The Tank Museum
Published 23 Apr 2021David Fletcher MBE explores the experimental FV4005, with original turret and 183mm gun fitted on a Centurion Mark 12 hull.
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#tankmuseum #tanks
Ruairidh MacVeigh
Published 27 Feb 2021Hello again! 😀
Back to trains, and for this week we discuss one of Britain’s most audacious but ultimately futile projects to revitalise the network in the wake of World War II. However, rather than undertaking a comprehensive rebuild of the network, British Railways was short-changed time and again, ultimately resulting in a facelifted but largely unchanged system that dated back to the Victorian era, though it was much smaller and crippled by far more debt than ever before.
This video was actually a suggestion from an American viewer, who was curious as to why British Rail had such a vast array of diesel locomotives during its early years. 🙂
All video content and images in this production have been provided with permission wherever possible. While I endeavour to ensure that all accreditations properly name the original creator, some of my sources do not list them as they are usually provided by other, unrelated YouTubers. Therefore, if I have mistakenly put the accreditation of “Unknown”, and you are aware of the original creator, please send me a personal message at my Gmail (this is more effective than comments as I am often unable to read all of them): rorymacveigh@gmail.com
The views and opinions expressed in this video are my personal appraisal and are not the views and opinions of any of these individuals or bodies who have kindly supplied me with footage and images.
If you enjoyed this video, why not leave a like, and consider subscribing for more great content coming soon.
Thanks again, everyone, and enjoy! 😀
References:
– Railways Archive (and their respective sources)
– RMWeb (and their respective sources)
– Wikipedia (and its respective references)
Polyus Studios
Published 3 Oct 2017Support me on Patreon – https://www.patreon.com/polyusstudios
**I realize a few of you are having trouble with the way I talk and how I’ve done the sound mixing. Please note that this was my first video and I tried to get everything right as I learned to do it. That said, I obviously made some mistakes. I am just one guy making these things and I’m learning as I go. Feel free to check out my more recent videos where I have tried to correct the sound issues.**
The CF-100 is Canada’s only domestically designed jet fighter to reach service and to be built directly to RCAF specifications. In its day it was a competitive all-weather interceptor. The Canuck protected Canadian airspace from the threat of nuclear armed Soviet bombers for over a decade. This is the story of its development and deployment.
Aircraft mentioned:
Vampire F.3
CL-13 Sabre
CF-100 Canuck
CF-101 Voodoo
CF-105 ArrowResearch sources:
http://www.cmp-cpm.forces.gc.ca/dhh-d…
https://www.bombercommandmuseum.ca/aircraft/cf-100/
http://www.canadianflight.org/content/avro-canada-cf-100-canuck
http://www.avroland.ca/al-cf100.html
http://www.aviastar.org/air/canada/canada_canuck.php
http://www.rwrwalker.ca/caf_canucks.html
http://image-bank.techno-science.ca/d…
NORAD and the Soviet Nuclear Threat: Canada’s Secret Electronic Air War By Gordon A.A. Wilson0:00 Introduction
1:08 Initial Development
2:38 CF-100 Mk 1 and Mk 2
4:26 CF-100 Mk 3
6:51 CF-103 and Transonic Speeds
7:36 CF-100 Mk 4
11:33 CF-100 Mk 5
13:14 Velvet Glove and Future Proposals
14:28 Operational History
20:02 Conclusion#CF100 #CanadianAerospace #PolyusStudios
Forgotten Weapons
Published 10 Mar 2021http://www.patreon.com/ForgottenWeapons
https://www.floatplane.com/channel/Fo…
Cool Forgotten Weapons merch! http://shop.bbtv.com/collections/forg…
When the British military transitioned from the .303 British cartridge to 7.62mm NATO in the 1950s, it replaced the Enfield rifles with the new L1A1 SLR (the FAL) but retained the Bren gun as a support weapon. The Bren was updated to use 7.62mm, in a process more complicated than most people would think. Ultimately, only a few thousand L4 series Brens were made, as they were rather quickly supplanted by the FN MAG as a belt-fed support weapon.
The four different patterns of L4 are:
L4A1 – the initial pattern, without magazine supports
L4A2 – the Bren MkIII in 7.62mm with magazine supports
L4A3 – the Bren MkII in 7.62mm with magazine supports
L4A4 – the A2 and A3 patterns with chrome-lined barrelsContact:
Forgotten Weapons
6281 N. Oracle 36270
Tucson, AZ 85740
The Cynical Historian
Published 27 Jul 2017This one is a contender for best historical film of 2016. The Founder is an amazing movie about the beginning of the McDonald’s food chain. Seriously, more films should take cues from this.
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references:
http://www.historyvshollywood.com/ree…http://time.com/money/4602541/the-fou…
http://content.time.com/time/magazine…
https://www.bustle.com/p/how-accurate…
https://www.washingtonpost.com/entert…
https://www.theatlantic.com/entertain…
https://www.nytimes.com/2016/05/20/bu…
http://www.abc.net.au/news/2016-11-24…
http://www.cbsnews.com/news/the-real-…
https://en.wikipedia.org/wiki/Ray_Kroc
https://en.wikipedia.org/wiki/Richard…
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contribute to my Patreon:
https://www.patreon.com/CynicalHistorianLET’S CONNECT:
https://twitter.com/Cynical_History
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Wiki:
The Founder is a 2016 American biographical drama film directed by John Lee Hancock and written by Robert Siegel. The film stars Michael Keaton as businessman Ray Kroc, and portrays the story of his creation of the McDonald’s fast food chain. Nick Offerman and John Carroll Lynch co-star as McDonald’s founders Richard and Maurice McDonald.The film premiered at Arclight Hollywood on December 7, 2016 and was released in the United States on January 20, 2017, by The Weinstein Company. It grossed $23 million worldwide and received generally positive reviews from critics, with praise for Keaton’s performance.
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Hashtags: #History #TheFounder #McDonalds #Review #BasedOnATrueStory #RayKroc
In another of a series of book reviews by Astral Codex Ten readers, Scott Alexander posted this review of Double Fold by Nicholson Baker, which helps to indicate just when libraries — and librarians — lost their mojo:
“Nottingham central library” by JuliaC2006 is licensed under CC BY 2.0
If you enter a major research library in the US today and request to see a century-old issue of a major American newspaper, such as Chicago Tribune, The Wall Street Journal, or major-but-defunct newspapers such as the New York “World”, odds are that you will be directed to a computer or a microfilm reader. There, you’ll get to see black-and-white images of the desired issue, with individual numbers of the newspaper often missing and much of the text, let alone pictures, barely decipherable.
The libraries in question mostly once had bound issues of these newspapers, but between the 1950s and the 1990s, one after another, they ditched the originals in favor of expensive microfilmed copies of inferior quality. They continued doing this even while the originals became perilously rare; the newspapers themselves were mostly trashed, or occasionally sold to dealers who cut them up and dispersed them. As a consequence, many of these publications are now rarer than the Gutenberg Bible, and some 19th and 20th century newspapers have ceased to exist in a physical copy anywhere in the world.
When Double Fold by Nicholson Baker came out in 2001, it was described as The Jungle of the American library system. After 20 years, the book remains universally known, sometimes admired but often despised, among librarians. The reason for their belligerence is that Baker publicly revealed a decades-long policy of destruction of primary materials from the 19th and 20th centuries, based on a pseudoscientific notion that books on wood-pulp paper are quickly turning to dust, coupled with a misguided futuristic desire to do away with outdated paper-based media. As a consequence, perfectly well preserved books with centuries of life still ahead of them were hastily replaced with an inferior medium which has, at the moment that I am writing this review, already mostly gone the way of the dodo. Despite its notoriety among librarians, however, Double Fold is little-known among the general public, even compared to Baker’s other non-fiction and his novels.
This is a shame, since the mass destruction of books and newspapers by libraries in the post-war era deserves to be better known as one of the most egregious failures of High Modernism, comparable with the wackiest plans of Le Corbusier. The story combines an excessive reliance on simplistic mathematical models, wilful ignorance to the desires of actual library-users and scholars, embracement of miniaturization and modernization as terminal values, and an almost complete disregard of 19th century books as historical artefacts. Unlike industrial farms, which can be broken up, and Brasília-style skyscrapers, which can be torn down and replaced with something else, the losses caused by the mass deaccessioning of books and newspapers from libraries were often irreplaceable.
As part of the uproar that followed the book’s publication, the Association of Research Libraries published an online anti-Baker FAQ, and in 2002, the book Vandals in the Stacks? by Richard J. Cox came out, presenting an attempted refutation of Baker’s theses. I have read both of these and discuss Cox’s arguments later on, but I must admit in advance that I was mostly convinced by Baker’s argumentation much more than by that of his opponents. Nonetheless, it is uncommon to have a polemical book receive a book-length response, and anyone interested in Baker’s thesis is advised to check out Cox as well.
canmildoc
Published 30 Mar 2013HMS Warrior (R31) was a Colossus-class light aircraft carrier which served in the Royal Canadian Navy from 1946 to 1948 (as HMCS Warrior). She was transferred to the Royal Canadian Navy, commissioned as HMCS Warrior and placed under the command of Captain Frank Houghton. She entered Halifax harbour on 31 March 1946, a week after leaving Portsmouth. She was escorted by the destroyer HMCS Micmac and the minesweeper HMCS Middlesex. The RCN experienced problems with the unheated equipment during operations in cold North Atlantic waters off eastern Canada during 1947. The RCN deemed her unfit for service and, rather than retrofit her with equipment heaters, made arrangements with the Royal Navy to trade her for a more suitable aircraft carrier of the Majestic class which became HMCS Magnificent (CVL 21) on commissioning. [Original text from Wikipedia]
Tags: Colossus Class Light Aircraft Carrier, HMCS Warrior, HMCS, RCN, Royal Canadian Navy, aircraft carrier, CV, Halifax
From the Wikipedia description of HMCS Warrior:
Warrior was a Colossus-class light aircraft carrier that was 630 feet 0 inches (192.0 m) long between perpendiculars and 695 feet 0 inches (211.8 m) overall with a beam at the waterline of 80 feet 0 inches (24.4 m) and an overall width of 112 feet 6 inches (34.3 m). The ship had a mean draught of 23 feet 3 inches (7.1 m). Warrior had a standard displacement of 13,350 long tons (13,560 t) when built and a full load displacement of 18,300 long tons (18,600 t). The aircraft carrier had a flight deck 690 feet 0 inches (210.3 m) long that was 80 feet 0 inches (24.4 m) wide and was 39 feet 0 inches (11.9 m) above the water. The flight deck tapered to 45 feet (14 m) at the bow. For takeoffs, the flight deck was equipped with one BH 3 aircraft catapult capable of launching 16,000-pound (7,257 kg) aircraft at 66 knots (122 km/h). For landings, the ship was fitted with 10 arrestor wires capable of stopping a 15,000-pound (6,804 kg) aircraft, with two safety barriers rated at stopping a 15,000-pound aircraft at 40 knots (74 km/h). Warrior had two aircraft elevators located along the centreline of the ship that were 45 by 34 feet (13.7 by 10.4 m) and could handle aircraft up to 15,000 pounds on a 36-second cycle. The aircraft hangar was 275 by 52 feet (83.8 by 15.8 m) with a further 57 by 52 feet (17.4 by 15.8 m) section beyond the aft elevator, all with a clearance of 17 feet 6 inches (5.3 m). The hangar was divided into four sections by asbestos fire curtains. The hangar was fully enclosed and could only be entered by air locks and the lifts, due to the hazardous nature of aviation fuel and oil vapours. The vessel had stowage for 98,600 Imperial gallons (448,244 l; 118,414 US gal) of aviation fuel.
The ship was powered by steam created by four Admiralty 3-drum type boilers driving two Parsons geared turbines, each turning one shaft. The machinery was split into two spaces, each containing two boilers and one turbine, separated by 24-foot (7.3 m) spaces containing aviation fuel. The spaces were situated en echelon within the ship to prevent a single disabling torpedo strike. The engines were rated at 42,000 shaft horsepower (31,319 kW) and the vessel had a capacity for 3,196 long tons (3,247 t) of fuel oil, with an range of 8,300 nautical miles (15,372 km) at 20 knots (37 km/h). The ship’s maximum speed was 25 knots (46 km/h). There was no armour aboard the vessel save for mantlets around the torpedo storage area. There were no longitudinal bulkheads, but the transverse bulkheads were designed to allow the ship to survive two complete sections of the ship being flooded.
Warrior was designed to handle up to 42 aircraft. The aircraft carrier carried a wide range of ordnance for their aircraft from torpedoes, depth charges, bombs, 20 mm cannon ammunition and flares. For anti-aircraft defence, the aircraft carrier was initially armed with four twin-mounted and twenty single-mounted 40 mm Bofors guns. The original radar installation included the Type 79 and Type 281 long-range air search radars, the Type 293 and Type 277 fighter direction radar and the “YE” aircraft homing beacon. The ship had a maximum ship’s company of 1,300, which was reduced in peacetime.
After service with the RCN, Warrior was returned to the Royal Navy, and subsequently sold to Argentina, entering service as ARA Independencia until 1971 when she was struck from the Argentinian navy list and scrapped.
Little Car
Published 4 Feb 2020Corgi Toys is the name of a range of die-cast toy vehicles produced by Mettoy Playcraft Ltd. in the United Kingdom.
The script for this video comes from Wikipedia: https://en.wikipedia.org/wiki/Corgi_Toys
If you find issues with the content, I encourage you to update the Wikipedia article, so everyone can benefit from your knowledge.
To get early ad-free access to new videos, or your name at the end of my videos, please consider supporting me from just $1 or 80p a month at https://www.patreon.com/bigcar
Link to my other channel – Big Car: https://www.youtube.com/bigcar2
canmildoc
Published 7 Apr 2013HMCS Magnificent (CVL 21) was a Majestic-class light aircraft carrier that served the Royal Canadian Navy from 1948-1957.
The third ship of the Majestic class, Magnificent was built by Harland and Wolff, laid down 29 July 1943 and launched 16 November 1944. Purchased from the Royal Navy (RN) to replace HMCS Warrior, she served in a variety of roles, operating both fixed and rotary-wing aircraft. She was generally referred to as the Maggie. Her aircraft complement included Fairey Fireflies and Hawker Sea Furies, as well as Seafires and Avengers.
Tags: HMCS Magnificent, CVL 21, Majestic Class Light Aircraft Carrier, Royal Canadian Navy, RCN, CV, Maggie, Fairey Fireflies, Hawker Sea Furies, Seafires, Avengers, Canada, aircraft carrier, Canada
From the comments:
Tibor80
5 years ago
That’s me with the mike in hand, interviewing the staff. It was the last TV work I did in Canada before leaving the industry and settling on Madison Avenue in the fall of 1954. Don Harron had been hosting a series titled ON THE SPOT, produced by NFB for 2-year old CBC-TV. They were running behind and NFB called me to fill in. I had never before done ad lib of this sort. They were supposed to have an advance man to do research and provide points to be covered or some sort of script but that never materialized. There was no crew either, so I doubled on grip work, hauled equipment from setup to setup — couldn’t do the camera and be in front of it, too — though I’m sure NFB would have loved that.I was just naturally very interested in the ship and asked a lot of questions and it worked out fine. The ship had no air conditioning. We were on maneuvers in the Gulf Stream near Bermuda in August. The heat was a killer. I couldn’t sleep. I shared a cabin with a lieutenant, a really nice fellow. He said, “Hey, Andy, you’re a V.I.P. here, I could get you a cot on a deck.” There was a little deck at the rear below the flight deck. All lights were out on maneuvers. I had never seen so many stars in my life — and the sea was filled with phosphorescence — like millions of fire flies. I thought I had died and gone to heaven.
We only had one week on the Maggie making the documentary but I was tempted to sign up for life. The navy had turned me down once before. A buddy and I got terrible marks in high school in the spring ’45 so we ran down to the Navy Recruiting station in Toronto and asked to sign up. A wiseguy behind the desk said, “Leave your names and if Hitler attacks Toronto, we’ll give you a call.” (Hitler shot himself a week later)
A video editor friend up in Belleville found this video and wrote to me saying there was a fellow with my name in this video. I told him that was me 70 pounds ago. Great days.
The Wikipedia entry says:
HMCS Magnificent (CVL 21) was a Majestic-class light aircraft carrier that served the Royal Canadian Navy from 1948–1957. Initially ordered by the Royal Navy during World War II, the Royal Canadian Navy acquired the carrier as a larger replacement for its existing operational carrier. Magnificent was generally referred to as Maggie in Canadian service. Following its return to the United Kingdom in 1956, the ship remained in reserve until being scrapped in 1965.
Description and construction
The 1942 Design Light Fleet carrier was divided into the original ten Colossus-class ships, followed by the five Majestic-class ships, which had some design changes that accommodated larger and heavier aircraft. The changes reduced the weight of petrol and fuel storage by reducing them to 75,000 gallons, to offset the additional weight from strengthening of the deck to operate aircraft as heavy as 20,000 pounds (9,100 kg). Further improvements over the Colossus class included larger aircraft elevators (54 by 34 feet, 16 m × 10 m) and improvements made to internal subdivisions for survivability purposes and accommodations.
The ship was 698 feet (212.8 m) long with a beam of 80 ft (24.4 m) and a draught of 25 ft (7.6 m). The carrier displaced 15,700 long tons (16,000 t). The ship was powered by steam from four Admiralty three-drum boilers. This propelled two Parsons geared steam turbines driving two shafts creating 40,000 shaft horsepower (30,000 kW). Magnificent had a top speed of 24 knots (44 km/h; 28 mph).
The aircraft carrier was armed with 24 2-pounder and 19 Bofors 40 mm guns for anti-aircraft defence. Majestic-class carriers were fitted out with Type 281, Type 293 and two Type 277 radar installations. The ship had a complement of 1,100, including the air group.
The third ship of the Majestic class, Magnificent was ordered 16 October 1942. The order was placed with Harland and Wolff in Belfast who were also constructing the Colossus-class ships Glory and Warrior. Magnificent was laid down on 29 July 1943 with the yard number 1228 and launched on 16 November 1944.
Scott Alexander reviews Why We’re Polarized by Ezra Klein, beginning with the underpolarization crisis of the mid-20th century:
In 1950, the American Political Science Association “released a call to arms … pleading for a more polarized political system”. The report argued that “the parties contain too much diversity of opinion and work together too easily, leaving voters confused about who to vote for and why”. Everyone agreed with each other so much, and compromised so readily, that supporting one party over the other seemed almost pointless.
In 1976, three years after Roe v. Wade, Democrats and Republicans were about equally likely to support abortion restrictions. That same year, a poll found that “only 54% of the electorate believed that the Republican Party was more conservative than the Democratic Party”; 30% thought there was no difference. As late as 2004, about equal numbers (within 5 pp) of Democrats and Republicans agreed with statements like “government is almost always wasteful and inefficient” and “immigrants are a burden on our country”. Between the late 60s and early 90s, Democratic presidents deregulated the airlines and passed welfare reform; Republican presidents pushed immigration amnesties and founded the EPA.
What happened between then and now? Klein has two answers: a historical answer, and a structural answer.
The historical answer is: the Dixiecrats switched from Democrat to Republican.
When the North won the Civil War, it had grand plans to remake the South into a paradise of racial equality and universal love. After Lincoln’s death, his successor Andrew Johnson decided this sounded hard and gave up. Within a few decades, the South was back to being a racist, paramilitary-violence-prone one-party dictatorship. That one party called itself “Democrat”, but had few similiarites to the Democrats in the North. The Southern Democrats (“Dixiecrats”) and northern Democrats disagreed on lots of issues, but the South hated the Republicans so much after their experience with Lincoln that they caucused with the northern Democrats anyway. This turned into a stable coalition, with northern Democrats agreeing to support the South against civil rights for blacks, and the Dixiecrats supporting the northern Democrats whenever they needed something.
But since the Democratic party contained both northern Democrats (relatively liberal) and Dixiecrats (relatively conservative), it didn’t want to take a coherent party-wide stance on liberalism vs. conservatism. And by the median voter theorem, that meant the Republicans also didn’t want to take a coherent stance on liberalism vs. conservatism. So both parties ended out centrist and identical.
In 1964, the Civil Rights Act threatened the Dixiecrats’ key issue. It wasn’t quite as simple as “Democrats were for it, Republicans were against it” – in fact, 80% of Republicans and 60% of Democrats supported it. But that year’s presidential election pitted heavily pro-CRA Democrat Lyndon Johnson against anti-CRA Republican Barry Goldwater, beginning Southerners’ defection to the Republican Party.
Klein says this successfully got all the conservatives on one side of the aisle and all the liberals on the other, allowing polarization to begin. Essentially, he believes polarization is a natural process, which the odd coalitions of the early 20th century temporarily prevented. Once the coalitions were broken, it could begin to do its work. He spends the rest of the book talking about why exactly polarization is so natural, what aspects of modernization have made it worse, and what sort of feedback loops make it keep going
Why does nothing in today’s rock music sound like the Beatles?
It’s a pertinent question because the Beatles were so acclaimed as musical innovators in their time and still so hugely popular. And yet, nobody sounds like them. Since not long after the chords of the “Let It Be” died away in 1969, every attempt to revive the Beatlesy sound of bright vocal-centered ensemble pop has lacked any staying power among rock fans. It gets tried every once in a while by a succession of bands running from Badfinger to the Smithereens, and goes nowhere. Why is this?
Another, related question is: Why does so very little in today’s rock music sound like Chuck Berry?
Inventor of rock and roll, they still call him. And yet outside of occasional tributes and moments of self-conscious museumizing, nobody writes rock music that sounds anything like “Johnny B. Goode” anymore. Modern tropes and timbre are vastly different. Only the rock beat – only the drum part – survives pretty much intact.
It’s odd, when you think about it. The sound that electrified the late Fifties and Sixties is still revered, but it’s gone. The basic rock beat remains, but everything above it has been flooded out, replaced by something harder and darker.
We all sort of know, even as casual listeners, that rock has evolved a lot. There’s even a tendency for the term “rock and roll” to nowadays be specifically confined to the older sound, with “rock” standing alone to refer to the more modern stuff.
[…]
The sea-change happened between 1969 and 1971. The moving figures were: Jimi Hendrix. British Invasion bands like the Rolling Stones and Led Zeppelin and the Who. American West Coast bluesmen like Mike Bloomfield and Al Cooper. The San Franciso acid-rock scene. And many lesser imitators.
What they did was raze old-school rock-and-roll to the ground, replacing it with a bastard child of LSD and Chicago-style hard electric blues. That angry, haunting, minor-key idiom is what buried the Beatles and put a stamp on rock music so final that today the sound of any modern arena rocker – like, say, Guns’n’Roses – is recognizably the same thing musicians began to record around 1970.
(Which it should be pointed out, is a very long run for a mass-market pop genre. It’s as though in 1970 our radios had still been full of pop in forms dating from 1925 …)
Eric S. Raymond, “The blues ate rock and roll!”, Armed and Dangerous, 2017-12-28.
Coltrane’s late style emerged in his 1960s quartets. Now leading and writing for his own group, and newly clean of drink and drugs, he was finally able to pursue his vision and the possibilities of the music to the limits of form and expression — and ultimately beyond both. The further he went, the more ambitious and less accessible the music became, until it was incomprehensible to almost all of his audience and even to some of his closest collaborators. In the logic of modernism, further means better. But “faster” and “louder” aren’t necessarily better, so why should “further” be the supreme critical value? To judge Coltrane’s late-style art is, in an important sense, to judge modernism itself, and especially American modernism.
Dominic Green, “John Coltrane and the End of Jazz”, The Weekly Standard, 2018-08-26.
In his Trains blog, George Hamlin discusses the changing colours of the ordinary railway boxcar in the brief era between post-war prosperity and the economic disasters of the 1960s and 70s:
Pre-war Duluth, South Shore & Atlantic boxcar number 18052 at the Mid-Continent Railway Museum.
Photo by Sean Lamb via Wikimedia Commons.
The advent of streamlining in the 1930s started to blow historic convention with regard to car colors away on the passenger side of railroading, but had little impact on freight operations prior to World War II. Following that conflict, however, some of the industry began to consider livening up the equipment that produced much of the revenue (and most of the profits) from which they derived their economic existence.
Some railroads also adopted more colorful boxcar paint schemes to promote special aspects of their freight service: the B&O had special schemes for both their “Sentinel” and “Timesaver” services; another example was the Missouri Pacific’s blue and gray (the road’s modern-day passenger colors) for their Eagle Merchandise Service. The Bangor & Aroostook had boxcars with red, white and blue horizontal stripes advertising products emanating from their home state, Maine.
Bangor and Aroostook boxcar 6375 in “State of Maine” paint scheme.
Image originally from Panoramio, but no user information provided.Another example was the large fleet of New York Central’s “Pacemaker” boxcars, adorned in a combination of bright red and gray. Early on, the NYC even ran solid trains of this equipment in an expedited service which was designed to re-capture LCL (less than carload lot) traffic from the increasingly competitive motor trucking industry. (Interestingly, the NYC also had a color they called “Pacemaker Green” that was used for the pre-World War II all-coach New York-Chicago service, as well as on the road’s initial orders of non-stainless steel streamlined coaches.)
In the late 1950s, the Central introduced a more radical change, and began painting its boxcars in a Jade Green color (“Century Green”, according to the railroad) that was quite a dramatic change from boxcar red. The Great Northern also adopted a similar shade. CB&Q boxcars still had the same basic hue, but now they came in a brighter version dubbed “Chinese Red”.
By the 1960s, a number of roads had livened up their freight car liveries; the modestly-sized Reading utilized bright green and beige/yellow for both freight cars and locomotives. Late in its career as an independent railroad, the Great Northern adopted the striking bright “Big Sky Blue” for both passenger and freight cars. At its formation in 1976, Conrail adopted “traditional red oxide” as its choice for freight cars, however, sticking with tradition (and reversing the NYC’s earlier efforts).
Great Northern boxcar 138660 in the “Big Sky Blue” paint scheme, delivered September 1967.
Photo by David Pride http://www.davidpride.com/USA/Minnesota/Osceola_11_007.htm
The Cold War
Published 11 Apr 2020Our historical documentary series on the history of the Cold War continues with a video on the post-World War II situation in the United Kingdom
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Lofty Pursuits
Published 8 Aug 2017Buy these candies at http://www.pd.net
Watch banana candies being formed by hand using Victorian techniques and discover why banana candy typically does not taste like what you think a banana should taste like. Also explore the weirdness of the banana plant and the correct way to peel a banana.
More information about the Secret Life of the City Banana:
https://www.nytimes.com/2017/08/04/ny…Banana with seeds photo By Warut Roonguthai – Own work, CC BY-SA 3.0, https://commons.wikimedia.org/w/index…
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