rchgck
10-23-2007, 07:13 PM
That last post got me to thinking.
I wonder if something like this 1931 Grif Teller painting would be possible in the new simulator.
http://forums.flightsim.com/vbts/up1/124838.jpg
If this is possible, I am imagining it would be possible to create a scenario like the drama below.
The following is from the historic description of PRR E6 Atlantic locomotive # 460 from the Railroad Museum of Pennsylvania where the is locomotive is preserved.
http://forums.flightsim.com/vbts/up1/124839.jpg
The famous race that gave it its name. In May 1927, a young ex-Army Air Corps pilot, Charles A. Lindbergh, made the first successful non-stop solo flight across the Atlantic Ocean from New York to Paris, and thus became the world’s hero of the hour. Upon his return to the United States (by ship), “Lucky Lindy” was summoned to Washington on June 11 by President Calvin Coolidge for an official welcoming ceremony during which he was promoted to colonel and awarded a medal for his remarkable feat.
In those pre-television days, such events were filmed by news organizations and prints distributed to movie theaters across the country from New York where most news films were processed. Manhattan’s famous theater district usually was first to receive the newsreels, and producers sought to “scoop” the competition by being first on screen with the latest news.
The International News Reel Company engaged the Pennsylvania Railroad to rush their film of the tumultuous Lindbergh reception ceremonies to New York by special train. To gain a “leg up” on their competitors who hired airplanes to fly film to New York for processing, International leased a B60 baggage car and converted it to a rolling film studio where the raw film was processed, edited, and copied en route. This enabled them to rush finished reels directly to theaters when the special arrived at Penn Station. (International had done this once before with films of President Coolidge’s inauguration in 1925.)
Any available PRR passenger locomotive could have been assigned to head the “Lindbergh Special, but E6 No. 460 was chosen because it was fresh from an overhaul at the Wilmington Shops. At 12:14 pm on that June day, No.460, tied to the converted B60 baggage car and a lone P70 passenger coach, set out for New York 216 miles away. With orders to run as fast as safety allowed, the special and its elite crew made railroad history. Within minutes of leaving Union Terminal, the train was doing 95 mph. Slowing briefly through Baltimore, it was soon back up to a steady 85 mph. At one point, an airplane chartered by a rival film company swooped down, buzzed the train for a short distance, wagged its wings in salute, and sped off north, presumably well ahead in the race.
The special, in the meantime, was forced to make an unscheduled water stop near Wilmington because the tender scoop failed to drop properly. The three minutes needed to take on water allowed the crew to repair the scoop, and the special was off again, roaring through Marcus Hook and Chester at speeds up to 115 mph -- the highest of the trip. Temporarily slowed by curves and traffic through Philadelphia, the train quickly regained speed, averaging 85 mph over most of the last lap to Manhattan Transfer, where it finally screeched to a halt at 3:10 pm.
No. 460 had made the 216-mile run from Washington in two hours and 56 minutes -- a new record. A DD1 electric engine took over for the final dash under the Hudson to Penn Station. There, ten canisters of finished film processed in the baggage car were rushed by taxi under police escort to local theaters. Within 15 minutes of the Lindbergh Special’s arrival, scenes of “The Lone Eagle’s” triumphant return were projected on Manhattan screens—an hour before other films of the same event were screened, thus giving birth to the legend that E6 No. 460 had actually outraced the airplanes.
After being cut from its train, No. 460, forever after known as the “Lindbergh Engine,” ran light to the Meadows enginehouse for inspection prior to its return to routine service. The locomotive continued to operate out of Meadows until March 1937, when it was loaned to the PRR’s subsidiary Long Island Rail Road, assigned to the Morris Park Enginehouse in Queens. A frequent assignment was heading LIRR summertime express runs on the Jamaica-Montauk Point mainline. These trains served an “upscale” clientele traveling to the various prestigious vacation communities on the eastern tip of Long Island.
In January 1939, No. 460 returned to the PRR for service on the New York Division, although it was occasionally used on the Long Island as a short-term “loaner.” In the spring of 1942, the engine was transferred to the Atlantic Division, where it served on a variety of commuter and secondary runs between Camden and Bay Head, New Jersey, via Toms River.
No. 460 was leased to the Pennsylvania-Reading Seashore Lines (PRSL) in 1953 for commuter service out of Camden, along with summer assignments on the Ocean City-Tuckahoe shuttle runs that connected with Philadelphia-Wildwood mainline express trains.
Back on the PRR Atlantic Division in January 1954, No. 460 once again returned to the public spotlight when it headed a widely publicized railfan excursion between Newark and Atlantic City. Specifically requested for that event, the “Lindbergh Engine” hauled several-hundred admiring rail enthusiasts on the last passenger train to traverse the venerable Camden & Amboy branch between South Amboy and Camden (the route of the original Jo/in Bull, a replica of which is displayed at the Museum). When the special reached PRSL tracks, the crew opened up the old locomotive, topping 80 mph at several points along the to Atlantic City. After returning the railfan special to Newark, No. 460 resumed its regular Camden-Pemberton commuter assignment until October 1955, when it was finally retired.
Just dreaming out loud.
I wonder if something like this 1931 Grif Teller painting would be possible in the new simulator.
http://forums.flightsim.com/vbts/up1/124838.jpg
If this is possible, I am imagining it would be possible to create a scenario like the drama below.
The following is from the historic description of PRR E6 Atlantic locomotive # 460 from the Railroad Museum of Pennsylvania where the is locomotive is preserved.
http://forums.flightsim.com/vbts/up1/124839.jpg
The famous race that gave it its name. In May 1927, a young ex-Army Air Corps pilot, Charles A. Lindbergh, made the first successful non-stop solo flight across the Atlantic Ocean from New York to Paris, and thus became the world’s hero of the hour. Upon his return to the United States (by ship), “Lucky Lindy” was summoned to Washington on June 11 by President Calvin Coolidge for an official welcoming ceremony during which he was promoted to colonel and awarded a medal for his remarkable feat.
In those pre-television days, such events were filmed by news organizations and prints distributed to movie theaters across the country from New York where most news films were processed. Manhattan’s famous theater district usually was first to receive the newsreels, and producers sought to “scoop” the competition by being first on screen with the latest news.
The International News Reel Company engaged the Pennsylvania Railroad to rush their film of the tumultuous Lindbergh reception ceremonies to New York by special train. To gain a “leg up” on their competitors who hired airplanes to fly film to New York for processing, International leased a B60 baggage car and converted it to a rolling film studio where the raw film was processed, edited, and copied en route. This enabled them to rush finished reels directly to theaters when the special arrived at Penn Station. (International had done this once before with films of President Coolidge’s inauguration in 1925.)
Any available PRR passenger locomotive could have been assigned to head the “Lindbergh Special, but E6 No. 460 was chosen because it was fresh from an overhaul at the Wilmington Shops. At 12:14 pm on that June day, No.460, tied to the converted B60 baggage car and a lone P70 passenger coach, set out for New York 216 miles away. With orders to run as fast as safety allowed, the special and its elite crew made railroad history. Within minutes of leaving Union Terminal, the train was doing 95 mph. Slowing briefly through Baltimore, it was soon back up to a steady 85 mph. At one point, an airplane chartered by a rival film company swooped down, buzzed the train for a short distance, wagged its wings in salute, and sped off north, presumably well ahead in the race.
The special, in the meantime, was forced to make an unscheduled water stop near Wilmington because the tender scoop failed to drop properly. The three minutes needed to take on water allowed the crew to repair the scoop, and the special was off again, roaring through Marcus Hook and Chester at speeds up to 115 mph -- the highest of the trip. Temporarily slowed by curves and traffic through Philadelphia, the train quickly regained speed, averaging 85 mph over most of the last lap to Manhattan Transfer, where it finally screeched to a halt at 3:10 pm.
No. 460 had made the 216-mile run from Washington in two hours and 56 minutes -- a new record. A DD1 electric engine took over for the final dash under the Hudson to Penn Station. There, ten canisters of finished film processed in the baggage car were rushed by taxi under police escort to local theaters. Within 15 minutes of the Lindbergh Special’s arrival, scenes of “The Lone Eagle’s” triumphant return were projected on Manhattan screens—an hour before other films of the same event were screened, thus giving birth to the legend that E6 No. 460 had actually outraced the airplanes.
After being cut from its train, No. 460, forever after known as the “Lindbergh Engine,” ran light to the Meadows enginehouse for inspection prior to its return to routine service. The locomotive continued to operate out of Meadows until March 1937, when it was loaned to the PRR’s subsidiary Long Island Rail Road, assigned to the Morris Park Enginehouse in Queens. A frequent assignment was heading LIRR summertime express runs on the Jamaica-Montauk Point mainline. These trains served an “upscale” clientele traveling to the various prestigious vacation communities on the eastern tip of Long Island.
In January 1939, No. 460 returned to the PRR for service on the New York Division, although it was occasionally used on the Long Island as a short-term “loaner.” In the spring of 1942, the engine was transferred to the Atlantic Division, where it served on a variety of commuter and secondary runs between Camden and Bay Head, New Jersey, via Toms River.
No. 460 was leased to the Pennsylvania-Reading Seashore Lines (PRSL) in 1953 for commuter service out of Camden, along with summer assignments on the Ocean City-Tuckahoe shuttle runs that connected with Philadelphia-Wildwood mainline express trains.
Back on the PRR Atlantic Division in January 1954, No. 460 once again returned to the public spotlight when it headed a widely publicized railfan excursion between Newark and Atlantic City. Specifically requested for that event, the “Lindbergh Engine” hauled several-hundred admiring rail enthusiasts on the last passenger train to traverse the venerable Camden & Amboy branch between South Amboy and Camden (the route of the original Jo/in Bull, a replica of which is displayed at the Museum). When the special reached PRSL tracks, the crew opened up the old locomotive, topping 80 mph at several points along the to Atlantic City. After returning the railfan special to Newark, No. 460 resumed its regular Camden-Pemberton commuter assignment until October 1955, when it was finally retired.
Just dreaming out loud.