There were three C&NW cars numbered 555 assigned to subscription club car service on the run to Kenosha. The first was heavyweight coach 555, built in 1913, the second was the former Parlor Car 6515, built by Pullman Standard in 1949. It was assigned to club car service and renumbered 555 in May 1959. The third car was ACF built club lounge 7901, reassigned to commuter service as 7901 in 1961 and later renumbered when second 555 was retired. The 7901 was originally assigned to the Cities Streamliners and later ran on the Peninsula and Flambeau 400s until they were doubled-decked in 1958.

Briefly, GP35 834 was the second of three GP35's (858, 834, 859) dispatched on Train 258 (91 cars plus caboose), following Train 254 (units 862, 849, 1751, 98 cars plus caboose). Train 254 departed Boone Yard late and had switching to do en-route. Train 254's conductor advised the dispatcher of delays as setouts progressed, and the dispatcher ordered Train 254 to cross to the westward main to clear the way for Train 258 to pass. The crossover at Lowden was a trailing point arrangement to the direction of travel and Train 254 was ordered to back through the crossover. As Train 254 was lining up for the crossover, Train 258 was dealing with mechanical issues. The Automatic Train Control system on GP35 858 (Train 258's lead unit) had been acting erratic and when it arrived at Boone Yard around 6:30 PM, a mechanic examined the ATC system, reset the motor generator to the required 75 volts (it had been producing 30 volts resulting intermittent red over yellow displays and automatic brake applications), and he also restored the cutout cock of the brake-valve actuator to cut-in position. Train 258 departed Boone Yard three and a half hours late, and the ATC system again began giving false red over yellow displays and actuating the brakes and the PC switch, which dropped the units to idle. Train speed dropped to 12 mph as the engineer struggled to regain control. Unable to increase speed, he sent the brakeman back to check on the trailing units, where it was discovered the ground relays had tripped on both units. The brakeman reset the ground relays, power was restored, but by that time, the train had come upon another ATC relay point near Nevada, the ATC system gave the false red over yellow display and made an automatic brake application. The engineer then moved the ATC cutout cock to cutout position, and although the ATC system continued to give false red over yellow displays, it could no longer automatically apply the brakes. At 9:37 PM, Train 258 was moving at about 60 mph and approaching Lowden, 20 mph faster than the rules allowed, which restricted the speed to a maximum of 40 mph when any part of the ATC was disabled. The engineer of Train 258 looked back to inspect his train as it entered a curve. Meanwhile Train 254 was preparing to back through the crossover, with the conductor on the caboose and the flagman lining the crossover switches. As Train 258 rounded the curve into Lowden, it became apparent to all that a wreck was imminent, Train 254's rear end crew headed for safety, and Train 258 went into emergency brake application, striking Train 254 at about 30 mph. The caboose and last three cars of Train 254 were destroyed, the lead locomotive of Train 258 overturned, the second (GP35 834) and third units remained upright but at right angles to the track, and the first 17 cars of Train 258 were derailed. There were no human fatalities, but all three locomotives were heavily damaged, ultimately retired and traded back to EMD. The cause was determined to be the failure of the conductor and flagman to provide protection against following trains and the failure of the engineer of Train 258 to operate his train at a restricted speed with part of the ATC disabled.

http://railroadheritage.org/r1132/bi-level_lounge_car_on_the_chicago__north_western_editors_title

Also see this address:

http://railroaddiningcar.org/content/tap-lounge-train-153-flambeau-400-attendant-cnw-2-photos

The model S-12 was the sucessor to the DS-4-4-1000. Production ran from mid-1950 to 1956. By 1955, B-L-H began the phase-out of diesel-electric production. During this period the supply of Westinghouse electrical gear for the switcher line became depleted, forcing Eddystone to begin using General Electric main generators and traction motors. Between the time in 1953 that Westinghouse began contemplating its discontinuance of railroad electrical equipment and the time B-L-H decided to go out of the diesel-electric business, a new, 6-inch longer frame was designed to accommodate the GE gear. The frame was also modified so that the end steps and pilots could be built separately and bolted on rather than welded. By 1956 the end was at hand and with the departure of Erie Mining Co. S-12 403 (October, 1956) after its use in testing the New Haven RP-210s, the book was closed. With the erecting halls shut down, the final tally of the S-series switchers could be made. There had been 63 S-8 switchers sold to 16 customers in a production run of three years, nine months. In six years and one month of S-12 deliveries, 452 units had been delivered to 48 original customers.