View allAll Photos Tagged CZ
This is the final selection from my slide collection. Above - Randy on his over-the-counter 250 CZ in the Autumn sunshine.
Livesport Superliga 2021 | Tatran Střešovice vs. ACEMA Sparta Praha
Sportovnà centrum Řepy | 03.10.2021
Foto: Matyáš Klápa - www.tatranflorbal.cz
This is the "sporting" variant of the CZ75 9mm pistol commonly sold in the USA. This one has the optional "Kadet " .22 caliber kit. The 9mm magazine holds either 10 or 16 rounds depending on local laws and the .22 magazine holds 10. This is a very solid and reliable pistol which is used by police forces all over eastern Europe and elsewhere.
I believe this was a special build for Cabela's. It has a bright, stainless steel finish and wears checkered coco bolo wood grips. It also came with two politically - incorrect high capacity magazines. All the stainless steel versions of the CZ-75 have ambidextrous safety levers, similar to the CZ-85.
Tickets and Photos from our California Zephyr trip in 1968
This may be of interest to fans of the Western Pacific and California Zephyr.
In 1968, my family went to Ohio to visit my mom's relatives. We took the California Zephyr both ways, in Pullman, the only time I rode Pullman operated sleepers. The next time I rode in a sleeping car, the Pullman Company was long gone and the train was run by Amtrak.
This was the original WP-Rio Grande-Burlington CZ. Today's Amtrak train follows the same route east of Winnemucca, Nevada, but uses the former SP route west of Winnemucca. The WP line runs through the Feather River Canyon, crossing the Sierra about 2000 feet lower in elevation than SP's Donner Pass.
We left Sacramento on 18 Jul, arriving in Chicago 20 July. Our return trip was 31 July to 2 August.
At the time we left, the ICC was considering WP's petition to discontinue their portion of the train, which had been losing money for some years. We thought that we might have to go home on the Milwaukee-UP-SP City of San Francisco, the SP leg of which was also up for discontinuance, or the Santa Fe's San Francisco Chief. In the event, the ICC told the WP to continue running the train, and it lasted until March 1970 on the WP.
I had more photos of the trip, but sometime after I moved out, my mom or dad went through all the family photo albums and consolidated a bunch of albums into fewer books. While I really don't mind them having gotten rid of old photos from their Navy days of people whom I never knew, unfortunately, they also got rid of some photos from the CZ trip that I remember having seen in the old albums for years.
Our trains had typical power for the period, an FP7 and 2 B units, either F3B or F7B, on WP, an ABBBA formation of Fs on the Rio Grande and 3 E units on the Burlington.
The CZ's standard consist that summer was baggage car, flat top coach, 3 dome coaches, dome dorm buffet lounge (Cable Car Room), diner, 5 or 6 sleepers and the dome sleeper observation car.
Our trains both had odd cars. The eastbound train had an NP sleeper right behind the baggage car that was used as the crew dorm because the dome buffet car had a coach section instead of a dorm. It was a Burlington substitute car that had a couple of cable car models but was missing the big photo mural of the Hyde Street hill in the regular cars.
The CZ had a 6 bedroom-5 compartment car, and the schedules for that summer also show an 11 bedroom car. Eastbound, the 11 BR car, was, IIRC, a Burlington car that looked like the regular CZ cars. Westbound, we had an SP 11 BR car just ahead of the obs, which was different inside and out from the CZ cars. Between Denver and SLC, we also had one of the Rio Grande's Chessie dome coaches between the flat top coach and the baggage car that showed in one photo that is no longer with us. That car, too, was quite a bit different from the CZ cars.
The service was everything that the books say that CZ service was, with attentive crews, good food in the diner and buffet and, of course the domes and the scenery to look at from the domes.
Funny enough, once we boarded the train, I never got off until Chicago. These days, I'll join the crowds taking stroll on the platform at stops, but Mom, Dad and I stayed on the whole way.
I seem to recall us being a bit late into Chicago, but not much. Westbound was another matter as when I awoke the last morning, somewhere east of Portola and went to the dome, we stayed stopped in a siding somewhere in the desert for over an hour waiting for a freight. We were about 3 hours late getting into Sacramento and I remember the Zephyrette coming around offering to send telegrams to people to warn them the train was late.
It was quite the trip.
Army Gen. Mark A. Milley, chairman of the Joint Chiefs of Staff, and Senior Enlisted Advisor to the Chairman (SEAC) Ramon "CZ" Colon-Lopez attend the Army-Navy football game at the U.S. Military Academy at West Point, New York, Dec. 12, 2020. The first time the game was played at Michie Stadium in West Point since 1943, Army West Point beat Navy 15-0 in the 121st football game between the two academies. (DOD Photo by Navy Petty Officer 1st Class Carlos M. Vazquez II)
Tickets and Photos from our California Zephyr trip in 1968
This may be of interest to fans of the Western Pacific and California Zephyr.
In 1968, my family went to Ohio to visit my mom's relatives. We took the California Zephyr both ways, in Pullman, the only time I rode Pullman operated sleepers. The next time I rode in a sleeping car, the Pullman Company was long gone and the train was run by Amtrak.
This was the original WP-Rio Grande-Burlington CZ. Today's Amtrak train follows the same route east of Winnemucca, Nevada, but uses the former SP route west of Winnemucca. The WP line runs through the Feather River Canyon, crossing the Sierra about 2000 feet lower in elevation than SP's Donner Pass.
We left Sacramento on 18 Jul, arriving in Chicago 20 July. Our return trip was 31 July to 2 August.
At the time we left, the ICC was considering WP's petition to discontinue their portion of the train, which had been losing money for some years. We thought that we might have to go home on the Milwaukee-UP-SP City of San Francisco, the SP leg of which was also up for discontinuance, or the Santa Fe's San Francisco Chief. In the event, the ICC told the WP to continue running the train, and it lasted until March 1970 on the WP.
I had more photos of the trip, but sometime after I moved out, my mom or dad went through all the family photo albums and consolidated a bunch of albums into fewer books. While I really don't mind them having gotten rid of old photos from their Navy days of people whom I never knew, unfortunately, they also got rid of some photos from the CZ trip that I remember having seen in the old albums for years.
Our trains had typical power for the period, an FP7 and 2 B units, either F3B or F7B, on WP, an ABBBA formation of Fs on the Rio Grande and 3 E units on the Burlington.
The CZ's standard consist that summer was baggage car, flat top coach, 3 dome coaches, dome dorm buffet lounge (Cable Car Room), diner, 5 or 6 sleepers and the dome sleeper observation car.
Our trains both had odd cars. The eastbound train had an NP sleeper right behind the baggage car that was used as the crew dorm because the dome buffet car had a coach section instead of a dorm. It was a Burlington substitute car that had a couple of cable car models but was missing the big photo mural of the Hyde Street hill in the regular cars.
The CZ had a 6 bedroom-5 compartment car, and the schedules for that summer also show an 11 bedroom car. Eastbound, the 11 BR car, was, IIRC, a Burlington car that looked like the regular CZ cars. Westbound, we had an SP 11 BR car just ahead of the obs, which was different inside and out from the CZ cars. Between Denver and SLC, we also had one of the Rio Grande's Chessie dome coaches between the flat top coach and the baggage car that showed in one photo that is no longer with us. That car, too, was quite a bit different from the CZ cars.
The service was everything that the books say that CZ service was, with attentive crews, good food in the diner and buffet and, of course the domes and the scenery to look at from the domes.
Funny enough, once we boarded the train, I never got off until Chicago. These days, I'll join the crowds taking stroll on the platform at stops, but Mom, Dad and I stayed on the whole way.
I seem to recall us being a bit late into Chicago, but not much. Westbound was another matter as when I awoke the last morning, somewhere east of Portola and went to the dome, we stayed stopped in a siding somewhere in the desert for over an hour waiting for a freight. We were about 3 hours late getting into Sacramento and I remember the Zephyrette coming around offering to send telegrams to people to warn them the train was late.
It was quite the trip.
Tickets and Photos from our California Zephyr trip in 1968
This may be of interest to fans of the Western Pacific and California Zephyr.
In 1968, my family went to Ohio to visit my mom's relatives. We took the California Zephyr both ways, in Pullman, the only time I rode Pullman operated sleepers. The next time I rode in a sleeping car, the Pullman Company was long gone and the train was run by Amtrak.
This was the original WP-Rio Grande-Burlington CZ. Today's Amtrak train follows the same route east of Winnemucca, Nevada, but uses the former SP route west of Winnemucca. The WP line runs through the Feather River Canyon, crossing the Sierra about 2000 feet lower in elevation than SP's Donner Pass.
We left Sacramento on 18 Jul, arriving in Chicago 20 July. Our return trip was 31 July to 2 August.
At the time we left, the ICC was considering WP's petition to discontinue their portion of the train, which had been losing money for some years. We thought that we might have to go home on the Milwaukee-UP-SP City of San Francisco, the SP leg of which was also up for discontinuance, or the Santa Fe's San Francisco Chief. In the event, the ICC told the WP to continue running the train, and it lasted until March 1970 on the WP.
I had more photos of the trip, but sometime after I moved out, my mom or dad went through all the family photo albums and consolidated a bunch of albums into fewer books. While I really don't mind them having gotten rid of old photos from their Navy days of people whom I never knew, unfortunately, they also got rid of some photos from the CZ trip that I remember having seen in the old albums for years.
Our trains had typical power for the period, an FP7 and 2 B units, either F3B or F7B, on WP, an ABBBA formation of Fs on the Rio Grande and 3 E units on the Burlington.
The CZ's standard consist that summer was baggage car, flat top coach, 3 dome coaches, dome dorm buffet lounge (Cable Car Room), diner, 5 or 6 sleepers and the dome sleeper observation car.
Our trains both had odd cars. The eastbound train had an NP sleeper right behind the baggage car that was used as the crew dorm because the dome buffet car had a coach section instead of a dorm. It was a Burlington substitute car that had a couple of cable car models but was missing the big photo mural of the Hyde Street hill in the regular cars.
The CZ had a 6 bedroom-5 compartment car, and the schedules for that summer also show an 11 bedroom car. Eastbound, the 11 BR car, was, IIRC, a Burlington car that looked like the regular CZ cars. Westbound, we had an SP 11 BR car just ahead of the obs, which was different inside and out from the CZ cars. Between Denver and SLC, we also had one of the Rio Grande's Chessie dome coaches between the flat top coach and the baggage car that showed in one photo that is no longer with us. That car, too, was quite a bit different from the CZ cars.
The service was everything that the books say that CZ service was, with attentive crews, good food in the diner and buffet and, of course the domes and the scenery to look at from the domes.
Funny enough, once we boarded the train, I never got off until Chicago. These days, I'll join the crowds taking stroll on the platform at stops, but Mom, Dad and I stayed on the whole way.
I seem to recall us being a bit late into Chicago, but not much. Westbound was another matter as when I awoke the last morning, somewhere east of Portola and went to the dome, we stayed stopped in a siding somewhere in the desert for over an hour waiting for a freight. We were about 3 hours late getting into Sacramento and I remember the Zephyrette coming around offering to send telegrams to people to warn them the train was late.
It was quite the trip.
CZ 455 Varmint Tacticool Supressor-Ready
Vortex Optics Razor HD Gen II 4.5-27x56 MRAD
Seekins Precision 34mm, 1" 'high' rings
Area 419 CZ 455 30MOA base
Tickets and Photos from our California Zephyr trip in 1968
This may be of interest to fans of the Western Pacific and California Zephyr.
In 1968, my family went to Ohio to visit my mom's relatives. We took the California Zephyr both ways, in Pullman, the only time I rode Pullman operated sleepers. The next time I rode in a sleeping car, the Pullman Company was long gone and the train was run by Amtrak.
This was the original WP-Rio Grande-Burlington CZ. Today's Amtrak train follows the same route east of Winnemucca, Nevada, but uses the former SP route west of Winnemucca. The WP line runs through the Feather River Canyon, crossing the Sierra about 2000 feet lower in elevation than SP's Donner Pass.
We left Sacramento on 18 Jul, arriving in Chicago 20 July. Our return trip was 31 July to 2 August.
At the time we left, the ICC was considering WP's petition to discontinue their portion of the train, which had been losing money for some years. We thought that we might have to go home on the Milwaukee-UP-SP City of San Francisco, the SP leg of which was also up for discontinuance, or the Santa Fe's San Francisco Chief. In the event, the ICC told the WP to continue running the train, and it lasted until March 1970 on the WP.
I had more photos of the trip, but sometime after I moved out, my mom or dad went through all the family photo albums and consolidated a bunch of albums into fewer books. While I really don't mind them having gotten rid of old photos from their Navy days of people whom I never knew, unfortunately, they also got rid of some photos from the CZ trip that I remember having seen in the old albums for years.
Our trains had typical power for the period, an FP7 and 2 B units, either F3B or F7B, on WP, an ABBBA formation of Fs on the Rio Grande and 3 E units on the Burlington.
The CZ's standard consist that summer was baggage car, flat top coach, 3 dome coaches, dome dorm buffet lounge (Cable Car Room), diner, 5 or 6 sleepers and the dome sleeper observation car.
Our trains both had odd cars. The eastbound train had an NP sleeper right behind the baggage car that was used as the crew dorm because the dome buffet car had a coach section instead of a dorm. It was a Burlington substitute car that had a couple of cable car models but was missing the big photo mural of the Hyde Street hill in the regular cars.
The CZ had a 6 bedroom-5 compartment car, and the schedules for that summer also show an 11 bedroom car. Eastbound, the 11 BR car, was, IIRC, a Burlington car that looked like the regular CZ cars. Westbound, we had an SP 11 BR car just ahead of the obs, which was different inside and out from the CZ cars. Between Denver and SLC, we also had one of the Rio Grande's Chessie dome coaches between the flat top coach and the baggage car that showed in one photo that is no longer with us. That car, too, was quite a bit different from the CZ cars.
The service was everything that the books say that CZ service was, with attentive crews, good food in the diner and buffet and, of course the domes and the scenery to look at from the domes.
Funny enough, once we boarded the train, I never got off until Chicago. These days, I'll join the crowds taking stroll on the platform at stops, but Mom, Dad and I stayed on the whole way.
I seem to recall us being a bit late into Chicago, but not much. Westbound was another matter as when I awoke the last morning, somewhere east of Portola and went to the dome, we stayed stopped in a siding somewhere in the desert for over an hour waiting for a freight. We were about 3 hours late getting into Sacramento and I remember the Zephyrette coming around offering to send telegrams to people to warn them the train was late.
It was quite the trip.
Tickets and Photos from our California Zephyr trip in 1968
This may be of interest to fans of the Western Pacific and California Zephyr.
In 1968, my family went to Ohio to visit my mom's relatives. We took the California Zephyr both ways, in Pullman, the only time I rode Pullman operated sleepers. The next time I rode in a sleeping car, the Pullman Company was long gone and the train was run by Amtrak.
This was the original WP-Rio Grande-Burlington CZ. Today's Amtrak train follows the same route east of Winnemucca, Nevada, but uses the former SP route west of Winnemucca. The WP line runs through the Feather River Canyon, crossing the Sierra about 2000 feet lower in elevation than SP's Donner Pass.
We left Sacramento on 18 Jul, arriving in Chicago 20 July. Our return trip was 31 July to 2 August.
At the time we left, the ICC was considering WP's petition to discontinue their portion of the train, which had been losing money for some years. We thought that we might have to go home on the Milwaukee-UP-SP City of San Francisco, the SP leg of which was also up for discontinuance, or the Santa Fe's San Francisco Chief. In the event, the ICC told the WP to continue running the train, and it lasted until March 1970 on the WP.
I had more photos of the trip, but sometime after I moved out, my mom or dad went through all the family photo albums and consolidated a bunch of albums into fewer books. While I really don't mind them having gotten rid of old photos from their Navy days of people whom I never knew, unfortunately, they also got rid of some photos from the CZ trip that I remember having seen in the old albums for years.
Our trains had typical power for the period, an FP7 and 2 B units, either F3B or F7B, on WP, an ABBBA formation of Fs on the Rio Grande and 3 E units on the Burlington.
The CZ's standard consist that summer was baggage car, flat top coach, 3 dome coaches, dome dorm buffet lounge (Cable Car Room), diner, 5 or 6 sleepers and the dome sleeper observation car.
Our trains both had odd cars. The eastbound train had an NP sleeper right behind the baggage car that was used as the crew dorm because the dome buffet car had a coach section instead of a dorm. It was a Burlington substitute car that had a couple of cable car models but was missing the big photo mural of the Hyde Street hill in the regular cars.
The CZ had a 6 bedroom-5 compartment car, and the schedules for that summer also show an 11 bedroom car. Eastbound, the 11 BR car, was, IIRC, a Burlington car that looked like the regular CZ cars. Westbound, we had an SP 11 BR car just ahead of the obs, which was different inside and out from the CZ cars. Between Denver and SLC, we also had one of the Rio Grande's Chessie dome coaches between the flat top coach and the baggage car that showed in one photo that is no longer with us. That car, too, was quite a bit different from the CZ cars.
The service was everything that the books say that CZ service was, with attentive crews, good food in the diner and buffet and, of course the domes and the scenery to look at from the domes.
Funny enough, once we boarded the train, I never got off until Chicago. These days, I'll join the crowds taking stroll on the platform at stops, but Mom, Dad and I stayed on the whole way.
I seem to recall us being a bit late into Chicago, but not much. Westbound was another matter. After I awoke the last morning, somewhere east of Portola and went to the dome, we stayed stopped in a siding somewhere in the desert for over an hour waiting for a freight. We were about 3 hours late getting into Sacramento and I remember the Zephyrette coming around offering to send telegrams to people to warn them the train was late.
It was quite the trip.
Tickets and Photos from our California Zephyr trip in 1968
This may be of interest to fans of the Western Pacific and California Zephyr.
In 1968, my family went to Ohio to visit my mom's relatives. We took the California Zephyr both ways, in Pullman, the only time I rode Pullman operated sleepers. The next time I rode in a sleeping car, the Pullman Company was long gone and the train was run by Amtrak.
This was the original WP-Rio Grande-Burlington CZ. Today's Amtrak train follows the same route east of Winnemucca, Nevada, but uses the former SP route west of Winnemucca. The WP line runs through the Feather River Canyon, crossing the Sierra about 2000 feet lower in elevation than SP's Donner Pass.
We left Sacramento on 18 Jul, arriving in Chicago 20 July. Our return trip was 31 July to 2 August.
At the time we left, the ICC was considering WP's petition to discontinue their portion of the train, which had been losing money for some years. We thought that we might have to go home on the Milwaukee-UP-SP City of San Francisco, the SP leg of which was also up for discontinuance, or the Santa Fe's San Francisco Chief. In the event, the ICC told the WP to continue running the train, and it lasted until March 1970 on the WP.
I had more photos of the trip, but sometime after I moved out, my mom or dad went through all the family photo albums and consolidated a bunch of albums into fewer books. While I really don't mind them having gotten rid of old photos from their Navy days of people whom I never knew, unfortunately, they also got rid of some photos from the CZ trip that I remember having seen in the old albums for years.
Our trains had typical power for the period, an FP7 and 2 B units, either F3B or F7B, on WP, an ABBBA formation of Fs on the Rio Grande and 3 E units on the Burlington.
The CZ's standard consist that summer was baggage car, flat top coach, 3 dome coaches, dome dorm buffet lounge (Cable Car Room), diner, 5 or 6 sleepers and the dome sleeper observation car.
Our trains both had odd cars. The eastbound train had an NP sleeper right behind the baggage car that was used as the crew dorm because the dome buffet car had a coach section instead of a dorm. It was a Burlington substitute car that had a couple of cable car models but was missing the big photo mural of the Hyde Street hill in the regular cars.
The CZ had a 6 bedroom-5 compartment car, and the schedules for that summer also show an 11 bedroom car. Eastbound, the 11 BR car, was, IIRC, a Burlington car that looked like the regular CZ cars. Westbound, we had an SP 11 BR car just ahead of the obs, which was different inside and out from the CZ cars. Between Denver and SLC, we also had one of the Rio Grande's Chessie dome coaches between the flat top coach and the baggage car that showed in one photo that is no longer with us. That car, too, was quite a bit different from the CZ cars.
The service was everything that the books say that CZ service was, with attentive crews, good food in the diner and buffet and, of course the domes and the scenery to look at from the domes.
Funny enough, once we boarded the train, I never got off until Chicago. These days, I'll join the crowds taking stroll on the platform at stops, but Mom, Dad and I stayed on the whole way.
I seem to recall us being a bit late into Chicago, but not much. Westbound was another matter. After I awoke the last morning, somewhere east of Portola and went to the dome, we stayed stopped in a siding somewhere in the desert for over an hour waiting for a freight. We were about 3 hours late getting into Sacramento and I remember the Zephyrette coming around offering to send telegrams to people to warn them the train was late.
It was quite the trip.
The CZ Vz. 82 was developed in the early 1980's for Czech military and police forces. It is a simple, solid design with a double action trigger, straight blowback action and fixed barrel. The '82, chambered in the 9x18mm Soviet Makarov round, replaced the 7.62x25mm Vz. 52, which was rather complicated and expensive to manufacture and had more than its share of maintenance issues.
An interesting feature of this pistol is its use of polygonal rifling, rather than the traditional lands and grooves. A quick look down the bore might give one the impression that it's completely smooth and shot out. Not so, CZ's version of polygonal rifling differs from the Lothar Walther type commonly seen in pistols from other manufacturers. With the chamber cleared and open, place a bore light so a reflection can be seen on the bore wall. Rotate the pistol slowly clockwise and the spot of light will travel up the bore in a spiral fashion. It scared me away at first, but they shoot just fine!
The Vz. 82 has been classified as a Curio and Relic in the U. S. Surplus pistols are readily available (as of this writing) at very reasonable prices. Most have considerable wear to the black enamel finish, but I'd much rather see honest wear than refinished "polish and paint makes 'em look what they ain't" guns.