of grain on the arid landscape with a system of canals, that they picked a nearby spot as a stop on their Central Pacific line from San Francisco to San Diego. In August of 1931, historian Ernestine Winchell writes, “That summer and fall of 1872 were filled with color and activity, fired with ambition and hope. Approximately 60-feet by 150-feet, it was crowned with a large turret, which was the station master’s office. The shed, which housed the luxury passenger cars, may be the last one remaining in the U.S. Are there any photos that are at my disposal to review to get an accurate account of the building architecture and street layout of downtown?
Here we must build the town” to be very believable and I doubt that there are primary historical sources that substantiate this scenario.
Passenger trains could run directly through Sacramento's downtown streets, but freights were relegated to a circuitous route along the city limits (just inside the city levees) to reach the industries and Sacramento River docks along Front Street.
Third-rail operation north of Sacramento was shut down after a state law (prompted by the death of a child in rural Rio Linda, north of Sacramento) banned exposed third rail on unprotected right-of-way.


Thanks to Hovey Moore of the Mo-Mo Club, one of Sacramento's hottest jazz clubs, for allowing us to take this photo from his upstairs windows! The gas tank was originally built to hold locally generated manufactured gas, originally from coal and later from oil, to illuminate Sacramento streetlights and homes, before the widespread adoption of electric power in the 1890s. While the big distributors deal strictly wholesale, the local markets sell produce to residents straight off the truck. Cars intended for points south of Sacramento are transferred via the local switching turn across the Sacramento River to Westgate Yard in West Sacramento to be reassembled into southbound freights. I am a bigger fan of the Pacific Electric Railway and someday I will definitely get around to building a pike representing the PERy. I have a ways to go in the lighting department, currently the lights are just a row of rope lights with a few 20w halogens every few feet. A smaller turret and dormers with arched, small-paned windows extended from the slate roof. Note that the freight yard is about 15 feet lower than Front Street, which is on an elevated levee. Today it stores natural gas for home heating and stoves, using the same distribution network.
Between the cannery and the tracks is the California Almond Growers' Exchange, whose operation is equally massive. NE later combined with a second interurban, Oakland Antioch & Eastern, to create the Sacramento Northern. The body is a little cockeyed because of the height of the Bachmann motor, a problem I'm still trying to fix.
A 4% grade on a sharp curve drops trains from the main line to the yard, a spot much reviled by freight crews for frequent derailments. WP purchased Sacramento Northern in the 1920s as a freight feeder, and while SN has purchased its own gaggle of 44-ton GE locomotives, they sometimes borrow WP diesel switchers.
The fan trip carefully crosses C Street after waiting for the speed demon in the powder-blue Chevy to cross the tracks. The freight room portion would have been on a platform at the height of boxcar floors (I believe the platform height in those days was 4 feet).
While its trackage did not rival the massive Pacific Electric, SN had the longest single mainline run of any interurban in the United States, 187 miles from Chico to Oakland, with Sacramento the hub of the system. Activity on the waterfront has slowed in anticipation of new dock facilities in an improved deep-water channel across the river in West Sacramento. Nice cheap wally world vehicles you got there as well How did you make your cement or is it asphalt roads? I'm experimenting with colored foam with quick dry drywall spackling mixed with grey and black acrylics spread thin over the foam.
I'm hoping to purchase a new Canon G9 LCD 12mp camera soon so my pics will look a little better, and with JKtrains help maybe even good.



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