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Spring 2003 Railway Museum Quarterly |
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Contents:
-President's message by Paul Hammond
-Railway museum management in an unfriendly world: environmental compliance and railway operations By Thomas N. Jacobson
-C&TS reinstates the Rio Grande Railway Preservation Corporation by Terri Shaw
-Works in progress by Aaron Isaacs
-The museum review - news of railway preservation
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Not glamorous, but worthy of preservation nonetheless is Missouri-Kansas-Texas RS3M #142 (Alco 1959, re-engined by EMD), at the Midland Railway in Kansas. Eric Hopp photo.
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By Paul
Hammond Spring has sprung in California as I write these words in late March, with precipitation having transformed the hills and mountains ringing the Sacramento Valley to deep shades of green dotted with wildflowers. In warmer climates, the busy school tour season is about to begin for many ARM member museums. The ebb and flow of yet another year is under way; soon enough the summer months will be upon us all. In the most recent edition of Railway Museum Quarterly, I broadly outlined the Association of Railway Museums’ recent progress, and some of the challenges that remain. For this issue, I invite you to follow along as I discuss in greater detail the specific steps that ARM’s leadership team has taken to date to address these challenges and position your Association for future growth. Defining the Need The ARM Board first agreed to meet in 1998 at a time and place other than the Association’s national convention. This was a huge step forward. Anyone who has ever served on a board can attest to the impossibility of accomplishing much of anything strategic with a board that meets only once a year to review the previous year’s activities and set a budget for the coming year—and no full-time staff to take care of ongoing work in the meantime! Thanks to the leadership of then-president Scott Becker, we met at Pennsylvania’s Altoona Railroader’s Memorial Museum in conjunction with that year’s Eastern Regional Meeting. There, the ARM Board brainstormed a mission statement and some initial “blue sky” goals. In retrospect, we had way too many ideas and “goals” that we wanted to take on immediately—and no real idea as to how we would accomplish most of them. We met again the following year, in Dallas, and continued to work through the earlier ideas. Basic strategy areas (or, if you will, our most important needs) were identified so as to concentrate our efforts. For the most part these strategies are still being pursued today (see my previous commentary in the most recent issue of RMQ). In this regard, the Association owes a great deal of thanks to Don Evans, who was elected to the ARM Board in 1999. Don’s experience in the arena of strategic planning has proved invaluable. Preparing for Change Whenever an organization sets its sights on planning for its future, one basic need still must be met: ensuring organizational stability and ongoing operations in the meantime. The Board and Officers of the Association of Railway Museums have remained determined to ensure this stability as the Association goes about the business of planning for its future. At the top of this list has been financial management. Budgets have been adopted annually and adhered to for the past several years, with a major goal being the maintenance of a reasonable surplus so as to be able to absorb any unexpected expenses. Could we spend more? Yes. But your Board remains committed to growing the organization’s income and abilities before it sets out to spend money faster. Of perhaps equal importance has been improving communications between ARM’s leadership and its many constituents, particularly providing access to all that the Association currently offers. In this regard, the Association’s Railway Museum Quarterly newsletter has continued its transition into not only a source of news about individual museums, but also a forum for presenting ARM’s goals and objectives—in particular, clearly communicating these to members. The launching of ARM’s website in YEAR was a specific objective aimed at providing increased access to ARM resources. The development of a Board nomination process, and accompanying policies and expectations for those wishing to serve, has been another step taken by the Association’s leadership. The goal is to ensure that qualified, dedicated candidates are always available (or are being developed), and that gradual turnover continues to bring new ideas while maintaining a reasonable amount of corporate memory. Given ARM’s role in representing a variety of members and their interests, the Board determined that this was a crucial item in terms of ensuring organizational stability. First Steps With organizational stability reasonably assured, the ARM Board began taking steps to introduce incremental changes to the organization and its offerings. Clearly, the main reason for ARM’s existence is to provide services for members and in particular, to ensure that a number of opportunities and forums exist to further the exchange of ideas and knowledge specific to the railway heritage field, as well as the larger museum industry. One of the first goals was providing additional forums in which interested parties could gather to exchange ideas outside of our major, annual conference. Thus was born the idea of developing regional coordinators, and associated regional meetings, to help foster cooperation at a more local level and to provide more opportunities for those interested in railway heritage to meet, share ideas, and get to know one another. Although much remains to be accomplished in this regard, we have defined the regions, filled the associated Regional Coordinator positions (although we currently have one vacancy), and over the past several years, held Eastern and Western Regional Meetings. Over the next year, we hope to further develop this program so that the end result is regional conferences not only in the Western Region, but also in the Midwestern and Eastern Regions of ARM. The convention planning process has also received continuing attention. In particular, the Board has worked behind the scenes to ensure that the programming at ARM’s annual conference evolves to meet the changing needs of ARM’s members. Where once it was enough to gather together, share restoration tips, tour other railway museums, and ride trains and trolleys, today we have an increasing obligation to ensure that conventions also offer a variety of useful learning experiences tailored to meeting the needs of our ever-more-diverse members and constituents. Determining a Course Any organization that desires to successfully make changes to its traditional offerings and strategies must sooner or later determine where these changes stand with its current customers—in our case, constituents. In this regard, the ARM Board identified the need for some fact-finding to “take the pulse” of the Association’s membership. The first surveys would be launched only after there were changes for everyone to consider when answering the associated questions. The first survey to be launched was a basic one, sort of a “how satisfied with ARM’s current offerings and future directions are you?” questionnaire. The results were covered in great detail in RMQ issue WHAT/WHEN by ARM Board member Don Evans, who coordinated preparation, administration, and tallying of the survey’s results. In a nutshell, the results suggested that ARM’s members felt the Association offered good value relative to the level of annual dues, and that there was general agreement on the overall direction of the organization as outlined by the Board. Another survey undertaken soon thereafter was one focused on learning more about existing educational programs at ARM member museums. The results of this survey, which was coordinated by then-ARM Eastern Regional Coordinator Ken Rucker, were published in RMQ WHAT/WHEN. It was clear that although several institutions had a strong focus on such programs, overall there was a great need for ARM to help member institutions develop educational programming. Armed with this information, the Board gathered together for another strategy session. What happened following was the development of several new objectives, and the related introduction of two bylaws amendments, aimed at helping to accomplish specific strategy objectives. There were unexpected results as this process reached its conclusion—results which mean we have more work to do in terms of reaching the desired objectives—and these will be the subject of my next article. Annual Conference Ahead! As I mentioned in my comments in the most recent RMQ, the ARM Board is working hard to ensure that our Annual Conferences achieve the goal of being useful and enriching experiences, accessible to all ARM constituents in the U.S. and Canada. The problems we experienced in regards to the 2002 convention are, we believe, behind us. In this regard, I’d like to once again suggest your consideration of the ARM 2003 Convention in St. Louis, Missouri (see elsewhere this issue for more details, including the anticipated conference agenda). This promises to be an exceptional convention offering visits to and insights into many of St. Louis’ internationally renowned museums. By the way, you’ll notice a subtle change in the terminology
we use to refer to ARM’s major annual gathering. Formerly known as the National
Convention, ARM’s board has unanimously voted to change this to “Annual
Conference” to better reflect not only the fact that ARM’s membership is both
from Canada and the U.S., but also that the workshops, seminars, and excursions
experienced during the convention are increasingly focused on the sharing of
knowledge and the pursuit of “best practices.” Until the next issue of RMQ, may the magic of railway preservation and the many activities associated therewith continue to enrich your life—and in the process bring meaning, and perhaps even a sense of wonder and accomplishment, to you and those you hold dear. New ARM MemberAlberta Railway Museum 24215 - 34 Street Edmonton, Alberta, Canada T5B 4K3 Telephone: (780) 472-6229 Railway
Management in an unfriendly world…
These two pieces by Orange Empire Railway Museum President Tom Jacobson were presented at the 2002 ARM Convention in Dallas. Environmental
compliance and railway operations by Thomas N. Jacobson There is nothing like a dirty, fire breathing, oil spitting, steaming, leaking, steam engine, unless you like trolleys and then there is nothing like a good old greasy gear case and dripping friction journal boxes. For many years our museums, tourist railways and historic operations have been dripping grease, dumping solvents and generally ignoring the environmental consequences of our avocation. It’s time to change our thinking or face serious legal consequences. Operators of historic equipment must become familiar with environmental laws affecting their operations. For the purpose of this article only a few of the most significant federal laws will be addressed. Many states have their own laws, and in some cases, these laws are even more stringent than the federal standard. The reason operators must become environmentally compliant is simple: we are polluting the air and ground water with our operations much the same as the transit companies and railroads did before us. In some cases we have inherited the problem because we took over roundhouses, car barns and railroad yards. In other cases we began on a new piece of property, but environmental concerns were not foremost on our mind or the public. In any event we used petroleum products for our locomotives and support vehicles, solvents to clean parts and we dumped them on the ground not thinking anything of it. In the Environmental Law Handbook, authored by environmental attorneys at the well-respected firm of Patton Boggs & Blow (now Patton Boggs), there are eight compliance obligations or “commandments” cited as being common to all environmental regulations: -Information, Reporting and Notification Requirements. -Discharge Limits. -Pollution Prevention Process. Product Controls. -Activity Controls. -Transportation Standards. Response Requirements. -Compensation Requirements. The eight “commandments” are best understood in the context of hypothetical situations. Suppose a museum has been cleaning parts in an outside area. Under Commandment Number 1 it will be required to advise appropriate authorities, its employees and in many cases the public of intended or actual releases of pollutants. Under Commandment Number 2 the museum must prevent this release or operate within acceptable discharge provisions. This means it must use controls to assure that pollutants are not released into the air or ground in quantities in excess of what the particular law will allow. Commandment Number 3 requires the museum to reduce the quantities of pollutants and minimize the hazardous effects of the waste generated. Depending upon the specific law this may require a complete prohibition of a release of pollutants to the employment of various pollution reduction measures, such as treating the contaminants before releasing. Commandment Number 4 requires the museum to ensure products used by the museum are designed, formulated, packaged or used so as not to present unreasonable risks to human health or the environment. This applies to both the use of the products and the disposal of the products. Commandment Number 5 addresses the requirement of most environmental laws to protect resources, wildlife and the environment. Irrespective of the goal of the law to protect ground water, drinking water or the air, there is usually a direct correlation to the contaminants’ effect on some life forms. Commandment Number 6 provides guidance concerning the risks inherent in the transportation of hazardous wastes or materials, oil or other potentially harmful substances. The petroleum products, solvents and waste generated usually are transported to and from our museum site, and there are specific transportation rules that apply in each situation. Commandment Number 7 concerns the cleanup of pollutants that have been released. This includes the acts of actual cleanup and the cost of completing the cleanup. Commandment Number 8 requires the responsible party to pay private parties, groups or the government for damages inflicted to their health or the environment. This is the consequence of pollution that may actually be the greatest threat to preservation efforts because the award of damages may exceed the assets of the museum, tourist railway or historic operation. Though the above “Eight Commandments” are common to most laws, there are specific laws museums, tourist railways and operators of historic operations should be familiar with and strive for compliance. If the Environmental Protection Agency either achieves the funding level necessary to fully enforce these laws on all operators or the operator comes to the attention of EPA because of political reasons, a catastrophic accident or release, or some other factor bringing public attention on the operation’s activities, the enforcement of these laws may have serious consequences to the operator and the preservation industry. The Clean Air Act of 1970, 42 U.S.C. 7401 et. seq. attempts to address the types and amounts of products that may be discharged into the air. The law addresses several sources and problem areas. One of the significant aspects of the Clean Air Act is that it allows states to set and enforce standards. On of the most stringent set of air standards has been adopted in California where, but for exemptions and a substantial support of historic rail operations, a steam engine or historic diesel would not fall within the standards. Steam engines and diesel locomotives are not the only source of concern. Many operations have furnaces, electrical plants and other activities that generate the release of materials in the air. Certain repair activities may generate gases that when released in the air fall within the purview of the Clean Air Act. The Clean Air Act also addresses pollutants released from motor vehicles and other mobile sources. An old wrecker truck, electrical generators, historic fire engines or other vehicles may release contaminants in excess of allowable limits. Though not vigorously enforced in the past, except in California, operators should become aware of their local standards and not make an obvious show of smoke and stink so as to compel regulators to enforce the Clean Air Act on their operations. The Clean Air Act addresses important issues for preservation groups such as the use of Freon. Many closed air conditioning systems on passenger cars and old air conditioners used Freon. The use of certain contaminants of the ozone layer is no longer allowed, and other forms of Freon are strictly controlled. Painting is an issue that falls within the Clean Air Act. Many operators still paint outdoors with no controls to capture the spray. Paint booths, properly constructed, not only produce a better paint job but also eliminate potential violations of the Clean Air Act. As operators become better known by the public and government regulators, painting will be one of the first areas of enforcement. In many instances, the activities of operators will require a permit. Under the Clean Air Act states are authorized to set up permit programs. Operators should consult with either a knowledgeable environmental consultant or attorney to ascertain the local permit requirements. A major issue for most operators is the release of contaminants into the ground. In some instances this can eventually result in contamination of the ground water. Most operators will not be able to afford to participate in a clean up of ground water contamination and therefore must take seriously this type of contamination. There are two pieces of legislation that operators should be familiar with relating to contamination of ground water. The first is the Resource Conservation and Recovery Act (RCRA), 42 U.S.C. 6901 et. seq., and the Comprehensive Environmental Response, Compensation and Liability Act (CERCLA), 42 U.S.C. 9601 et. seq. CERCLA is also commonly referred to as the Superfund Act. Both pieces of legislation address the type of contamination that could occur at a museum, tourist railway or historic operation. RCRA addresses contamination that can occur through numerous sources. It addresses waste materials that in one form or another have been “dumped” into our environment, and the control of certain other hazardous materials such as underground storage tanks and the recycling of used oil. The important aspect of RCRA to learn quickly is that it provides EPA with the enforcement authority to take charge and require that the operator do whatever is necessary to abate the contamination and source. If your operation has underground storage tanks or you have a “dump” your operation may be ripe for RCRA enforcement. Pits or pools of solvents, grease, petroleum products or even wastewater discharge may be subject to EPA enforcement. The Superfund law, CERCLA, is more comprehensive than RCRA. Several operators have become acquainted with this law where they sent wastes to a disposal facility only to find out a year or so later the disposal facility was not properly permitted and no receipt of destruction was provided. Under CERCLA, contaminated property can be the responsibility of not only the current owner, but also any prior owner. The pitfall for our industry is that what appeared 40 years ago to be a good deal may now be our downfall. Old railroad and transit properties were “neat” places to start an operation, but under CERCLA you inherit the sins of the prior owners. Many sites used by operators are contaminated and may eventually need to be cleaned up by preservation operators, even if they did not cause the contamination. In general, CERCLA imposes liability for any contamination on present and past owners of the property, operators of the property, transporters and generators. Preservation activities are generally most at risk for leaking drums, underground tanks, dumping of “left-overs” on the ground and other common activities. The most serious consequence of failing to have a proper containment program is listing on the National Priorities List. This means in simple terms, you have become a Superfund site. To date, preservation activities have avoided this dubious distinction, but given the length of operations and past practices, it is not unforeseeable that one of our sites will make “the list”. Though we cannot do much about past practices, we can control what we do from this date forward. There are other laws operators should be aware of, including the Toxic Substance Control Act, 15 U.S.C. 2601 et. seq. All of these laws trace back to the Eight Commandments and knowledge of their provisions. With the overview provided above, operators should implement a proactive program to curb pollution and prevent contamination. Some examples may be in order, but are by no means comprehensive. Common sense is still the best asset of any operation. Underground storage tanks should be brought into compliance with current standards. This includes proper monitoring devices and appointing personnel to be responsible for continued monitoring. Locomotive storage areas should be retrofitted to contain drip pads and collection devices for dripping and spills. Fueling should be accomplished only in protected areas so as to avoid penetration into the ground and ground water. Waste should be disposed of in a proper container and removed to authorized disposal sites. It is no longer permissible to burn off the waste in steam engines and most governmental regulators will be looking for a paper trail on the disposal of used lubricating oils, solvents and fuels. Don’t store barrels in open areas. If you must store barrels, store the barrels in approved “containment” areas. As barrels decay and are subject to vandalism, don’t take advantage of too many “good deals” and store barrels for years. Establishing a proactive program among workers to understand
the consequences of their actions will prevent environmental problems. In the
same manner we have preached safety for years and years, we need to preach
environmental compliance. It is no longer “cool” to have big oil stains in work
areas and a clean shop should be the norm, not the exception. C&TS reinstates the Rio Grande Railway Preservation CorporationBy Terri Shaw Last summer’s disrupted service forced the Rio Grande
Railway Preservation Corporation (RGRPC) to withdraw from its contract to
operate the Cumbres & Toltec. The bi-state commission that runs the
railroad tried to find a new operator, but ultimately came back to the RGRPC, a
creation of the Friends of the C&TS. Recently retired Friends President Terri
Shaw gives us the latest. On January 9, 2003, New Mexico
Governor Bill Richardson appointed Carl Turner of Santa Fe and Steve Malnar of
Los Ojos to the Cumbres & Toltec Scenic Railroad Commission, replacing John
Swartz and Medardo Sanchez. Turner and Malnar attended their first commission
meeting two days later. At the January 11 meeting, New Mexico Lieutenant
Governor Diane Denish was a surprise visitor. She came to welcome the newly
appointed New Mexico commissioners on behalf of Governor Richardson. She was also
bringing the message that she and the governor understand that the railroad is
the lifeblood of the region and they are committed to supporting it. She
pledged they would both work with Colorado’s governor and legislature to
provide the funding that the railroad needs. She added that the two new
commissioners had been appointed to carry out these purposes and to keep the
governor and lieutenant governor informed. At its previous meeting on December
9, 2002 the commission had conducted an initial screening of the four proposals
for operation of the railroad. Commissioner Swartz, after summarizing the
proposals, noted that none of them followed the historic pattern and all
involved shifting funding responsibilities to the commission. Consequently,
further action was deferred in order to consult with people at the state
legislatures about what features of the proposals the states were willing to
support. The main business of the January
11 meeting was to review and score the four proposals and to make a decision
about proceeding with negotiations. On conclusion of an executive session, the
commissioners reconvened in public session and passed the following motion: (1)
to cancel the RFP process; (2) to initiate exploratory negotiations with the
Rio Grande Railway Preservation Corporation (RGRPC) to serve as operator of the
railroad under a new contract model; and (3) to continue commission activity on
locomotive and track work to ensure operations of the railroad for the 2003
operating season. The commission designated Steve Malnar and commission
executive director Bob Johnson to meet with representatives of RGRPC beginning
Wednesday, January 15, 2003 and set a meeting for January 25 to receive a
report on the progress of the negotiations. At the January 25 meeting,
Commissioner Malnar reported that the parties had met four times in the
preceding week but had not reached agreement on all issues. Discussions
included holdover issues from 2002 about debts owing from one party to the
other and the terms for a new contract. They were modeling a new agreement
along the lines of a contract for management and consulting services. As an executive session had not
been included on the published agenda for January 25, a meeting date for
February 8 was scheduled to include an executive session. A Third New Commissioner; Agreement Is ReachedOn February 7, Colorado Governor
Bill Owens appointed Wayne Quinlan of Antonito to fill the vacancy created by
Lewis Entz’s resignation. Having been an observer at two previous meetings, Quinlan
attended his first meeting as a commissioner the next day. At the February 8 meeting, the
main item of business was negotiations with RGRPC. Commissioner Malnar reported
that he and RGRPC negotiator Rich Casford had been having ongoing conversations
and that they had made progress. He said that a conversation between the New
Mexico and Colorado lieutenant governors had empowered the commission to enter
into a contract with RGRPC if the commission believed it was in the best
interest of the railroad. He further commented that the federal Economic
Development Agency, to whom the commission and Friends have applied for funding
to overhaul locomotives, had expressed its desire that the commission make
progress in areas where commission oversight and leadership is particularly
needed, including selection of a qualified entity to manage work to be funded
by the grant. And, he reported that the commissioners had received a letter
from the leadership of the New Mexico House and Senate stating they would recommend
to the legislature that it support the railroad’s financial needs but on
condition that an operator for the 2003 season be in place. Following this report the
commission went into executive session. They requested that Rich Casford join
them to answer questions about the concepts in the new contract model being
discussed. When it reconvened, the commission approved a motion to enter into a
letter of intent with RGRPC to be the management company of the C&TS for
the 2003 operating season and to continue negotiations with the assistance of
the New Mexico Attorney General ’s office to arrive at a written contract. The commission then went into a
second executive session for further discussion of contract details. The result
of this session was a signed Letter of Intent and the setting of a date for
Commissioners Malnar and Quinlan to meet with RGRPC officers Bill Albert and
Rich Casford to draft contract details. The New Contract ModelWith all previous operators of the
railroad, the contract created a landlord-tenant arrangement. The Commission
leased all of the property and equipment to an entrepreneurial company to
operate the railroad and it, in turn, assumed most of the financial risk,
paying a fee to the Commission and using the remaining revenues to cover
operating and maintenance expenses, and capital improvements. Marginal profits
kept lessees from making substantial capital improvements and, as a
consequence, improvements that the basic infrastructure needed were largely
deferred. The events of the past year have
brought the Commission to an understanding that it must replace the past model
with one where it assumes greater financial responsibility. Under the contract
being worked out by RGRPC and the Commission, the Commission will be purchasing
management and consulting services from RGRPC and paying it a fee for these
services. RGRPC will work closely with the Commission to develop budgets,
plans, and policies, which RGRPC will then carry out for the Commission. The Commission will provide funds for all
expenses of operations. Holdover Issues from 2002In addition to negotiating a new
operations agreement with the commission, there were issues to be settled
concerning payments and reimbursements owing from one party to the other. The
closures resulting from Federal Railroad Administration (FRA) and Forest
Service actions in 2002 reduced ridership and revenues last season. Because of
this, RGRPC was unable to make two kinds of payments provided in the operating
lease. One was a payment to the Capital Improvement Fund of five percent of net
operating revenue (ticket sales minus refunds and charter fees). This amount is
calculated as of October 31, 2002 based on the previous twelve months’ revenues
and is about $54,000. RGRPC has entered this amount on its books and will pay
it as revenues from the new contract become available. The other issue was what portion
of monthly rent should be excused under the “Force Majeur” clause of the lease
because of “circumstances beyond the reasonable control of the party affected,
including…request of governmental authority...” In an August 2002 letter to the
commission, RGRPC proposed to adjust rent payments based on the percentage of
days RGRPC was actually able to operate. On the other side of the ledger,
the commission had withheld reimbursement payments to RGRPC pending
satisfactory justification of the amounts. These included about $19,000 for
work on locomotive 484 to be paid by insurance upon satisfying the underwriter
that it was related to the April 1999 derailment; an amount that the commission
believes was overpaid on the state funded locomotive repair contract that turns
on interpretation of the contract; about $54,000 for extra work required by the
FRA for concrete footings in Mud Tunnel; and about $52,000 for FRA mandated
work at Martinez Point. The difference between the total
amounts claimed by one party from the other is about $30,000. Though there were several
discussions between RGRPC and the commission in September and October, no
agreements had been reached. However, terms for settling these debts have now
been worked out in the most recent negotiations with the reconstituted
commission. Some RGRPC debt will be offset by reimbursements owed by the
commission, and some will be satisfied by the transfer of fixed assets
necessary for the operation and maintenance of the railroad that were purchased
by RGRPC but which, the parties agree, should belong to
the commission. New Mexico Steps Up to the PlateAs reported in the C&TS
Dispatch, political and fiscal issues during the past two years produced delays
and uncertainties in regular state funding for the railroad. Colorado’s
financial problems made it unable to match the full New Mexico appropriation
last year and any appropriation for the railroad this year is considered
doubtful. In these circumstances, support
from New Mexico would make a critical difference. Two long-time supporters of
the railroad familiar with the ins and outs of the New Mexico legislature went
to work to build support for additional assistance. Former Governor David Cargo
(who signed the legislation purchasing the railroad) contacted members of the
executive and legislative branches, spoke in legislative committee hearings,
and wrote articles published in the Albuquerque Tribune newspaper. Carl Turner (prior to his
appointment as commissioner) drew on his years of lobbying for the railroad. He
contacted staff and members of the New Mexico joint Legislative Finance
Committee (LFC) to explain the issues facing the railroad and its funding needs
and the LFC scheduled a hearing. During this hearing, members expressed very
strong support for the railroad. I have been to LFC meetings in past years and,
at this meeting, for the first time it was evident that their thinking embraced
several significant concepts. First, that the railroad brings economic benefits
to the state as a whole and not just the Chama Valley and that, therefore,
funding for it should be budgeted like other projects benefiting the whole
state and not come from funds earmarked for regional capital projects. Second, that is a unique historic site whose
preservation as a living museum should be managed similarly to a museum or
state park. And, that New Mexico can waive the requirement that its
appropriation be contingent on an equal match from Colorado. The LFC also referred the needs of
the railroad to the joint Committee on Rural Economic Development, recommending
a task force be set up to investigate the needs of the railroad and current
governance structure and to make recommendations for improvements. After this hearing, the commission
applied for and received a $90,000 loan for emergency administrative expenses
from the State Board of Finance and got advice about how to structure its FY
2003-2004 appropriation request. The Winter Shop Work ProgramThe commission initiated a work
program on locomotives, tenders, and passenger coaches on November 25, 2002. It
opted to hire 15 former RGRPC employees for this purpose. One of them is
answering phone inquiries in the depot and taking information from those who
want to receive the 2003 brochure or be contacted about making reservations.
When the management contract with RGRPC is in final form and approved by the
necessary governmental authorities, RGRPC will employ and manage these workers. Marketing and AdvertisingAlthough some advertising for the
2003 season was placed by RGRPC in September and October last year, other ads
were not placed because neither RGRPC nor the Commission had funds for this.
The appropriation request being made to the New Mexico legislature will include
a budget for marketing and advertising. A new rack card advertising the
railroad and other recreational activities in the Chama area to be funded by
New Mexico lodgers tax is currently being developed collaboratively by the
Village of Chama, Chama Chamber of Commerce, RGRPC, and the Railroad
Commission. Continuing Drought and the 2003 SeasonIn November 2002, there were
several meetings involving representatives of the commission and RGRPC with
officials of the Carson National Forest in which it was agreed that
communication had not been as good as it might have been in 2002 and that there
might have been more consultation before the closure action was taken. Those at
the meeting developed a plan for improving communication in the future.
Although a better relationship exists now, the Forest Supervisor would not
commit to never making such an order in the future. This winter has been very
dry again and conditions in the forests this summer are expected to be similar
to 2002. RGRPC has drafted a fire prevention and suppression plan for Forest
Service review. If these measures are deemed satisfactory, RGRPC will be able
to operate. The Economic Development Authority Grant for Locomotive
Work Commission Executive Director Bob
Johnson and I have participated in several meetings with EDA administrative
staff to discuss the peculiarities of our project as compared to the usual EDA
construction grant and to review how to complete the application forms. The
application forms have been filed with EDA’s office in Austin, Texas and they
are now going through its review process. EDA is looking for completeness of
information, compliance with relevant federal law, and for issues that could
delay or prevent the successful completion of the project. The normal course of
this review would make funds available in late March. We have been told that the EDA
regards our project as a very beneficial one and that our paperwork is in very
good order. The commission’s Letter of Intent with RGRPC has settled the
uncertainty about running the railroad this season and having technically
qualified personnel to plan and oversee the activities funded by the grant. Further information about operator
selection and questions answered at commission meetings can be found in the
news section of the Friends Web Site at www.cumbrestoltec.org> By Aaron Isaacs New acquisitions and recently completed projects are two staples of rail preservation reporting. We tend to remark on the beginnings and ends of equipment restorations, but seldom report on the work while it’s in progress. That’s understandable, because most of these projects take years to complete, and unfold at a pace that defies meaningful periodic description. Since RMQ is a quarterly, regular reporting would be dull indeed, something like, “Since we last visited locomotive such and such, a large amount of boiler scale was removed.” Hardly riveting (no pun intended) stuff. And so this good work disappears into a multi-year twilight zone, unremarked outside the museum doing the work.
A sample of the works in progress: Philadephia Suburban semi-PCC #14 at Charlotte Trolley during the 2001 ARM Convention and the Denver & Rio Grande 2-8-2 #484 at the Cumbres & Toltec. Aaron Isaacs photos.There are a few exceptions to the usual slow motion arc of a project. The Friends of the Cumbres & Toltec compress time through sheer numbers of volunteer hours. They can rebuild a freight car over the course of one summer’s work sessions. In a few other cases, major money or corporate help can shorten the time frame. Witness the rebuilding of the Pennsylvania Trolley Museum’s two PCC cars, courtesy of Alsthom, or Mid-Continent’s Milwaukee, Lake Shore & Western coach #63 (see the Winter 2003 RMQ), with funding from the Jeffris Family Foundation. These, however, are the exceptions. Most big jobs are testimony to the Job-like patience and dedication of museum volunteers and paid staff. They stretch out over five, ten, 15 years or longer, continuing despite deaths of workers and lapses in funding. Sometimes they stall and lie dormant until a new sponsor brings his or her personal energy and resources to bear. The purpose of this piece is to list some of the projects currently underway. First a ground rule or two. These are projects whose goal is to rebuild the equipment extensively. It is more than just selective repairs or heavy maintenance. The patient may have been mostly complete and intact when the process began—such as the average steam locomotive rescued from a park. It may be a coach with wheels but with a stripped interior due to work train service. It may be the classic streetcar chicken coop that serves as its own pattern for replication. In the case of some older museums, it is a piece that was once in good shape, but is now worn from use or deteriorated from exposure to the elements. This list is by no means comprehensive, but it will hopefully give the reader a feel for the important work currently underway. A couple of web sites give an idea of the scope of works in progress. Wes Barris’ Steam Page lists 149 steam locomotives as in “restoration”. Wes tells me the word “restoration” was entered in response to a specific question from him. He does not know if the work is merely cosmetic, although three of the respondents said so. On the face of it, the rest have the serious goal of operating the engine some day. A word about steam—because steamers are so maintenance intensive, the time between major tear downs may be every few years. The new FRA regs, while recognizing the realities of light museum and tourist train usage, do require a major first time effort to achieve compliance. That leads to such previously operational engines as Union Pacific 4-8-4 #844, Atlanta & West Point 4-6-2 #290, Nickle Plate 2-8-4 #765, Gulf, Mobile & Northern 4-6-2 #425 and various Rio Grande narrow gauge 2-8-2s appearing on the list. Some other very interesting power is on the way. Steamtown is repairing Boston & Maine heavy Pacific #3713 as well as Pennsylvania K4 4-6-2 #1361. There are 37 narrow gauge engines in progress, including Waterville, Wiscasset & Farmington #9. There are 14 shays (including Willamette versions), two Climaxes and one Heisler. Click here to open Microsoft Word table of steam locomotives under restoration in a new window Click here to open an Acrobat file of steam locomotives under restoration in a new window Electric cars and locomotivesThe following list of electric cars and locomotives is taken from the Online Roster of Preserved North American Electric Railway cars, produced by Jeff Hakner of Shore Line Trolley Museum and Frank Hicks of Illinois Railway Museum. The table includes 108 that are reportedly under restoration. I asked Hicks if the projects listed below were active, and he felt confident about the large majority of them. If readers see something that looks incorrect, please let us know. Click here to open Microsoft Word table of trolleys and interurbans under restoration in new window Click here to open an Acrobat file of steam locomotives under restoration in a new window Between steam locomotives and electric cars, there are 257 projects underway. There were no convenient websites listing diesels, passenger cars, freight cars and cabooses, but surely there must be at least another hundred or two undergoing major repairs. And the point of presenting all this overwhelming data? The North American railway preservation movement is massive, it is complex, and it’s getting bigger all the time. The
museum review Bluegrass Railroad Museum Versailles, Ky. Consol Energy of Pittsburgh, Penna. has donated former
Norfolk & Western GP9 #675 (EMD 1959). The locomotive served N&W
successor Norfolk Southern until 1985, then was sold to Consol, which used it
at Deane, Ky. California State Railroad Museum Sacramento, Calif. Nearly 620,000 guests visited CSRM’s facilities, attractions, and programs (including Railtown 1897 State Historic Park) during 2002, a new record for a non-Railfair year. This total was up approximately 90,000 over 2001’s numbers, with much of the increase attributed to Day Out With Thomas events in April and December. In addition to on-site visitation totals, the Museum maintains offsite (outreach) and virtual counts as well. These too showed major increases for 2002, with over 273,000 reached through outreach programs (including Operation Lifesaver safety presentations and the Museum’s On-Board Amtrak interpretation program between Sacramento and Reno/Sparks) and 500,000-plus visitors to the Museum’s website. “Great Museums: A Celebration of Art, Culture & Discovery,” a new PBS series, has chosen the California State Railroad Museum as one of13 U.S. museums to be featured in its second season. Film crews spent three days at the Museum in early January, interviewing senior staff on-camera and filming extensively inside and outside the Museum’s Old Sacramento facilities. The show is expected to air in fall 2003. The fifth annual Sacramento Museum Day, held February 1, 2003, and featuring free admission to 19 Capital-area museums, saw record-breaking attendance. Over 76,000 guests visited participating museums on a single day, breaking the previous attendance record of just over 60,000. CSRM tallied over 15,000 of this total. Reconstructing the Transfer Table which once served the Boiler and Erecting Shops at the Southern Pacific Sacramento Shops is nearing completion. In early February the overhead trolley wires were installed. They will supply three-phase, 480-volt AC power to the Transfer Table via three short trolley poles. For this portion of the project, CSRM was assisted by volunteers from the nearby Western Railway Museum who provided parts, specialized knowledge, and labor. Completion of the Transfer Table is expected in April. The Governor’s proposed 2003/2004 budget includes funding for the $25 million Railroad Technology Museum, which will allow project planning to begin. Railtown 1897
State Historic Park Just under $1 million will be spent during 2003 on the Historic Sierra Railroad Shops and Roundhouse, The funds--$990,000—have come from three different sources: $510,000 in Federal funds; $60,000 and $120,000 respectively in so-called Cultural Stewardship funds (made possible through the passage by California voters in 2002 of a massive Parks bond act known as Proposition 40); and $300,000 in previously awarded and programmed State Parks Deferred Maintenance funds. Four major categories of work are planned. First, foundation repairs will be made to selected portions of the Roundhouse, particularly all free-standing roof support columns. The concrete piers supporting these columns have sunk into the surrounding soil over the years. They also lack any physical attachment to the columns themselves, those posing a risk in the event of seismic movement. Second, beam repairs will be made within the Machine Shop. The heavy wood ceiling beams and trusses in this structure, which support not only the roof but also the line shafts that power the Shop’s vintage belt-driven machines, developed cracks and fractures several years ago following installation of fire suppression sprinklers and associated piping. In the interim, these beams have been propped up temporarily with heavy wood supports. Third, structural stabilization will be undertaken on two buildings, the Storage Warehouse and the Handcar Shed. This is a major project intended to reverse significant deterioration, requiring all parts and equipment to be documented and moved into temporary storage; repairs made to foundations as necessary; major replacements/renewals of beams, roofs, walls, and so forth made as necessary; and finally all parts and equipment replaced “in situ.” The fourth and final major undertaking is expansion of the fire suppression system into seven buildings not previously protected. The specific buildings to be protected are the Blacksmith Shop, Blacksmith Shed, Carpenter Shop, Lumber Shed, Storage Warehouse, Handcar Shed, and Car (Repair) Shed. Sierra Railroad 2-8-0 No. 28 (Baldwin, 1922) has been in the shop, being brought up to the FRA’s new standards for steam locomotive boilers, over the fall and winter of 2002/2003. The work included installation of new boiler tubes along with the necessary materials testing required to complete the new Form 4 process. Completion is anticipated by May. During 2002, 149 volunteers gave a total of 30,000 hours of volunteer service on behalf of Railtown 1897 State Historic Park. A volunteer recognition banquet in late January, sponsored by the CSRM Foundation, recognized those involved and additionally provided a forum for specific service awards to be bestowed on deserving, outstanding individuals. Canadian Museum of Rail Travel Cranbrook, B. C. The museum has completed the long awaited move to its new site a few hundreds yards to the west. It was a major undertaking. The 14 railcars displayed at the old site were moved, and another 14 stored elsewhere joined them. In the process, the seven-car Trans-Canada Limited consist was placed in its proper order for the first time since 1930. A $175,000 Cultural Space Canada grant, requiring a 20 percent local share, is paying much of the cost of the move. Meanwhile, work continues on the museum’s major building projects. The recreated Royal Alexandra Hall, formerly a Canadian Pacific hotel dining room in Winnipeg, progressed towards completion. Cranbrook Interior Woodwork donated the construction of replica double French doors for the Hall’s entrance. Five stained glass windows will be completed this year. A new brick exterior is being installed on the modern building housing the Hall. This work is occurring in phases as fund raising progresses. Connecticut Trolley Museum East Windsor, Conn. In 1958 the museum acquired a New Haven outside braced, wood sided boxcar for parts storage. It has sat outside since then, receiving little attention. At the time it was common, but the passing years have made it much less so. Enter the Aspinock Historical Society of Putnam, Conn. They need a New Haven boxcar for an exhibit on the life of author G. Chandler Warner, famous for the series of “Box Car Children” books. The Society has agreed to rebuild the car and transport it in exchange for using it in the exhibit. Fort Smith Trolley Museum Fort Smith, Ark. The first phase of the track extension and streetscape project by the City of Fort Smith was completed February 6, 2003. It extends from mid-block between 3rd and 4th Streets to 2nd Street, a distance of 810 feet including two switches. This brings the total length of track to over 3000 feet. The City plans to extend the track west another block, turning north under the Garrison Street bridge to 1st Street. On the east the track is to be extended from the National Cemetery gate to the Convention Center. The latest Trolley Report newsletter compares the museum of 20 years ago with today. Then it owned two Birney bodies and no building. Now it has one operating Birney car, four carbodies in various stages of work, two other bodies, two buildings on 3.5 acres of land, and now 3000 feet of track. In addition, there are three cabooses, three boxcars, a chair car, a troop sleeper, a steam locomotive and three small diesel switchers, six track speeders, a Trackmobile, four city buses, a fire truck and a Ford Model T grocery truck. Friends of the Cumbres & Toltec Albuquerque, N. M. The Friends have hired Brian A. Shoup as President and CEO, replacing the retired Terri Shaw, who is also a former ARM Board member. Shoup has a background in non-profit management, and has been a Friends members for the last three years. Gulf Coast Railroad Museum
Houston, Tex. The recent mini-trend of museum
mergers continues in Houston. Southern Pacific 2-10-2 #982 (Baldwin 1919) was
donated by SP to the city of Houston in 1957 and has sat in Hermann Park ever
since. A small volunteer group called TRPA has been tending to the locomotive
in recent years. By agreement of all the parties, #982 will become the property
of the Gulf Coast Railroad Museum. The TRPA members will join GCRM to continue
their stewardship of the locomotive. Minnesota Transportation Museum
St. Paul, Minn. The number of members who
volunteered in 2002 set a record, 351 out of the total membership of ___. When
individuals sharing family memberships are counted, ___ percent of the members
volunteered. National Railroad Museum Green
Bay, Wis. A 3500 square foot addition to the
museum’s Fuller Hall reception center is under construction. It will house a
1200 square foot archive storage facility and administrative office. The
project includes the renovation of Fuller Hall. When completed, artifact
display space will increase 50 percent. Kohler Co. of Kohler, Wis. has
donated its 1950-vintage Whiting Trackmobile to the museum. Attendance in 2002 set a new
record of 72.235. The increase is credited to Day Out with Thomas (13,000+),
group tours (7226, up from 4382 in 2001), and rental of the new Lenfestey
visitor center (6532). New York Transit Museum New York,
N. Y. The latest exhibit at the museum’s
Gallery Annex in Grand Central Terminal is entitled Travel by Train: The
American Railroad Poster, 1870-1950. If the title sounds familiar, it’s the
same as the recent book published by the Bloomington Indiana University Press.
The display was arranged in cooperation with the book’s co-author, Michael Zega
(the other co-author is John Gruber). It is funded by a grant from the Lawrence
Scripps Wilkenson Foundation and will run through June 22, 2003. Niles Canyon Railway Sunol, Calif. Four years ago the railway
extended its track west into Niles on the old Southern Pacific roadbed. Just
east of Niles, it crossed Mission Boulevard on one of two deck girder bridges
that were still in place. Now Caltrans is widening Mission Boulevard, and the
bridges will have to be replaced with longer spans. To prepare for the
construction the railway has removed its track materials over the bridge, and
operations will be shortened until the new spans are in place. The Pacific Locomotive
Association, parent organization of the Niles Canyon Railway, has been storing
some of its rolling stock outdoors in Oakland, Calif. Recently four pieces were
moved to the NCRy. They include Texas & New Orleans/Yosemite
Valley/Virginia & Truckee shorty Harriman RPO-combine #107 (Pullman 1911),
Northwestern Pacific caboose #30 (NWP Tiburon Shops 1924), El Paso &
Southwestern/Southern Pacific business car Sacramento (Pullman 1923) and SP
“All Day Lunch” car #1975 (Pullman 1914). Burrel-Foster Farms Chicken
Company of Burrel, Calif. has donated a former SP Alco S-6 diesel switcher. Its
number is unknown at this time. North Carolina Transportation
Museum Spencer, N. C. Southern Railway E8 6900 and NS Railway diesel 1616 were the subject of a theft of air horns on the eve of the museum’s 25th anniversary celebration. To deter future thefts, collectible hardware on all the diesels will be marked this winter. Southern FP7 #6133 (EMD 1950) will be rebuilt using $106, 000 in TEA21 funds from the North Carolina Department of Transportation and local match. The work will include replacing old electrical wiring, rebuilding the engine, repairing the car body and completing the job with a fresh coat of paint. NCTM has become an affiliate of the Smithsonian Institution, giving it access to more than 142 millions objects in the Smithsonian’s collections. Since the program began in 1997, more than 100 institutions have gained affiliate status. Northwest Railway Museum Snoqualmie, Wash. The museum’s latest Sounder newsletter contains a list of 2002 accomplishments. Skagit River Railway 16-foot log car #40 was rebuilt, along with Rayonier wood side dump car (ca. 1915). A new walking tour guide of downtown Snoqualmie includes the museum’s most significant artifacts. New explanatory signs were created for 13 exhibits. White River Lumber wood caboose #001 has been dismantled for a complete rebuilding. Northern Pacific Alco HH600 diesel #125 was added to the collection. A new lights and gates crossing signal system was installed at North Bend Way. The Fir Street crossing was reconstructed with welded rail and concrete panels. Ridership increased by more than 80 percent over 2001. The Cecil the Diesel club for children grew to nearly 200 members. A new phone and voice mail system was installed. A public picnic area was created on the grounds of the museum’s Snoqualmie depot. An additional staff person was hired to handle volunteer management, membership and marketing. Volunteer hours by 179 members totaled 13,515. Many railway museums hold award ceremonies, but NRM confers two awards that reflect its policy of involving the community. The Community Outreach Award was given to two active volunteers who developed close relationships with other local government and private organizations. The Community Partner award went to the Snoqualmie Valley Chamber of Commerce, which supported the museum on multiple projects requiring city approval. Orange Empire Railway Museum Perris, Calif. Now that the dust has settled from the museum’s first Thomas the Tank Engine event, the museum cleared $165,000, despite investing $85,000 in capital improvement preparations. Oregon Electric Railway Museum Brooks, Ore. 2002 acquisitions: British Columbia Electric trolley bus #2411 arrived at the museum from Vancouver, B.C. Fresno Birney #74 arrived after some years of storage in Bellingham, Wash. A 40-foot Northern Pacific flatcar was traded to the Spokane Railroad Museum for a 32-foot Canadian Pacific flatcar. A steel freight shed arrived at the museum from Gresham, Ore. Other 2002 developments: The carbarn floor was leveled, concrete walkways poured and the north carbarn doors were completed and hung. The existing trackwork was ballasted and tamped. The overhead wires over the yard tracks were installed and placed in operation. The 1200 foot west extension of the demonstration railway was graded and the track laid but not yet finished. The end of track will be at the Brooks depot museum. Pennsylvania Trolley Museum Washington, Penna.
Pittsburgh Railways low floor streetcar #3756 (Osgood Bradley 1925) travels along the recently completed East Extension at the PennsylvaniaTrolley Museum. Photo courtesy PTM. Countering the national downward trend, PTM attendance set an all time record of 23,833 in 2002, up 25 percent from 2001. Of this number, 5871 were part of school groups. Two General Operating Support grants have been obtained, $112,500 from the Institute of Library & Museum services and $15,000 from the Pennsylvania Historical & Museum Commission. Meanwhile, the Allegheny Foundation has made a $300,000 challenge grant, already matched by an equal amount from individuals, local businesses and other foundations. Pikes Peak Historical Street Railway Association Colorado Springs, Colo. The Association has been designated an Enterprise Zone business by the state’s Economic Development Commission. This means that cash and in-kind donations of $500 or more will qualify for direct credits of 25% for cash and 12.5% for in-kind donation against the donors state tax liability. This is in addition to the normal federal and state tax credits for charitable contributions. Portola Railroad Museum Portola, Calif. When Union Pacific vacated its track down the middle of 9th Street in Modesto, Calif., it left behind six crossbucks installed by interurban predecessor Tidewater Southern. Five of these proved to date from the line’s opening, while one was a replacement. With the approval of the city and railroad, all were removed and transported to the museum. The museum has acquired the body of a camp or outfit car that is believed to have been used in the original construction of the Western Pacific from 1903 to 1909. In recent years it was a cottage in Oroville, Calif. PRM is attempting something that we believe hasn’t been done before by a museum, replacing the glass in a vista dome. After numerous dead ends, a supplier has been located who will take on the complex curved panes, which with receive the original factory spec Solex Green tint. In fact, Western Pacific California Zephyr sleeper Silver Hostel (Budd 1948) will get new glass all around, reupholstered dome seats and much other work. The dome work alone will cost $45,000, and fund raising is underway. Railroad Museum at Oyster Bay Oyster Bay, N. Y. The transformation of the Friends of Locomotive #35 into the Railroad Museum at Oyster Bay continues. January 2003 saw completion of the ten year lease of the Oyster Bay turntable area from the Metropolitan Transit Authority by the Town of Oyster Bay. This property includes the extreme east end of the former LIRR yard and turntable. The Friends have secured funding to repair the Oyster Bay depot roof. Repairs will begin while waiting for the depot title to be transferred to the new museum. It will be administered by the Oyster Bay Historical Society, and all Friends members are becoming Historical Society members. A former New Haven 40 foot steel boxcar body has been
acquired. It was used by the Long Island Rail Road as a storage facility at the
Holban yard. The museum will also soon take ownership
of a former LIRR class BM-62 Baggage / Mail car that has served as a storage
facility for many years at Holban Yard and Long Island City's yard A before
that. Railroad Museum of New England
Thomaston, Conn. With the recent retirement of most
of the former New Haven FL9 diesel-electric locomotives (EMD 1958), a few are
starting to appear at museums. The Connecticut Department of Transportation,
which repainted their ten FL9s in the original black, white and red scheme, is
retaining ownership while loaning units to museums. #2006 is at the Danbury
Railroad Museum. RRNE has received a pair--#2002 and #2019. It is reported that
another one will go to the Connecticut Eastern Railroad Museum in Willimantic. Union Tank Car #69368 and 69369
(UTC 1923) have been added to the collection. They were insulated and equipped
with steam heater coils to enable thick liquid cargoes to flow better during
unloading. Retired in 1973, they were sold to Nyman Manufacturing in Rhode
Island. For the next 30 years, the cars were kept indoors and used for paraffin
storage. Thus they arrived at the museum in good condition. Railroad Museum of Pennsylvania Strasburg, Penna. On February 26, the museum presented a program on a seldom remarked subject, Women and Telegraphy. In the heavily male world of railroading operations, women telegraphers were an exception. According to the 1870 census, Pennsylvania had more than any other state. The museum’s scholar-in-residence Thomas C. Jepson conducted the program. He has written two books on the subject. Rockhill Trolley Museum Rockhill Furnace, Penna. The body of Hagerstown & Frederick freight motor #5 (home built 1920) has been deaccessioned and offered to the Hagerstown & Frederick Historical Society. No word on whether the donation has been accepted. The museum has also deaccessioned Scranton Transit “Electromobile” #505 (Osgood Bradley 1929). See if you can follow this--It is being traded to Scranton’s Electric City Trolley Museum in exchange for a pair of standard gauge Curtis power trucks. The trucks at one time were under SEPTA line car #D-39 (built 1924), when it was assigned to the standard gauge Broad Street Subway and numbered T-17. Rockhill is trying to acquire D-39, which is currently assigned to the broad gauge side of the system. San Francisco Cable Car Museum San Francisco, Calif. On Saturday, February 22 the Friends of the Cable Car Museum, the operator of the San Francisco Cable Car Museum, took ownership of three historic cable cars – Clay Street Hill Railroad open-grip car #8 and Sutter Street Railway open-grip car #46 and trailer #54. Clay Street Hill Railroad #8 ran from the start of revenue service September 1, 1873, of the world’s first cable car line, until the 1891 rebuilding of the line by the Ferries & Cliff House Railway. The Sutter Street Railway grip and trailer were built in the early 1880s for San Francisco’s second cable railway company. These cars last saw service in 1929 on the Market Street Railway’s Pacific Avenue line. They represent cable-train technology, as opposed to the current practice of single self-contained cable cars. (A brief history of these cars can be found by going to the Cable Car Museum web site www.cablecarmuseum.com and click on "Historic Cable Cars.") The cars, as well as some other components, were purchased from the Pacific Coast Chapter of the Railway & Locomotive Society. In addition, the Friends acquired the following artifacts: 1.
California Street Cable
Railroad quadrant style side grip mechanism 2.
California Street Cable
Railroad side grip mechanism 3.
Sutter Street Railway
bottom-grip mechanism (from No. 46) 4.
Powell Street cable grip
mechanism display 5.
Thirteen (13) cable car
models. The Friends also contributed funds to help the Market Street Railway acquire San Francisco Municipal Railway streetcar #162 (Jewett 1913) from Orange Empire Railway Museum. It will operate on the "F-Market & Wharfs" line. Seashore Trolley Museum Kennebunkport, Me. The
dream of a satellite operation in historic Lowell, Mass. took another step
forward with the completion of a final planning report by the John A. Volpe
National Transportation Systems Center. The $200,000, 130-page document lays
out how heritage trolleys might serve more of Lowell and its national park. It
calls for a five-mile system that could cost up to $53 million. The complete
document can be viewed on the APTA Heritage Trolley web site (www.heritagetrolley.org). Seashore
is creating an exhibit at the city-owned Mack Building in Lowell, next to the
National Park Service visitor center and an existing trolley stop. The exhibit
is funded by a $25,000 grant from the Theodore Edison Parker Foundation. Strasburg Rail Road Strasburg, Penna. Thieves forcibly broke in at the Strasburg Rail Road’s engine house, and took the following items: The number plates from engines #31, #90, and #475. Classification lights from engines #31 and #89. One new classification light. Six rear end marker lamps, four kerosene, and two converted to battery power. One Strasburg Rail Road rule book. One locomotive brass bell and yoke. They also forced open (and destroyed in the process) a steel door to the back shop. If anyone has any information, please call the Strasburg Rail Road at 717-687-8421. Tennessee Central Railway Museum Nashville, Tenn. The museum has acquired Amtrak F40PH locomotives #258 and 375 (EMD 1976 and 1981). West Coast Railway Heritage Park Squamish, B. C. Two pieces of privately owned rolling stock will be housed and displayed at the museum. In an unusual coincidence, both are of Reading Railroad heritage. BC Rail business car Discovery has been purchased by the Squamish Lions Club, which will use it for meetings. It will sit on one of the newly opened “Garden Tracks” next to the museum’s replica Squamish depot. The car was rebuilt as an open platform observation and, along with several other Reading cars, became part of the bicentennial American Freedom Train. BC Rail RDC-1 (Budd 1962) was originally Reading, then SEPTA #9155. BC Rail bought it in 1983. One end of the car was damaged in a hostling accident and one end will require repairs. It is owned by a museum member. As it assembles a consist for an operating excursion train, the museum is raising funds by selling naming rights to the coaches. They’re asking $10,000 per coach and $20,000 for the observation car. The museum’s turntable installation project, dubbed the CN Turntable Plaza, has received a boost, thanks to a $50,000 grant from government gaming revenues. The turntable, built in 1930 and located in Thunder Bay, Ont., was donated by Canadian National. Western Railway Museum Rio Vista Junction, Calif. The museum’s annual year-end fund raising campaign produced $105,000 in donations from members, 45 percent higher than last year. The Topeka Chapter, NRHS newsletter Sparks does an admirable job of tracking surviving and preserved Kansas railroad structures. The latest issue contained this list of National Register of Historic Sites entries: Abilene, Union Pacific passenger and freight depots Atchison, Topeka & Santa Fe freight house Baldwin, ATSF depot Beaumont, St. Louis-San Francisco wooden water tower Coffeyville, Trolley Terminal Building Council Grove, Missouri-Kansas-Texas depot Dodge City, ATSF depot Downs, MP depot El Dorado, Missouri Pacific depot Halstead, ATSF depot Kingman, ATSF depot Leavenworth, ATSF and Union depots Madison, ATSF depot Newton, ATSF depot Osage City, ATSF depot Ottawa, ATSF depot Topeka, UP depot Wichita, Rock Island depot In addition, the State Register includes: Chanute, ATSF depot Lawrence, UP depot Liberal, RI depot Manhattan, UP depot Sparks also reports that the town of Osawatomie, Kans. has replicated its Missouri Pacific depot, torn down in 1967, from original plans. It houses a museum of local railroad history. The Province of British Columbia is placing its Canadian Pacific 2-8-0 #3716 at the Kettle Valley Steam Railway in Summerland, B. C. The locomotive was the backup for Royal Hudson #2860 on the recently dismantled BC Rail Royal Hudson Train. West Coast Railway Association News |
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Association of Railway Museums 1016 Rosser Street, Conyers, GA 30012 Phone: (770) 278-0088 |
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