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Seller Store ponyboynol
(12975) 100.0%,
Location: McComb, Mississippi, United States
Ships to: US,
Item: 364331748827
Condition:Used An item that has been used previously. See the seller’s listing for full details and description of any imperfections. See all condition definitionsopens in a new window or tab
Seller Notes:“See Condition Report in Description”
Manufacturer:R. Wallace
Material:Silverplate
Pattern:Astoria
Pattern Patented:1898
QUANTITY:-1- EXAMPLE
Railroad:Northern Pacific
Type:Butter Serving Knife
eBay NORTHERN PACIFIC RAILROAD DINING CAR SILVER ASTORIA Pattern BUTTER SERVING KNIFE ///////////////////////////////////////////////////////////\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\ AGAIN THIS MONTH, WE ARE OFFERING MORE EXAMPLES OF FINE ANTIQUE RAILROAD ARTIFACTS FROM THE ESTATE OF SEVERAL ADVANCED COLLECTORS, INCLUDING MEMORABILIA FROM A NUMBER OF RAILROADS, INCLUDING MANY EXAMPLES OF RAILROAD DINING CAR CHINA FROM A SPECTACULAR COLLECTION PLEASE CHECK OUR OTHER EBAY LISTINGS FOR MORE RAILROAD ARTIFACTS Many people are fascinated by railroads. At one time, railroads were connected to most aspects of community and economic life, and almost everyone had the experience of taking the train from their hometown depot, to some distant destination. Today, railroads are still a vital part of the nation’s commerce, but they have largely evolved into less publicly visible movers of freight. For the most part, the romance and glory of the great age of railroads has passed from the scene, and the downtown train station, once the center of activity for many cities, has most often faded into obscurity. One way of remembering this bygone era is through collecting artifacts that have survived the years. Most railway lines were, and still are large enterprises requiring vast amounts of material and equipment to operate. While much of this material and equipment like locomotives, cars, buildings, and such are collected by a small number of people, museums and organizations with the resources to maintain them, smaller items like lanterns, lamps, china, paper, hardware and locks are well within the reach of the individual collector. Therefore, many people seek out such items, often called ~ railroadiana, at auctions, garage sales, antique shows and specialized collector events. ///////////////////////////////////////////////////////////\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\ COLLECTING RAILROAD DINING CAR CHINA, SILVER & MEMORABILIA When passenger service was operated by private railroad companies, first class meal service prepared in an onboard kitchen, by a real chef capable of creating the finest of culinary recipes, was considered a major competitive factor to lure customers from competing rail lines. Considering that a railroad dining car was a restaurant on wheels, a lot of items were needed to provide such service ~ linens, silver, flatware, glassware, china, menus, and more. All of these are of interest to railroadiana collectors, To accompany the china used in dining car place settings, various types of hollowware such as teapots, pitchers, and tureens as well as flatware, such as spoons, forks, knives, and other tableware were used by railroads. These were usually silverplate, heavy, and of high quality. Ornate and elaborate designs were often used to ornament these items, reflecting the tastes of the era. Railroads tended to adopt particular patterns of china, hollowware and flatware, so that today’s collectors associate specific patterns with particular railroads. As with most all railorad items, railroads tended to mark their hollowware and flatware with initials or their logo. These items not only served a utilitarian purpose, but were also served as advertising. ///////////////////////////////////////////////////////////\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\ DESCRIPTION FROM AN ADVANCED ESTATE COLLECTION OF RAILROAD MEMORABILIA, A FINE EXAMPLE OF EARLY RAILROAD DINING CAR SILVERPLATE FLATWARE, MEASURING 5-5/8″ LONG, WEIGHING -20- GRAMS. AN INDIVIDUAL BUTTER SPREADER, OR KNIFE, ALSO SOMETIMES USED FOR JAM, JELLY OR CHEESE, PRODUCED FOR THE NORTHERN PACIFIC RAILWAY IN THE WELL DOCUMENTED ASTORIA PATTERN, PATENTED IN 1898 BY R. WALLACE & SONS SILVERSMITHS. TO THE TOPSIDE OF THE HANDLE, INCISED LETTERS READ ~ N. P. R. TO THE UNDERSIDE OF THE HANDLE, VARIOUS LETTERING IDENTIFIES R. WALLACE AS THE MANUFACTURER, ALONG WITH DATES. CONDITION REPORT > AS ACQUIRED, NOT CLEANED, POLISHED OR ALTERED ~ EXPECT TYPICAL AND MINOR ELEMENTS RELATIVE TO AGE, SERVICE AND MATERIAL ~ OVERALL GOOD, VINTAGE CONDITION, BEST NOTED BY EXAMINING THE IMAGES OFFERED. HISTORY ~ NORTHERN PACIFIC RAILWAY ~ The YELLOWSTONE PARK LINE The Northern Pacific Railway (reporting mark NP) was a transcontinental railroad that operated across the northern tier of the western United States from Minnesota to the Pacific Coast. It was approved by Congress in 1864 and given nearly 40 million acres of land grants, which it used to raise money in Europe for construction. Construction began in 1870 and the main line opened all the way from the Great Lakes to the Pacific when former president Ulysses S. Grant drove in the final “golden spike” in western Montana on Sept. 8, 1883. The railroad had about 6800 miles of track and served a large area, including extensive trackage in the states of Idaho, Minnesota, Montana, North Dakota, Oregon, Washington and Wisconsin. In addition the company had an international branch to Winnipeg, Manitoba, Canada. The main activities were shipping wheat and other farm products, cattle, timber and minerals; bringing in consumer goods, transporting passengers; and selling land. The company was headquartered first in Brainerd, Minnesota, then in Saint Paul, Minnesota. It had a tumultuous financial history, and in 1970 it merged with other lines to form the Burlington Northern Railroad. Congress granted the railroad a potential 60 million acres of land in exchange for building rail transportation to an undeveloped territory. Josiah Perham was elected its first president on December 7, 1864. It could not use all the land and in the end took just under 40 million acres. For the next six years, backers of the road struggled to find financing. Though John Gregory Smith succeeded Perham as president on January 5, 1865, groundbreaking did not take place until February 15, 1870, at Carlton, Minnesota, 25 miles (40 km) west of Duluth, Minnesota. The backing and promotions of famed financier Jay Cooke in the summer of 1870 brought the first real momentum to the company. Over the course of 1871, the Northern Pacific pushed westward from Minnesota into present-day North Dakota. Surveyors and construction crews had to maneuver through swamps, bogs, and tamarack forests. The difficult terrain and insufficient funding delayed by six months the construction phase in Minnesota. The NP also began building its line north from Kalama, Washington Territory, on the Columbia River outside of Portland, Oregon, towards Puget Sound. Four small construction engines were purchased, the Minnetonka, Itaska, Ottertail and St. Cloud, the first of which was shipped to Kalama by ship around Cape Horn. In Minnesota, the Lake Superior and Mississippi Railroad completed construction of its 155-mile line stretching from Saint Paul to Lake Superior at Duluth in 1875. It was leased to the Northern Pacific the following year, and was eventually absorbed by the Northern Pacific. The Northern Pacific Railroad reached Fargo, Dakota Territory (N.D.), early in June 1872. The following year, in June 1873, the N.P. reached the shores of the Missouri River, at Edgerton (Bismarck) D.T. In the west, the track extended 25 miles north from Kalama. Surveys were carried out in North Dakota protected by 600 troops under General Winfield Scott Hancock. Headquarters and shops were established in Brainerd, Minnesota, a town named for the President John Gregory Smith’s wife Anna Elizabeth Brainerd. In 1886, the company put down 164 miles of main line across North Dakota, with an additional 45 miles in Washington. On November 1, General George Washington Cass became the third president of the company. Cass had been a vice-president and director of the Pennsylvania Railroad, and would lead the Northern Pacific through some of its most difficult times. Attacks on survey parties and construction crews by Sioux, Cheyenne, Arapaho, and Kiowa warriors in North Dakota and Minnesota became so prevalent that the company received protection from units of the U.S. Army. In 1886 the Northern Pacific also opened colonization offices in Germany and Scandinavia, attracting farmers with cheap package transportation and purchase deals. The success of the NP was based on the abundant crops of wheat and other grains and the attraction to settlers of the Red River Valley along the Minnesota-North Dakota border between 1881 and 1890. The Northern Pacific reached Dakota Territory at Fargo in 1872, and began its career as one of the central factors in the economic growth of North Dakota. The climate, although very cold, was suitable for wheat, which was in high demand in the cities of the United States and Europe. Most of the settlers were German and Scandinavian immigrants who bought the land cheaply, and raised large families. They shipped huge quantities of wheat to Minneapolis, while buying all sorts of equipment and home supplies to be shipped in by rail. The NP used its federal land grants as security to borrow money to build its system. The federal government kept every other section of land, and gave it away free to homesteaders. At first the railroad sold much of its holdings at low prices to land speculators in order to realize quick cash profits, and also to eliminate sizable annual tax bills. By 1905 the railroad company land policies changes when it realized it had been a costly mistake to have sold much of the land at wholesale prices. With better railroad service and improved methods of farming the Northern Pacific easily sold what had been heretofore “worthless” land directly to farmers at good prices. By 1910 the railroad’s holdings in North Dakota had been greatly reduced. In 1873, Northern Pacific made impressive strides before a terrible stumble. Rails from the east reached the Missouri River on June 4. After several years of study, Tacoma, Washington, was selected as the road’s western terminus on July 14. However, for the past three years the financial house of Jay Cooke and Company had been throwing money into the construction of the Northern Pacific. As with many western transcontinentals, the staggering costs of building a railroad into a vast wilderness had been drastically underestimated. Cooke had little success in marketing the bonds in Europe and overextended his house in meeting overdrafts of the mounting construction costs. Cooke overestimated his managerial skills and failed to appreciate the limits of a banker’s ability to be also a promoter, and the danger of freezing his assets in the bonds of the Northern Pacific. Cooke and Company went bankrupt on September 18, 1873. Soon the Panic of 1873 engulfed the United States, beginning an economic depression that ruined or nearly paralyzed newer railroads. The Northern Pacific, however, survived bankruptcy that year, due to austerity measures put in place by President Cass. In fact, working with last-minute loans from Director John C. Ainsworth of Portland, the Northern Pacific completed the line from Kalama to Tacoma (110 miles) before the end of the year. On December 16, the first steam train arrived in Tacoma. By 1874, however, the company was moribund. Northern Pacific slipped into its first bankruptcy on June 30, 1875. Cass resigned to become receiver of the company, and Charles Barstow Wright became fourth president of the company. Frederick Billings, namesake of Billings, Montana, formulated a reorganization plan which was put into effect. Throughout 1874-1876, elements of the 7th Cavalry Regiment under the command of Lieutenant Colonel George Armstrong Custer[citation needed] operating out of Forts Abraham Lincoln and Rice in Dakota Territory conducted expeditions to protect the railroad survey and construction crews in Dakota and Montana Territories. In 1877, construction resumed in a small way. Northern Pacific pushed a branch line southeast from Tacoma to Puyallup, Washington and on to the coal fields around Wilkeson, Washington. Much of the coal was destined for export through Tacoma to San Francisco, California, where it would be thrown into the fireboxes of Central Pacific Railroad steam engines. This small amount of construction was one of the largest projects the company would undertake in the years between 1874 and 1880. That same year the company built a large shop complex at Edison, Washington (now part of south Tacoma). For many years the shops at Brainerd and Edison would carry out heavy repairs and build equipment for the railroad. On May 24, 1879, Vermont lawyer Frederick Billings became the president of the company. Billings’ tenure would be short but ferocious. Reorganization, bond sales, and improvement in the U.S. economy allowed Northern Pacific to strike out across the Missouri River by letting a contract to build 100 miles of railroad west of the river. The railroad’s new-found strength, however, would be seen as a threat in certain quarters. German-born journalist Henry Villard had raised capital for western railroads in Europe in 1871-73. After returning to New York in 1874 he invested on behalf of his clients in railroads in Oregon. Through Villard’s work, most of these lines became properties of the European creditors’ holding company, the Oregon and Transcontinental Company. Of the lines held by the Oregon and Transcontinental, the most important was the Oregon Railway and Navigation Company, which ran east from Portland along the left bank of the Columbia River to a connection with the Union Pacific Railroad’s Oregon Short Line at the confluence of the Columbia River and the Snake River near Wallula, Washington. Within a decade of his return, Villard was head of a transportation empire in the Pacific Northwest that had but one real competitor, the Northern Pacific. The Northern Pacific’s completion threatened the holdings of Villard in the Northwest, and especially in Portland. Portland would become a second-class city if the Puget Sound ports at Tacoma and Seattle, Washington, were connected to the East by rail. Villard, who had been building a monopoly of river and rail transportation in Oregon for several years, now launched a daring raid. Using his European connections and a reputation for having “bested” Jay Gould in a battle for control of the Kansas Pacific years before, Villard solicited – and raised – $8,000,000 from his associates. This was his famous “Blind Pool,” Villard’s associates were not told what the money would be used for. In this case, the funds were used to purchase control of the Northern Pacific. Despite a tough fight, Billings and his backers were forced to capitulate; he resigned the presidency June 9, 1881. Ashabel H. Barney served briefly as interim caretaker of the railroad from June 19 to September 15, when Villard was elected president by the stockholders. For the next two years, Villard and the Northern Pacific rode the whirlwind. In 1882, 360 miles (580 km) of main line and 368 miles of branch line were completed, bringing totals to 1,347 miles and 731 miles, respectively. On October 10, 1882, the line from Wadena, Minnesota, to Fergus Falls, Minnesota, opened for service. The Missouri River was bridged with a million-dollar span on October 21, 1883. Until then, crossing of the Missouri had had to be managed with a ferry service for most of the year; in winter, when ice was thick enough, rails were laid across the river itself. General Herman Haupt, another veteran of the Civil War and the Pennsylvania Railroad, organized the Northern Pacific Beneficial Association in 1881. A forerunner of the modern health maintenance organization, the NPBA ultimately established a series of four hospitals across the system in Saint Paul, Minnesota, Glendive, Montana, Missoula, Montana, and Tacoma, Washington, to care for employees, retirees, and their families. On January 15, 1883, the first train reached Livingston, Montana, at the eastern foot of Bozeman Pass. Livingston, like Brainerd and South Tacoma before it, would grow to encompass a large backshop handling heavy repairs for the railroad. It would also mark the east-west dividing line on the Northern Pacific system. Villard pushed hard for the completion of the Northern Pacific in 1883. His crews laid an average of a mile and half of track each day. In early September, the line neared completion. To celebrate, and to gain national publicity for investment opportunities in his region, Villard chartered four trains to carry guests from the East to Gold Creek in western Montana. No expense was spared and the list of dignitaries included Frederick Billings, Ulysses S. Grant, and Villard’s in-laws, the family of abolitionist William Lloyd Garrison. On September 8, the Gold Spike was driven near Gold Creek. Villard’s fall was swifter than his ascendancy. Like Jay Cooke, he was now consumed by the enormous costs of constructing the railroad. Wall Street bears attacked the stock shortly after the Golden Spike, after the realization that the Northern Pacific was a very long road with very little business. Villard himself suffered a nervous breakdown in the days after the driving of the Golden Spike, and he left the presidency of the Northern Pacific in January 1884. Again, the presidency of the Northern Pacific was handed to a professional railroader, Robert Harris, former head of the Chicago, Burlington and Quincy Railroad. For the next four years, until the return of the Villard group, Harris worked at improving the property and ending its tangled relationship with the Oregon Railway and Navigation Company. Throughout the mid-1880s, the Northern Pacific pushed to reach Puget Sound directly, rather than by means of a roundabout route that followed the Columbia River. Surveys of the Cascade Mountains, carried out intermittently since the 1870s, began anew. Virgil Bogue, a veteran civil engineer, was sent to explore the Cascades again. On March 19, 1881, he discovered Stampede Pass. In 1883, John W. Sprague, the head of the new Pacific Division, drove the Golden Spike to mark the beginning of the railroad from what would become Kalama, Washington. However, due to impaired health, he was forced to resign a few months later. In 1884, after the departure of Villard, the Northern Pacific began building toward Stampede Pass from Wallula in the east and the area of Wilkeson in the west. By the end of the year, rails had reached Yakima, Washington in the east. A 77-mile (124 km) gap remained in 1886. In January of that year, Nelson Bennett was given a contract to construct a 9,850-foot (3,000 m) tunnel under Stampede Pass. The contract specified a short amount of time for completion, and a large penalty if the deadline were missed. While crews worked on the tunnel, the railroad built a temporary switchback route across the pass. With numerous timber trestles and grades which approached six percent, the temporary line required two M class 2-10-0s – the two largest locomotives in the world (at that time) – to handle a tiny five-car train. On May 3, 1888, crews holed through the tunnel, and on May 27 the first train passed through directly to Puget Sound. Despite this success, the Northern Pacific, like many U.S. roads, was living on borrowed time. From 1887 until 1893 Henry Villard returned to the board of directors. Though offered the presidency, he refused. However, an associate of Villard dating back to his time on the Kansas Pacific, Thomas Fletcher Oakes, assumed the presidency on September 20, 1888. In an effort to garner business, Oakes pursued an aggressive policy of branch line expansion. In addition, the Northern Pacific experienced the first competition in the form of James Jerome Hill and his Great Northern Railway. The Great Northern, like the Northern Pacific before it, was pushing west from the Twin Cities towards Puget Sound, and would be completed in 1893. To combat the Great Northern, in a few instances Villard built branch line mileage simply to occupy a territory, regardless of whether the territory offered the railroad any business. Mismanagement, sparse traffic, and the Panic of 1893 sounded the death knell for the Northern Pacific and Villard’s interest in railroading. The company slipped into its second bankruptcy on October 20, 1893. Oakes was named receiver and Brayton C. Ives, a former chairman of the New York Stock Exchange, became president. For the next three years, the Villard-Oakes interests and the Ives interest feuded for control of the Northern Pacific. Oakes was eventually forced out as receiver, but not before three separate courts were claiming jurisdiction over the Northern Pacific’s bankruptcy. Things came to a head in 1896, when first Edward D. Adams was appointed president, then less than two months later, Edwin Winter. Ultimately, the task of straightening out the muddle of the Northern Pacific was turned over to John Pierpont Morgan. Morganization of the Northern Pacific, a process which befell many U.S. roads in the wake of the Panic of 1893, was handed to Morgan lieutenant Charles Henry Coster. The new president, beginning September 1, 1897, was Charles Sanger Mellen. Though James J. Hill had purchased an interest in the Northern Pacific during the troubled days of 1896, Coster and Mellen would advocate, and follow, a staunchly independent line for the Northern Pacific for the next four years. Only the early death of Coster from overwork, and the promotion of Mellen to head the Morgan-controlled New York, New Haven and Hartford Railroad in 1903, would bring the Northern Pacific closer to the orbit of James J. Hill. In the late 1880s, the Villard regime, in another one of its costly missteps, attempted to stretch the Northern Pacific from the Twin Cities to the all-important rail hub of Chicago, Illinois. A costly project was begun in creating a union station and terminal facilities for a Northern Pacific which had yet to arrive. Rather than build directly down to Chicago, perhaps following the Mississippi River as the Chicago, Burlington and Quincy had done, Villard chose to lease the Wisconsin Central. Some backers of the Wisconsin Central had long associations with Villard, and an expensive lease was worked out between the two companies which was only undone by the Northern Pacific’s second bankruptcy. The ultimate result was that the Northern Pacific was left without a direct connection to Chicago, the primary interchange point for most of the large U.S. railroads. Fortunately, the Northern Pacific was not alone. James J. Hill, controller of the Great Northern, which was completed between the Twin Cities and Puget Sound in 1893, also lacked a direct connection to Chicago. Hill went looking for a road with an existing route between the Twin Cities and Chicago which could be rolled into his holdings and give him a stable path to that important interchange. At the same time, Edward Henry Harriman, head of the Union Pacific Railroad, was also looking for a road which could connect his company to Chicago. The road both Harriman and Hill looked at was the Chicago, Burlington and Quincy. To Harriman, the Burlington was a road which paralleled much of his own, and offered tantalizing direct access to Chicago. For Hill as well there was the possibility of a high-speed link directly with Chicago. Though the Burlington did not parallel the Great Northern or the Northern Pacific, it would give them a powerful railroad in the central West. Harriman was the first to approach the Burlington’s aging chieftain, the irascible Charles Elliott Perkins. The price for control of the Burlington, as set by Perkins, was $200 a share, more than Harriman was willing to pay. Hill, however, met the price, and control of the Burlington was divided equally at about 48.5 percent each between the Great Northern and the Northern Pacific. Not to be outdone, Harriman now came up with a crafty plan: Buy a controlling interest in the Northern Pacific and use its power on the Burlington to place friendly directors upon its board. On May 3, 1901, Harriman began his stock raid which would become known as the Northern Pacific Corner. By the end of the day he was short just 40,000 shares of common stock. Harriman placed an order to cover this, but was overridden by his broker, Jacob Schiff, of Kuhn, Loeb & Co. Hill, on the other hand, reached the vacationing Morgan in Italy and managed to place an order for 150,000 shares of common stock. Though Harriman might be able to control the preferred stock, Hill knew the company bylaws allowed for the holders of the common stock to vote to retire the preferred. In three days, however, the Harriman-Hill imbroglio managed to wreak havoc on the stock market. Northern Pacific stock was quoted at $150 a share on May 6, and is reported to have traded as much as $1,000 a share behind the scenes. Harriman and Hill now worked to settle the issue for brokers to avoid panic. Hill, for his part, attempted to avoid future stock raids by placing his holdings in the Northern Securities Company, a move which would be undone by the Supreme Court in 1904 under the auspices of the Sherman Anti-Trust Act. Harriman was not immune either; he was forced to break up his holdings in the Union Pacific and the Southern Pacific Railroad a few years later. In 1903, Hill finally got his way with the House of Morgan. Howard Elliott, another veteran of the Chicago, Burlington and Quincy, became president of the Northern Pacific on October 23. Elliott was a relative of the Burlington’s crusty chieftain Charles Elliott Perkins, and more distantly the Burlington’s great backer, John Murray Forbes. He had spent 20 years in the trenches of Midwest railroading, where rebates, pooling, expansion and rate wars had brought ruinous competition. Having seen the effects of having multiple railroads attempt to serve the same destination, he was very much in tune with James J. Hill’s philosophy of “community of interest,” a loose affiliation or collusion among roads in an attempt to avoid duplicating routes, rate wars, weak finances and ultimately bankruptcies and reorganizations. Elliott would be left to make peace with the Hill-controlled Great Northern; the Harriman-controlled Union Pacific; and, between 1907 and 1909, the last of the northern transcontinentals, the Chicago, Milwaukee, St. Paul and Pacific Railroad, more commonly known as the Milwaukee Road. After the turn of the century the Northern Pacific had a record of steady improvement. Together with the Great Northern, the Northern Pacific also gained control of the Chicago, Burlington and Quincy Railroad, gaining important access to Chicago, the central Middle West and Texas, as well as the Spokane, Portland and Seattle Railway, an important route through eastern and southern Washington. Its physical plant was upgraded continuously, with double-tracking in key areas, and automatic block signaling along its entire main line. This in turn gave way to centralized traffic control, microwave and radio communications as time progressed. The Northern Pacific maintained and continuously upgraded its equipment and service. The road helped pioneer the 4-8-4 Northern type steam engine, the 2-8-8-4 Yellowstone, and was among the first railroads in the country to adopt diesel power beginning with General Motors FTs in 1944. The Northern Pacific’s premier passenger train, the North Coast Limited was among the safest and finest in the nation, suffering only one passenger fatality in nearly 70 years of operation. By 1900 most of the remaining land-grant holdings were located west of Montana, in the “western district.” Nearly all the good farm land had been sold, leaving large tracts of grazing land or timber. The grazing acreage was poor quality, and was hard to sell. However, the timber lands were of high quality; much of it was sold to Frederick Weyerhaeuser. The railroads goals were to sell its land to provide operating funds; and to populate the region to provide the markets and routine business necessary to sustain the railroad. In later years, consolidation in American railroading brought the Northern Pacific together with the Chicago, Burlington and Quincy Railroad, the Great Northern Railway and the Spokane, Portland and Seattle Railway on March 2, 1970, to form the Burlington Northern Railroad. Ironically, the merger was allowed despite a challenge in the Supreme Court, essentially reversing the outcome of the 1904 Northern Securities ruling. HISTORY of the RAILROAD DINING CAR A dining car, as is termed in American English, or a restaurant car, in British English, also a diner, is a railroad passenger car that serves meals in the manner of a full-service, sit-down restaurant. It is distinct from other railroad food service cars that do not duplicate the full-service restaurant experience, such as cars in which one purchases food from a walk-up counter to be consumed either within the car or elsewhere in the train. Grill cars, in which customers sit on stools at a counter and purchase and consume food cooked on a grill behind the counter are generally considered to be an “intermediate” type of dining car. Before dining cars in passenger trains were common in the United States, a rail passenger’s option for meal service in transit was to patronize one of the roadhouses often located near the railroad’s “water stops”. Fare typically consisted of rancid meat, cold beans, and old coffee. Such poor conditions discouraged many from making the journey Most railroads began offering meal service on trains even before the First Transcontinental Railroad. By the mid-1880s, dedicated dining cars were a normal part of long-distance trains from Chicago to points west, save those of the Santa Fe Railway, which relied on America’s first interstate network of restaurants to feed passengers en route. The Harvey Houses, located strategically along the line, served top-quality meals to railroad patrons during water stops and other planned layovers and were favored over in-transit facilities for all trains operating west of Kansas City. As competition among railroads intensified, dining car service was taken to new levels. When the Santa Fe unveiled its new Pleasure Dome lounge cars in 1951, the railroad introduced the travelling public to the Turquoise Room, promoted as “The only private dining room in the world on rails.” The room accommodated 12 guests, and could be reserved anytime for private dinner or cocktail parties, or other special functions. The room was often used by celebrities and dignitaries traveling on the Super Chief. Edwin Kachel was a steward for more than twenty-five years in the Dining-Car Department of the Great Northern Railway. He said that “on a dining car, three elements can be considered — the equipment, the employee, then passenger.” In other words, “the whole is constituted by two-thirds of human parts.” As cross-country train travel became more commonplace, passengers began to expect high-quality food to be served at the meals on board. The level of meal service on trains in the 1920s and 1930s rivaled that of high-end restaurants and clubs. Elegance is one of the main words used to describe the concept of dining on a train. Use of fresh ingredients was encouraged whenever possible. Some of the dishes prepared by chefs were: Braised Duck Cumberland, Hungarian Beef Goulash with Potato Dumplings, Lobster Americaine, Mountain Trout Au Bleu, Curry of Lamb Madras, Scalloped Brussels Sprouts, Pecan and Orange Sticks and Pennepicure Pie to name a few items. The Christmas menu for the Chicago, Milwaukee & St. Paul Railway in 1882 listed the following items: Hunter’s Soup, Salmon with Hollandaise Sauce, Boned Pheasant in Aspic Jelly, Chicken Salad, Salmis Prairie Chicken, Oyster Patties, Rice Croquette, Roast Beef, English Ribs of Beef, Turkey with Cranberry Sauce, Stuffed Suckling Pig with Applesauce, Antelope Steak with Currant Jelly, potatoes, green peas, tomatoes, sweet potatoes, Mince Pie, Plum Pudding, Cake, Ice Cream, Fruits and coffee. In one of the most common dining car configurations, one end of the car contains a galley, with an aisle flanking, so passengers can pass through the car to the rest of the train) while the other end has table or booth seating on either side of a center aisle. Trains with high demand for dining car services sometimes feature “double-unit dining cars” consisting of two adjacent cars functioning to some extent as a single entity, generally with one car containing a galley plus table or booth seating and the other car containing table or booth seating only. In the dining cars of Amtrak’s modern bilevel Superliner trains, booth seating on either side of a center aisle occupies almost the entire upper level, while the galley is below; food is sent to the upper level on a dumbwaiter. Dining cars enhance the familiar restaurant experience with the unique visual entertainment of the ever-changing view. While dining cars are less common today than in the past, having been supplemented, or in some cases replaced altogether by other types of food-service cars, they still play a significant role in passenger railroading, especially on medium- and long-distance trains. Today, a number of tourist-oriented railroads offer dinner excursions to capitalize on the public’s fascination with the dining car experience. HISTORY ~ R. WALLACE & SONS R. Wallace & Sons (born 1835) was formed in Wallingford, Connecticut and incorporated in 1879. As of 1893, this company manufactured silver and plated ware and cutlery and had about 600 employees. In 1887, William Hale Beckford in Leading business men of New Haven county described the company, “The valuable plant of the company is one of the most complete and extensive of its kind in the United States, the buildings being substantially built of brick, two and three stories in height, and covering an area of several acres of ground.” Over the years, the Wallace companies had three names: R. Wallace & Sons (-1956), Wallace Brothers Silver Company (1956-1984) and Wallace Silversmiths (founded 1875). Unique for the area, the Wallace companies did not become part of the International Silver Company and maintained its independence. Many designs by R. Wallace & Sons, especially Modern ones, have been collected by American museums including the Dallas Museum of Art, Wolfsonian FIU in Miami Beach, and the Mint Museum in Charlotte, NC, In 2005-07, Modernist silver designs by R. Wallace & Sons were featured in a traveling museum exhibition (Dallas Museum of Art; the Smithsonian in Washington; Wolfsonian FIU in Miami Beach; Nevada Museum of Art, Reno; and The Dixon Gallery and Gardens, Memphis). The designs have also been shown in exhibitions at the Dallas Museum of Art (2016-17), a traveling show organized by the Cleveland Museum of Art (1959-60) with six additional venues in Dallas, Dayton, Minneapolis, Portland (OR), St. Louis and San Francisco. In the 1930s, R. Wallace & Sons designs were included in exhibitions at the Brooklyn Museum and the Metropolitan Museum of Art in New York. ///////////////////////////////////////////////////////////\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\ PLEASE USE THE EBAY “CONTACT SELLER” FUNCTION TO CONTACT US AND RESOLVE ANY QUESTIONS BEFORE BIDDING FREE SHIPPING ON THIS ITEM TO DOMESTIC ADDRESSES ONLY INTERNATIONAL SHIPPING AVAILABLE FOR SOME ITEMS ~ CONTACT US FOR A RATE QUOTE BEFORE BIDDING <<<<< WE NEVER CHARGE A HANDLING FEE & ALWAYS OFFER COMBINED SHIPPING >>>>>
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