I'd often wondered why Brookins didn't buy any North Shore cars...given the timing (only about a year later) and what he had to pay for the CA&E steels (over $2000+ apiece), I've concluded he just didn't have any money left to work with at the time!
On Sat, Mar 9, 2013 6:09 PM CST borowmaq@... wrote:
>I'm not aware of any role Gerald Brookins had in the Hopkins Airport
>line. But he came with cash on the barrelhead to Wheaton looking for
>cars for his museum in 1963, and Ed Allen once told me he called Roy
>Roadcap personally to ask if the Commuters Association still wanted the
>450s. Told no, Ed asked Brookins how many he wanted, and he took
>four...eight cars in all. He told Ed that they were for his museum.
>His wife (to whom he promised he would buy one at most) was
>flabbergasted. But if it weren't for him, none of those cars would
>As far as the clearances go, you're right. They don't really make it.
>When the woods were run on the Waterfront Line (and, to a certain
>extent, the other two branches), they could barely make it. The pans
>they attached to 460 were essentially in the locked-down position under
>Tower City but still in contact with the wire, and the same was true
>about the woods. The woods could only make it a short distance out on
>the other two branches; beyond that the station clearances didn't work.
>I rode the 460/455 towing 458 from GCRTA's Brook Park Shop to storage
>at Tower City in the dead of night one night in May 2006. They
>performed like champs (although 455's compressor failed just before the
>trip, so 460 had to do the work for all three cars). Not quite the
>same as the trip Stan Bristol and Julie Johnson took aboard the last
>Batavia shuttle July 3, 1957, but it certainly was the equivalent to
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