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South Shore train No. 502 from South Bend, enters Metra Electric tracks at Kensington, on December 28, 2019.
CSS&SB Pullman built 12 at South Bend, Indiana on August 1, 1965, Kodachrome by Chuck Zeiler. Number 12 was built in early 1926 by the Pullman Car and Manufacturing Company, delivered to the South Shore by June 1926, rebuilt in 1945, flourescent lighting replaced incandescent, and the car was lengthened from a 60 foot car to a 77 foot car. It is seen here at the South Bend coach yard about to return an Illini Railroad Club fan trip to Chicago, once the headlight is installed.
Our friendly South Shore freight makes a nice late morning appearance in Hammond, IN. Too bad I didn’t know he was lined all the way to Kensington.
Accidental double exposure with South Shore & GTW freights, these were taken when I had a cheapo camera as a kid, early 1980s I think. #SouthShore #CSS&SB #SouthShoreLine #Chicago #South #Shore #GTW #GrandTrunkWestern #film #doubleexposure
CSS&SB Pullman built 15 at the Randolph Street Station in Chicago, Illinois on March 23, 1983, Kodachrome by Chuck Zeiler.
Chicago South Shore & South Bend Railroad Pullman-built 8 at about Roosevelt Road in Chicago, Illinois on an unknown day in October 1978, Ektachrome by Chuck Zeiler. Number 8 was built by Pullman Car and Manufacturing Company in early 1926, delivered to the new CSS&SB (which took over the bankrupt CLS&SB) by June 1926.
The CSS Acadia was a hydrographic surveying ship in Canada. She is now a museum ship at the Maritime Museum of the Atlantic.
Photographed using a Nikkor 35mm f/1.4 lens with a 4 sec. exposure. I bracketed exposure time. Even though the night was quite still (note the flag) there was sufficient movement of the ship to blur photos of longer exposure.
Maritime Museum of the Atlantic
Acadia was launched in 1913 at Newcastle-upon-Tyne, England at the yards of Swan, Hunter and Wigham Richardson Ltd. She was the first vessel specifically designed and built to survey Canada's northern waters, and her career took her from the dangerous, ice-infested waters of Hudson's Bay to Nova Scotia's South Shore. In her early years, she was responsible for pioneering hydrographic research in Canada's Arctic waters. At the end of her career, she was used to chart the coast of Newfoundland after it joined Confederation in 1949, creating entirely new charts and updating some that were nearly a century old.
Acadia also holds the distinction of being the only surviving ship to have served the Royal Canadian Navy during both world wars. She served as a patrol and escort vessel from 1916 to 1919. She received minor damage in the Halifax Explosion in 1917 while acting as a guard ship in Bedford Basin, making her the only vessel still afloat today to have survived the Halifax Explosion. Acadia was recommissioned as a warship in 1939 serving first as a patrol vessel and later as a training ship until the war's end in 1945.
Acadia remains a classic example of the best that her British builders had to offer. Built during the Edwardian era, her splendid lines run uninterrupted from the straight bow to a graceful counter stern. With her two masts and her single funnel, she resembles a small steam yacht more than a hardworking survey vessel.
Her interior displays a class of marine craftsmanship typical of that great tradition. Beautiful mahogany and oak panelling and fine brasswork are found throughout the quarters of the hydrographic staff and officers, giving them accommodations that suggest the great ocean liners of the same era.
So strongly built was Acadia's ice-strengthened hull, that she was often employed as an auxiliary ice breaker in her early years, something for which she was not really designed and which gave her masters and crew an occasional nervous moment.
As a state-of-the-art vessel and an important part of the operations of the Canadian Hydrographic Service, Acadia often pioneered the testing and development of new technology. But despite all the cutting edge equipment introduced aboard Acadia, her triple-expansion steam engines and two coal-fired, Scotch marine boilers were in operation until she retired. This made her a rarity among the Hydrographic Service's fleet and made her easy to spot as she entered port trailing an unmistakable trail of black smoke.
In the website www.cssmusic.com/ you can use 3 search systems, organize your selections with their playlist tool and can be provided with bulk download plans with downloads that don't expire.
CSS&SB Pullman built coach 6 at Michigan City, Indiana on an unknown day in April 1975, Ektachrome by Chuck Zeiler. Number 6 was built in 1926 by Pullman Car and Manufacturing Company as part of the first ten car order placed by the newly formed Chicago South Shore & South Bend Railroad, which took over control of the bankrupt Chicago Lake Shore & South Bend Railroad in 1926. Also seen (left to right) are trailer 204. 201, motor 6, and 704, the former NYC class R-2 343, rebuilt by the CSS&SB in 1956. The occasion was a CERA sponsored fan trip.
Chicago South Shore & South Bend Railroad Pullman-built 100 at the Randolph Street Station in Chicago, Illinois on an unknown day in September 1979, Kodachrome by Chuck Zeiler.
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CSS&SB Baldwin-Westinghouse Class E 900 at Michigan City, Indiana on February 16, 1964, Koadchrome by Chuck Zeiler. Number 900 was built by Baldwin-Westinghouse in 1929 for the Illinois Central as number 10000 as a result of the City of Chicago's smoke abatement ordinance in the downtown area (requiring the IC to electrify its suburban service by 1927) and was acquired by the South Shore in 1941 when the IC dieselized its Congress and 31st Street Yards in Chicago. The construction of the four IC Class E's (Class E is a Westinghouse designation) followed the South Shore's intiial order for four Class E's (road #'s 1001-1004) in 1926, specifically designed by Westinghouse to meet the South Shore's specifications. During 1927 the South Shore followed up on it's initial order with an order for two more Class E's in 1927 (#'s 1007-1008), and again during 1928 for two more (#'s 1009-1010). Baldwin designed an outside equalized truck for the South Shore orders, but for the IC order, it used its traditional steam locomotive tender truck design. The following is from Joseph Strapac's book, Interurban Electric Locomotives: One of the reasons that there was a Baldwin-Westinghouse at all was because Baldwin was so successful as an integrated manufacturer. Baldwin had sufficient capacity in its tender shop in downtown Phildelphia that it could easily underbid any proposed assembly by Westinghouse's own forces out in East Pittsburgh. Baldwin built the structure of each locomotive riveting together and empty box with trucks and couplers (and at least rudimentary train air brakes) based on the familiar technology of locomotive tenders. The frame itself was assembled from standard steel shapes, with heavy Baldwin castings at each end to tie everything together. Even the trucks themselves were adapted from tender trucks used beneath thousands of Baldwin-built steam locomotive tenders. Windows and a host of other appurtenances would be installed, then the locomotive-to-be would be shunted out to the interchange track. It would be handed off to a line-haul railroad and waybilled (as if it were a freight car) across Pennsylvania to the East Pittsburgh Works of Westinghouse. Westinghouse installed and tested electrical gear at East Pittsburgh. The locomotives would be finish-painted (they left Baldwin in primer), tested and otherwise prepared for delivery. A short stretch of adjustable-voltage overhead behind the Works allowed road testing (and publicity photographs) when the locomotive was complete. This track was historically 'pantograph country', so locomotives destined for customers who used only trolley poles or third rail were often pictured at this site fitted with pantographs - which would be removed prior to shipment.
CSS&SB 40 trailing at Monroe Street in Chicago, Illinois on an unknown day in August 1979, Ektachrome by Chuck Zeiler. Note the gentleman attending to the overhead. Number 40 was built in 1929 by the Standard Steel Car Company as control trailer 213, was motorized in 1938 and renumbered to 40.
Chicago South Shore & South Bend Railroad Pullman-built 101 and 17 at the Randolph Street Station in Chicago, Illinois on an unknown day in August 1979, Ektachrome by Chuck Zeiler.
Life size model of the CSS Hunley, the first submarine to sink an enemy warship. The real Hunley resides in Charleston South Carolina where it was used in battle. This life size model is located in Mobile AL where the Hunley was built.
Ana, Carol, Adriano, Lovefoxxx, Luiza
Photos by Roberta Ridolfi [ www.robertaridolfi.com ]
This is partially in order to explain where the hell I've been (shooting bands, lights and grubby punters), but also it's a portrait of a cool woman with a bit of flare .. so dingdong I'll see you later.
CSS&SB Pullman built 8 on a fantrip at South Bend, Indiana on October 23, 1965, Kodachrome by Chuck Zeiler.
CSS&SB 19 at Michigan City, Indiana on November 16, 1982, Kodachrome by Gib Allbach, Chuck Zeiler collection.
Chicago South Shore & South Bend Railroad Pullman-built 4 on a fantrip at the Calumet River bridge near Hammond, Indiana on October 23, 1965, Kodachrome by Chuck Zeiler.
CSS&SB GE 1013 at Michigan City, Indiana on October 23, 1965, Kodachrome by Chuck Zeiler. Previous orders for South Shore freight locomotives had been placed with Baldwin, with electrical gear supplied by Westinghouse (road #'s 1001-1010). By 1929, GE took note of this sudden spike in the competitor's business and entered the bidding on the next batch when the South Shore asked for proposals. Whether any profit was earned is a good question, but nonetheless General Electric was awarded the contract for CSS&SB #'s 1011-1013, and they were erected and equipped by GE at Erie, Pennsylvania. As delivered, these locomotives also had a trolley pole (the reason for the offset pantograph) and third rail collection devices, and were designed to operate on South Shore's 1500 VDC or Samuel Insull's other two Chicago railroads (CNS&M and CA&E) 600 VDC, although there is no evidence that these locomotives ever left CSS&SB rails. Lookalikes (GE engineers drew up their own blueprints, the GE's had four front windows instead of Baldwin's three) for the Baldwin-Westinghouse Class E motors, #'s 1011-1013 were set up to run in multiple with them as well. They were shipped by GE between December 1929 and November 1930, all were retired in January 1967 and scrapped by Precision Engineering.