Oh, yeah. Union Pacific E8 #942 shinesin new paint at Orange Empire RailwayMuseum, following a multi-yearrestoration. Trailing it is a newlypainted 4-car consist of Pullman sleeperNational Scene (Pullman-Standard1956), diner-buffet-lounge #4051,(Pullman, 1928), later modernized,parlor car #1530 (Pullman 1924),modernized 1954, and chair car #542(Pullman, 1926), rebuilt 1950.Marty Bernard photo.

Number 8 Published cooperatively by the Tourist Railway Association and the Association of Railway Museums

Spring 2012

PRSRT. STD.U.S.POSTAGE

PAIDTWIN CITIES, MNPERMIT NO. 1096

ARM1016 Rosser StreetConfers, GA 30012

Address ServiceRequested

railwaymu seumquarterly

TRAINLINE

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ASSOCIATION OF RAILWAY MUSEUMS

The purpose of the Association of Railway Museums is tolead in the advancement of railway heritage througheducation and advocacy, guided by the principles set forthin "Recommended Practices for Railway Museums" andincorporated in other best practices generally accepted inthe wider museum community.

ARM MembershipMembership in the Association of Railway Museums is opento nonprofit organizations preserving and displaying at leastone piece of railway or street railway rolling stock to the publicon a regularly scheduled basis. Other organizations, businessesand individuals interested in the work of the Association areinvited to become affiliates. For more details, or to reportaddress changes, please contact the Association of RailwayMuseums, P. O. Box 1189, Covington, GA 30015, or email toscg@lagniappeassociates.com.Call us at (770) 278-0088 or visit our Web site:www.railwaymuseums.org.

DirectorsRichard Anderson, Northwest Railway Museum, richard.anderson@railwaymuseums.orgScott Becker, Pennsylvania Trolley Museumscott.becker@railwaymuseums.orgBob LaPrelle, Museum of the American Railroad, bob.laprelle@railwaymuseums.orgPeter Murphy, Exporail, peter.murphy@railwaymuseums.orgG. Mark Ray, Tennessee Valley Railroad Museum, mark.ray@railwaymuseums.orgKen Rucker, National Capital Trolley Museum, ken.rucker@railwaymuseums.orgJim Schantz, Seashore Trolley Museum, jim.schantz@railwaymuseums.orgJim Vaitkunas, Minnesota Streetcar Museumjim.vaitkunas@railwaymuseums.orgKyle Wyatt, California State Railroad Museum, kyle.wyatt@railwaymuseums.org

OfficersPresident: Bob LaPrelleVice President: Scott BeckerSecretary: Ellen Fishburn,

secretary@railwaymuseums.orgTreasurer: Ken Rucker, 1313 Bonifant Road, Colesville, MD20905-5955, ken.rucker@railwaymuseums.org

CommitteesRenewal Parts: Rod Fishburn, Chair,

parts@railwaymuseums.org

StaffSuzanne Grace, Executive Director, P. O. Box 1189,Covington, GA 30015, scg@lagniappeassociates.com

Aaron Isaacs, Editor, 3816 Vincent Ave.. S., Minneapolis, MN 55410, rmq@railwaymuseums.org

The Association of Railway Museums is a Professional Affiliate Member of the American Association of Museums.

TOURIST RAILWAY ASSOCIATION

The Tourist Railway Association, Inc. is a non-profitcorporation chartered to foster the development andoperation of tourist railways and museums.

TRAIN MembershipMembership is open to all railway museums, tourist

railroads, excursion operators, private car owners, railroadrelated publishers, industry suppliers and other interestedpersons and organizations. TRAIN, Inc. is the only tradeassociation created to represent the broad spectrum ofwhat is called “creative railroading”.

OFFICERS President: Rick Burchett, Chehalis-Centralia RR

(360) 570-9191 (home/office) Vice President: Linn Moedinger, Strasburg Rail Road

(717) 687-8421 Secretary: Syl Keller, Monticello Railway Museum,

Monticello, IL (309) 376-3361 (home) Treasurer: Alan Barnett: Indiana Railway Museum

(812) 936-2405

DIRECTORSJohn E. Bush: Roaring Camp Railroads

(831) 335-4484 Ext. 138 Steven M. Butler: San Luis & Rio Grande Railroad

(262) 853-9662 (cel) Jeffery D. Jackson: American Heritage Railroads

(970) 259-6505 Chris Bertel: Thunder Mountain Line

(817) 737-5885 Richard N. Noonan: California State RR Museum

(916) 445-3145 G. Mark Ray: Tennessee Valley Railroad Museum

(423) 240-1480 Fenner Stevenson: Boone & Scenic Valley Railroad

(515) 432-4249 Meg Warder: Black Hills Central Railroad (605) 574-2222Erv White: Grand Canyon Railway. 928-607-1493Frankie Wiseman: Middletown & Hummelstown RR (717)

944-4435 X-18

STAFFExecutive Director: Suzanne Grace, P. O. Box 1189,

Covington, GA 30015, (770) 278-0088scg@lagniappeassociates.org

Editor: Aaron Isaacs (612) 929-7066, aaronmona@aol.com

Web site: http://www.traininc.org

To advertise in Railway Museum Quarterly/Trainline, contact Aaron Isaacs at aaronmona@aol.com. To download an advertising rate sheet, go to www.railwaymuseums.org/Static/documents/RateCard.pdf

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PRESIDENTS’ REPORT

By Bob LaPrelle, ARM and Rick Burchett, TRAIN

The boards of both ARM andTRAIN met in St. Louis in March towork through the final steps needed toprepare for the merger of our twoorganizations; the presentation and votewill be held at the Novemberconference in Montreal. A fullcommunication and documents packagewill be provided to all members of eachorganization in the summer, withanother opportunity for input andquestions prior to holding the vote. Bothboards are unanimously recommendingthat the merger proceed, and havefollowed through on the support givenat last year’s conference inChattanooga.

During our two days together, anumber of key issues were completed.Thanks to the effort and work of BobOpal and the Organization WorkingGroup, we were able to conclude planof merger documents for the neworganization and a set of new bylaws.We really appreciate Bob’s hard workin helping put these together andcollectively the boards were able tobring these to a state of readiness. Wealso concluded a new attractive duesstructure in readiness for 2013 and aplan for integration of the two boardsinto a single transition board comprisedof an equal number of directors fromeach to the two predecessororganizations. Thanks again to DonEvans for facilitating us through theprocess.

A considerable amount of time wasallocated to the naming of theorganization. After much work, debateand discussion, the decision was to gostraight forward and simple, and toreflect what we really are allabout…..the name Association ofTourist Railroads and RailwayMuseums was chosen. Our jointpublication will become TouristRailroads and Railway Museums, alsoreflecting our industry sector andmember base.

As members of ARM and TRAIN,you have already seen many of thebenefits of our groups working together,and these will continue. You haveexperienced the success of jointconferences, the combined publication,working together on advocacy andmore. Next up will be a new integratedwebsite with more functionality andpower, providing new tools andinformation for our members, targetedfor readiness this summer. This willbring yet more support and services toyou, our members, and to our industry.

A tremendous amount of work was

accomplished, and now the final detailsare being prepared. We ask you towatch for the information package thissummer and for your active support aswe move forward together for the goodof all those involved in the field ofrailway preservation. By joiningtogether ARM and TRAIN into a thenew Association of Tourist Railroadsand Railway Museums, our goal is toprovide better value (more services forless cost) to our members andcontribute to the long termsustainability of our industry.

MARKETPLACE

By James Porterfield

The New Center for Railway Tourism

The press release headline read,“Davis & Elkins Unveils Center forRailway Tourism.” A one-pagedocument, it was sent March 14, 2012,from Davis & Elkins College in Elkins,West Virginia. Full disclosure: I’m thedirector of the new Center and thiscolumn will describe what we’re tryingto accomplish with it.

About D&EDavis & Elkins College is a

coeducational liberal arts school with750 students and a student/teacher ratioof 12:1. Opened in 1904, it has arailroad connection: it was founded byHenry Gassaway Davis and StephenBenton Elkins, two United StatesSenators who built the first railroad intothe area. And, it offers a major inRecreation Management and Tourism.

Elkins, the adjoining community, isthe Randolph County seat. Once a busyWestern Maryland Railway hub, todayit is served by the West VirginiaCentral, which interchanges with CSX,and the Durbin & Greenbrier ValleyRailroads, which provide freight andexcursion service. A city of 7,000, it isalso a trailhead on the 25-miles-and-growing Allegheny Highlands rail trail

along WM’s former route to Hendricksand Thomas. The West VirginiaRailroad Museum is to be located innearby Beverly, and the D&GV isworking to establish a 90-mile, 2-dayexcursion loop originating in Elkins.Further, West Virginia has designatedrailroad heritage as one of the state’sthree critical tourism draws (the othertwo are natural resources and outdoorrecreation). In other words, Elkins,West Virginia, is an appropriate placeto put a Center dedicated to advancingthe railway heritage and tourismindustry. Little wonder there wasimmediate and strong support for theconcept from the College andcommunity alike.

The Center has been invited to offerprogramming at D&E’s Augusta Heritage Center(http://augustaheritagecenter.org/) inSummer 2012. Augusta’s mission to“encourage wider understanding andpractice of artistic expression found inlocal, regional, and ethnic traditionalfolk cultures” offers a number ofopportunities to showcase the life andwork of railroaders. Likewise, there isan invitation to provide content foralumni mini-courses offered duringHomecoming in October 2012. AndJohn Smith, president of the Durbin &Greenbrier Valley Railroad, hasgenerously provided introductions toothers and invitations to events inElkins and throughout West Virginia,as well as becoming the Center’s firstdonor.

Serving Three PurposesThe Center for Railway Tourism will

focus its attention on three activities: •Providing a cadre of college-

educated specialists in railway heritagetourism.

•Developing programs of interest tothe general public that can be replicatedelsewhere.

•Providing leadership, guidance andmaterials to the railway heritagecommunity that focus on bottom-lineresults.

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BRIDGE DEADLINE APPROACHINGBRIDGE DEADLINE APPROACHING

By Bob Opal, ARM/TRAIN FRA liaison

The 800-pound gorilla lurking just around the corner is FRA Bridge SafetyStandards. Under this rule, the deadline for tourist roads (including insular, non-insular and general system) to have bridge management safety programs in place isSeptember 13, 2012. This isn't just a matter of writing a paper. As I read the rule, thisis also the deadline for tourist railroads to determine the "safe load capacity" of theirbridges (by the way, a turntable or transfer table is a "bridge" under this rule). This isa task that has to be done by someone with the credentials provided in the rule, and itcould be a really BIG job for some organizations (if they have many bridges, or amajor bridge). Most tourist roads probably lack the in-house expertise to do this withtheir own personnel, so it may require a contractor.

To encourage and prepare studentsfor a career in railway heritage,preservation and tourism management,the Center will offer specializedundergraduate courses through the D&EBusiness Administration Department’sRecreation Management and Tourismmajor. These include a 3-credit coursein Railway Heritage, followed by 3-credit courses in Heritage Tourism andHeritage Marketing in Spring 2013 andFall 2013 respectively. Visitinglecturers of national prominence willaugment instruction provided by D&Efaculty. Each course will besupplemented with a 1-credit modulewherein registrants develop a businessplan for a specific railway heritageapplication. Completing these courses,plus one additional elective from amongthe 20 offered in RecreationManagement and Tourism, will result ina student earning 15 specialty credits.This will be recognized with aCertificate in Railway TourismManagement. A similar approach isplanned for courses beginning in the2013-14 school year that focus onrailway heritage preservation.

Course content will then be reworkedto enable offering it nationally throughdistance education. Completing thisprogram will likewise earn theparticipant certification. In this way,railway heritage operations throughout

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TRAIN has a long-standing tradition of annual awards. In this last year ofTRAIN as an independent organization, we once again call for nominations for thethese awards:

Crook-Freeman-O’Brien Award: To recognize an individual or organizationthat has made a significant contribution to the tourist railroad industry or anindividual TRAIN member. This might include a major donation of materials,transportation, rolling stock, funding, or other goods or services; or the developmentof a major concept or issue of concern to tourist railroads and follows through fromconcept to implementation.

Distinguished Service Award: To recognize TRAIN officers, directors,committee chairpersons and committee members for service to the organization.This can also be used to recognize other individuals or organizations that havecontributed to the tourist railroad industry.

Walter P. Gray III Pioneer Award: To recognize an individual ororganization that has contributed unique or outstanding leadership in the touristrailroad industry.

Equipment and Facilities Awards:Structures: Buildings, right of way and other infrastructure.Locomotive: Steam, electric and dieselElectric Traction: trolleys and interurban equipment

The deadline for nominations is September 1, 2012. Awards will be presented inNovember at Montreal. Mail your nominations to Suzanne Grace at the TRAINoffice, PO Box 1189, Covington, GA 30015.

North America can encourage andsupport promising young people,military veterans, people considering acareer change, and those pursuing“encore” careers, in acquiring theknowledge and experience needed forsuccess in this important butchallenging, demanding and changingfield.

Another component of the Center’swork with students is an internshipprogram. Structured, for-credit, multi-week field experiences at participatingrailway heritage venues will immerse astudent in one or more aspects ofrailway tourism. Supervised by thecollege, each will consist of a pre-arranged schedule of learningexperiences, a journal to be kept by thestudent, a written evaluation of thestudent’s work by the sponsoringorganization, and a student-developedplan to address a specific issue at thesponsor’s site. These internships willnot only further equip participants for aposition in the industry, they will testand confirm - or disprove - the student’sgenuine interest in the field.

Finally, funds are being raised forscholarships to enable the Center toattract and retain highly qualified andmotivated students.

To stimulate the interest of thegeneral public, the Center offers a

number of activities. Beginning in2013, the annual Railway HeritageConference, once offered through PennState Altoona, will be revived. Anannual Railroad Film Festival,showcasing feature films,documentaries and historic films,railfan videos, and on-line footage(think YouTube and the like), is indevelopment, complete with screenings,workshops, lectures and an awardsbanquet. Working with the ArtDepartment, the Center will offer anartist-in-residence program, as well asannual workshops for railroad artists.Also 2013 will see the first of a seriesof customized rail tours for D&Ealumni and friends of the Center.Working with a well-known nationalrail travel agency, and perhaps laterwith a private car excursion company,these tours will expose participants tothe pleasures of rail travel at the sametime they provide unique learningexperiences at rail heritage sitesthroughout North America.

In partnership with an educationalpublisher, the Center is developing anoral history project patterned afterNational Public Radio’s StoryCorps.Materials that encourage a local, trans-generational dialogue - the sharingmemories about rail travel, aboutworking for the railroad, and about how

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railroads affected lives in other ways -will be available for use by the railwayheritage community.

Similarly, traveling thematic kits arebeing developed that will enable localmuseums and excursion operations tostage events that call attention to,demonstrate and celebrate the ways inwhich railroads did and continue toaffect national culture and life. One ofthe first two kits is devoted to raildining (that shouldn’t surprise you),while the other concerns railroadingand natural resources. These and othertopics under consideration have aproven track record of generatingattention and revenue for railwayheritage sites among a broad audience.

Center activities described above,both those that prepare the nextgeneration of heritage tourismprofessionals and those labeled as “forthe general public,” also serve the thirdaudience: the railway heritagecommunity. Additional eventsscheduled specifically for this thirdaudience include a revival of the dinnertrain operator’s conference, first offeredin the 1990s. Other workshops andconferences will address specific needsand issues as suggested by thecommunity. These will assembleindividuals and teams to conductresearch into critical issues facing the

They coordinate the policy positionsof their respective members, doadvocacy, monitor regulatory issues,work with the FRA to craft rules andregulations that flesh out statutorygoals, and generally do the complex“Washington work” that must bevigilantly attended to. The NationalTrust for Historic Preservation andAmerican Association of Museums dothe same kind of work for culturalresource management communities(including railway heritage).

Despite similar roles, AAR andShort Line are very different. The AARis dominated by the 7 Class I railroads,with another 13 corporate members inthe first rank. There are an additional18 Affiliate railroad members, and 76Associate members—mainly from therailway supply industry. AAR works onthe industry regulations andadministrative law that governs almostanything that turns a flanged wheel.There are Canadian and Mexicancounterparts, but AAR takes the lead.

“Short Line” (as ASLRRA has beencasually known for much of its 100years) has over 450 railroad members, anumber of affiliate members, and amore “service oriented” posture.ASLRRA represents the shortlinerailroad industry (and it often seemslike a separate industry) to the FRA,outside entities, and to the AAR itself.It offers a variety of services andprograms that small railroads could notafford on their own, and even has amembership category specificallyreferencing “Tourist and Excursion”railroads.

That is one way to make a distinctionand understand the opportunity. For themost part, the railroad industryrepresented by AAR barelyacknowledges that railway heritageexists. Big diesels in classic colors are alovely gesture, and steam-poweredexcursions for employees and theoccasional private special at least give afew people the chance to experiencetraditional railroading. But heritagedoesn’t impress Wall Street or moveshare prices. It is largely irrelevant tothe industry, despite the occasionalreferences to a storied past. The shortline side is somewhat different. Manyheritage and historic railroad operationsare, by definition, short line railroads.Aaron Isaacs counted 40 ASLRRAmembers running excursion trains, andsome ARM/TRAIN members are alsoShort Line members. Some short lineand regional railroad operators arepersonally interested in railwayheritage, and express that interest inways not available to the executives ofthe AAR railroads.

Still, for better or worse, almost anyrailway heritage operation is “railway”first and “heritage” second. Before a

museum piece, historic operation, orexcursion/scenic/branded/special-in-any-way train moves a foot, it has toconform with the laws, regulations, andstandards governing the railroadindustry as a whole. In the context ofthe overall transportation system, thatmostly makes sense. For many inrailway heritage, it can be an unholymess and real obstacle. That is where acloser relationship with Short Linemight help.

We are—or could be—a naturalconstituency for the American ShortLine and Regional RailroadAssociation. Our trains serve millionsof passengers a year. We move only alittle freight—but enough to say itcounts. Our excursions, demonstrationtrains, museums, and front-lineexperiences are almost the only wayspeople have to directly engage railroadtransportation. At some point (perhapsduring the next reregulation fight, orwhen a railroad seeks a public/privatepartnership or wants to do somethingthat arouses public notice), the railroadindustry may realize it is helpful tohave a reservoir of goodwill and friendsin the community. ARM/TRAINmembers are experienced at marketingand community outreach, arguablymore than freight shortlines. We couldbe quite helpful representing ASLRRAto the general public and localpoliticians and officials.

Short Line can be our voice in theother direction—our seat at the table inWashington and our advocate in thecontact sport of contemporaryrailroading. TRAIN has done a fine jobof watching for traps and snares, andBob Opal’s recent efforts to keepARM/TRAIN up to date regarding FRAand other regulatory issues areespecially noteworthy.

But I’ll suggest it is time to sit withShort Line and seriously talk aboutwhat they can do for us, and we forthem. The railroad environment is onlygoing to get more complex, restrictive,and risky. A word here, a rule there, oran otherwise unremarkable mandatedoperating practice intended for the BigBoys could have unintended—andseriously negative--consequences forus.

And isn’t it time for us to moreforcefully assert that we have legitimateconcerns? That railway heritage is, inprofound ways, different from movingstack trains, coal, and commuters? Thatrailway heritage deserves greaterstanding, more serious consideration,and perhaps even an alternateregulatory regime? Washington is atough neighborhood, and we’ve beenbringing knives to the gunfight.

Short Line has said they would behappy to listen if we want to talk. Weknow their address. I think we ought todrop by.

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community, create strategies andmaterials suitable for use in expandingattendance and volunteerism, provideguidance into how to furtherprofessionalize the railway tourismindustry, and facilitate interactionamong noted academic, business andrailway tourism authorities whose workaddresses topics and issues ofimportance to the entire community.

In all of this, the Center for RailwayTourism has been shaped by the movewithin ARM/TRAIN, the NationalRailway Historical Society, andelsewhere, to confront and tackle head-on the challenges facing the railwayheritage community. Its focus oneducating young people, especially, fora career in the field, on developingstrategies to encourage volunteerismand increase attendance, and onadapting to changes occurring amongboth audiences and participants byembracing a widening view of whatconstitutes railway heritage tourism, ledJohn Hankey to describe it as “apotential game-changer”. Meanwhile,the Center provides a creditable, third-party, not-for-profit organization withacademic credentials and roots inrailway heritage, a resource for theindustry to turn to for ideas, guidanceand materials to help figure out what todo in a dynamic setting.

For the RecordDavis & Elkins College; The Center

for Railway Tourism; James D.Porterfield, Director; Robert C. ByrdConference Center; 100 Campus Drive;Elkins, WV 26241; 814.574.5586 (cell);porterfieldj@dewv.edu. A website isunder development and will be found atwww.dewv.edu. For furtherinformation, or to offer suggestions,please contact me.

CONVERGINGINTERESTS

By John Hankey

Let’s be blunt: Things have changeda great deal in the thirty-odd years sinceTRAIN was founded. We thoughtthings were rough out there way backthen. Today, the railroad operatingenvironment is even more challenging,generally unfriendly, and sometimesdownright hostile. But there may behope.

In a pleasant but nondescriptWashington, D.C. office building ablock from Union Station are the officesof the American Short Line andRegional Railroad Association. Thebuilding—at 50 F Street—once alsohoused the Association of AmericanRailroads. AAR and ASLRRA performall the tasks expected of contemporaryindustry associations.

THREE POWERFUL (AND FREE) TOOLS

FOR INTERNETMARKETING

By Eric Housh, WhistleTix

The information in this article isderived from a presentation given at the2011 Railway Heritage PreservationConference in Chattanooga, TN. For afull copy of the presentation email meat ehoush@whistletix.com.

At last year’s Railway HeritagePreservation Conference, a prevailingtheme emerged inextricably linkingsuccessful preservation with profitableoperation. A key component ofoperating profitably is spending yourmarketing dollars wisely. Lucky for usall, the internet has opened up a wholenew realm of inexpensive or free,highly measurable tools that areextremely effective at driving real ticketsales.

EmailA recent survey of tourist railroads

indicated that well over 60% use emailregularly to market their events. That’sgreat news, and dramatically higherthan when we first started working withrailroads six years ago. If you’re a partof the 40% that is not quite there yet,

it’s easy to get started. First, make sureyou’re using every possible customertouch point to capture the emailaddress. Online ticketing is a greatplace to start, but your efforts shouldnot be limited there. Also try capturingemail addresses at the ticket window, oruse a contest or giveaway to grow yourlist.

Once you begin building it, carefullycurate it. This means respecting yoursubscribers and not deluging them withtoo many messages. Once monthly orprior to big event onsales is plenty ofemail communication. Use a free massmailing service like MailChimp(www.mailchimp.com) to manage yourCAN SPAM compliance and provideyou with campaign statistics.

FacebookUnlike email, Facebook doesn’t

quite have widespread adoption in thetourist railroad community. This is amissed opportunity, as Facebookcurrently has about 800 millionregistered users, half of which log ondaily. The fact is, your Facebook pageis arguably as important as yourwebsite in terms of internet marketing.If you don’t yet have one, go towww.facebook.com/pages and getstarted today. And yes, it’s free.

You can use Facebook in a variety ofways to connect with fans. Creategames and contests to generate interest

or drive traffic to your website. Offerspecial discount codes to FacebookFans. Encourage Fans to take and postpictures of their visit to your railroad onyour Facebook Page. Some railroadsare even selling tickets directly on theirFacebook Fan Page. There really is nowrong answer, unless you’re notparticipating at all.

Event aggregator websitesEvent aggregators like Eventful

(eventful.com), Zvents (zvents.com),and Yahoo! Upcoming(upcoming.yahoo.com) are easy, freeways to exponentially increase thevisibility of your events on the internet.Bookmark these three sites, and usethem for each of your scheduled bigevents. Upload pictures where possible,include plenty of description, and mostimportantly, include links back to yourwebsite or clear instructions on how topurchase tickets.

The next stepIf they are available to you, use

analytic data from your website andreferral sources during the checkoutprocess (How did you hear about us?)to identify what’s working well for youand further fine tune your efforts. Astime passes, your email list, Facebookfollowers, and website traffic willgrow, and as a result your marketingspend will be much more cost effective.

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DEBUGGING SOUTHERN 401

By Kent McClure, Monticello Railway Museum

2011 was the first full year of operation for Southern 2-8-0#401 (Its restoration was described in the Summer 2011 issue ofRMQ/Trainline). The locomotive continues to run well, but as iscommon we continue to find things to improve, and bugs to fix.During the operating season we found the right rear cylinderhead leaking. The rear heads were not removed during therebuild as there was no visible need to. However, after being runsome, it became clear we had a leak coming from the right rearhead/cylinder joint. The offending head was removed duringlatter June and early July, the problem corrected andreassembled in time for July’s operation.

During July’s operation we noted the right front knuckle pinwas beginning to graze the inside of the main rod. This was dueto too much lateral motion in the #2 driving axle, most likelydue to some math error on my part in setting up all thoseclearances some years back. While we could have trimmed alittle off the face of the knuckle pins to temporarily take care ofthe issue, we would rather just fix it right. So, during theJuly/August period between operating steam weekends, westripped all the rods off both sides of the locomotive, anddropped the #2 pair of drivers out from under it to attend torepairs. It turned out a good thing as we found the welds holdingthe left hub liner to the wheel center nearly all cracked. Thesehad been OK upon cleaning, inspection and machine work,including facing of the hub liners while the wheels were in thelathe back in 1995. Further investigation revealed the cause aswell. At some point, someone had added additional hub linerplates to the #2 wheel centers, but had neglected to remove theoriginals. The originals were of cast iron construction with brasspatch bolts holding them to the wheel centers. Arc welding to

12

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cast iron in this type of service is not agood idea, for the very reason wefound. It must have been OK for theslow speeds around the gravel pit in itsprevious life, but it wasn’t holding up inour service. (During our rebuilding ofthe loco, we had replaced four other setsof hub liners during the wheel and tirework, due to them being cast iron, andthe need to weld in new liners.)

The left boiler check has been anearly continuous cause of annoyancedue to its propensity to weep hotwater/steam from the boiler. This keepsus busy re-lapping the valve and seatregularly to keep it tight.

After our annual Railroad Days eventin September was over, we took theopportunity, while NS GP59 4610 wason the property, to “stress test” 401.Since our run is as short as it is, and theload small, we’ve never really had anopportunity to see how well 401 is setup for doing real work at its capacity.The dynamic brakes of the GP59allowed us to make the railroad “alluphill” for the full distance we can runat 20 mph. We made two separate“pulls”, the second being the mostuseful of the two. All of the runninggear ran cool with the exception of theleft main rod bearing, which given nottoo much further would have been insome serious distress. We think we’vetaken care of that problem, but won’t

know until we have an opportunity todo another stress test. The other itemborne out of the test was the need for aslightly larger fuel line. (When you’vegot the firing valve wide open and can’tmake any smoke to speak of, you don’thave enough fuel available.) Right now,after the fuel valve, the fuel line reducesdown to 1” from the 1 ?” line used fromthe tank through the valve. We wereunable to work the loco as hard as itshould have been capable of, due to notbeing able to maintain steam pressureagainst the demands of both thecylinders and an injector. This winterwe’ll increase the last portion of fuelline from 1” to 1 ?”, and add an inlinefuel heater.

This winter we’ve also been refiningthe exhaust system to make it a littlemore efficient, as the new nozzle standwe threw together to replace the originalwas not very efficient insofar as steamflow inside it was concerned. We alsoplan to add additional combustion air tothe firebox end to help reduce thedrumming that frequently occurs. We’vealso taken the time to add drains to thelive steam ports in the cylinder saddle.These passages, unlike the exhaust side,have no provisions for draining, and aleaky throttle will fill them withcondensed steam. To this end, RussFischer has designed and built a set ofautomatic saddle drains for these

passages. The automatic valves willclose when steam is admitted to thecylinders, and open when the throttle isshut, preventing the accumulation ofcondensed steam in the live steam ports.While not a large issue, in the long termit will likely prevent someone frominadvertently storing the locomotive withwater standing in the cylinder casting.

A GIFT OF LIFEINSURANCE

By Jeff Levenson, Orange Empire Railway Museum

Reprinted with permission from theOERM Gazette

Making a gift of a life insurancepolicy to one's favorite charity appeals toa variety of donors because it is aflexible, cost-effective, and in manycases tax-advantaged way to make amajor gift that will benefit the nonprofitinstitution after the donor dies. Lifeinsurance can also be used as an asset-replacement strategy. Under thisstrategy, a donor makes a gift of an asset(such as real estate or appreciatedsecurities) to the nonprofit and replacesthe value of that asset to benefit his/herheirs with a life insurance policy ownedin a way that eliminates estate taxes onthe benefit that inures to the donor'sheirs.

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Gifts of life insurance: The basicsThere are two basic ways to make a

gift of life insurance: an irrevocable giftof a new or existing policy where thedonor gives up all incidents ofownership, or by naming the nonprofitorganization as the outright orcontingent beneficiary of a policy. Eachapproach has advantages anddisadvantages.

Irrevocable gift of an existing policy. If a donor owns excess life insurance

(perhaps purchased for a reason that nolonger exists), he, she or it (if acorporation) might consider making anirrevocable gift of the policy to acharity. If complete ownership istransferred to the nonprofit and thecharity is named as the beneficiary, thegift will generate a charitable incometax deduction.

If the policy is "paid up" (i.e., nopremiums remain to be paid), thededuction is generally equal to thepolicy's replacement value or thedonor's basis, if the replacement valueexceeds the basis. If premiums remainunpaid on the policy, the deduction canbe calculated based on the policy'sinterpolated terminal reserve value-avalue that might be slightly in excess ofits cash surrender value. If the donorcontinues to pay the premiums on thepolicy (either directly to the insurance

company or as a gift to the nonprofitorganization that pays the premium),each such payment is tax deductible asa charitable gift. If the cash surrendervalue-or, in the case of a paid-up policy,its replacement value-exceeds $5,000,the donor must seek an independentappraisal and file a Form 8283 withhis/her tax return.

Irrevocable gift of a new policy. A donor may take out a new policy

and irrevocably name the nonprofitorganization as the owner and thebeneficiary of the insurance contract.This can be an attractive strategy for ayounger donor, because the premiumcost is usually low compared with theultimate death benefit that will accrueto the charity upon the donor's death.Whether the donor makes one singlepremium payment for the policy or payspremiums annually, each paymentproduces a charitable income taxdeduction.

To maximize the tax advantage ofthis gift, the donor should considermaking annual gifts of appreciatedsecurities to the nonprofit organization,which will then make the premiumpayment. This will produce a charitablededuction based on the fair marketvalue of the gift of the securities on thedate the stock is transferred to thecharity, and all capital gains tax thatwould have been paid had the securities

been sold, will be avoided.

Pros and cons of an irrevocable giftof life insurance.

The primary benefit to the donor ofmaking an irrevocable gift of the policyto the nonprofit is the charitablededuction that results for the value ofthe policy on the date of the gift and foreach subsequent insurance premiumthat is paid. The downside is that thegift is irrevocable-the donor can't take itback. Nevertheless, if there arepremiums to be paid, the donor alwayshas the option to discontinue payingthose premiums; but the nonprofit, asowner of the policy, has the right to (1)continue making the payments, (2) takeadvantage of a cash surrender option (ifthere is any cash value in the policy), or(3) seek a life settlement solution.

Naming the charity as a primary or contingent beneficiary.

If the donor wants to retainmaximum flexibility, the charity can benamed as either the primary orcontingent beneficiary of the policy.This will not produce an income taxcharitable deduction for the payment offuture premiums on the policy, but itdoes afford the donor a full estate taxcharitable deduction when the donordies. The concept of naming one'sfavorite charity as a contingentbeneficiary of a policy could be a good

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strategy for a childless marriedindividual who wants to assuremaximum protection for his or herspouse while both spouses are alive, yetwants to provide a benefit to the charityif the primary beneficiary predeceasesthe insured or both perish in a commondisaster.

Life insurance: A wealth-replacement strategy

As part of a comprehensivephilanthropic, estate and financial plan,it might be more advantageous todonate a highly appreciated asset to acharitable organization, because thedonor will usually be able to take acharitable deduction for the fair marketor appraised value of the asset. Once theasset is in the hands of the charity, therewill be no capital gains tax on thesubsequent sale. The donor, in effect,gets a double benefit-a substantialdeduction and elimination of the capitalgains tax. The charity receives itsbenefit when it might be most beneficialrather than having to wait until thedonor dies. However, the loser in suchan arrangement may be the donor'sheirs because the asset will no longer beavailable for inheritance. This is wherelife insurance can play an importantrole.

The donor can purchase a lifeinsurance policy and irrevocably either(1) name an heir or heirs as the ownersor (2) create a special trust that willbecome the owner of the life insurancecontract. The insured might use the taxsavings from the charitable gift topurchase a single premium policy orchoose to pay premiums annually. Ineither case, if the policy is irrevocablyowned by either a trust or some thirdparty(ies) outside the insured's estate,the eventual death benefit will pass tax-free to the named beneficiaries. (3)When the insured makes the premiumpayments on a policy that is owned byanother, whether or not it is in trust,there may be gift tax consequences.Therefore, as with any estate, tax, orfinancial planning matter, the insuredshould seek the advice and counsel ofhis or her tax planning professional.

DIESEL RELAY LOGICCONTROL SYSTEMS

How obsolescence may impact you

By Preston Cook

The electrical control anddistribution systems hidden in Diesellocomotives and passenger cars neverget much notice from the customerswho ride on the equipment at operatingmuseums and tourist railroads. Hiddenin inconspicuous cabinets the power

distribution equipment is largelyignored – until the day when it does notwork properly. And then you can have atrainload of very irritated passengers,particularly if the result is a locomotivethat cannot “take power” or passengercars that cannot be heated or airconditioned.

For many decades the controlsystems used in electric locomotives,Diesel-electric locomotives, and gas-electric cars were what is commonlytermed “relay logic” systems. Thesesystems use electric relays withmagnetic operating coils and movableauxiliary contacts to take inputs frommanual switches, temperature andpressure switches, and other devices,and to convert those low current signalsto usable outputs for controlling powercontactors and other high capacitypower transmission devices. In circuitsthat require a particular combination ofevents to take place in order for thefinal device to be activated, relays areused in networks to process inputs andcheck and recheck the positions ofcontrolled equipment. This interlockingis intended to prevent the mistakenapplication of power at the wrong time,such as attempting to operate in powerand dynamic brake simultaneously. Forsituations where a time delay isnecessary in an operating circuit,mechanical Agostat time delay relays,resistor-capacitor timing, or similarcontrol provisions can are used. And to

make current flow directional andprovide further specialized controlfunctions, rectifiers, diodes, zenerdiodes, and suppression diodes may beemployed. The design of these controlsystems was something of an art, andthe people who thought them out werevery much specialists, hidden in theengineering departments of locomotivemanufacturers and car builders.

As the capabilities of locomotivepower generation systems increased andlarger and more complex maingenerators were developed, thecomplexity of the relay logic controlsystems expanded as well. By the early1960s at the peak of the capabilities ofDC main generators in Diesel-electriclocomotives, relay logic control hadexpanded to include magnetic amplifierexcitation controls, multiple steps oftransition to change the motorconnections across the main generator,and numerous stages of field shuntingto help counter the high voltagegenerated by the back-EMF (ElectroMotive Force) that increased in thetraction motors along with the speed.When the first AC traction alternatorswith DC rectified output appeared, therelay logic systems did not get muchsimpler.

A number of solid state devicesstarted to appear in locomotive controlsystems in the 1960s, includingwheelslip control systems, throttleresponse panels, rate controls, and

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By the 1970s a typical locomotive electrical cabinet had several miles of controlwiring. Aging wire in preserved locomotives poses a fire and safety risk, andreplacement is an expensive and time consuming task. It is one area where"authentic" replacement is not a good idea. Any replacement of wiring should bedone with the best locomotive grade wire currently available.Photos: EMD Public Relations

quickly ironed out, the field ofcompanies producing themicroprocessor systems whittled downto a few strong competitors, and thesystems settled in for the long term.Today microprocessor controls are theindustry standard in Diesel-electriclocomotives, electric locomotives, andpassenger cars. The microprocessorsystems not only operate thelocomotive main engine andpropulsion, but also often run HEPunits (whether static or Diesel), someair brake systems, communications, andevent recorders.

When the microprocessor controlstook over, the relay logic systems prettymuch disappeared from new locomotiveand passenger car production. Themicroprocessors were so successful,and so capable, that they spawned anaftermarket of retrofit applications onClass One railroads and CommuterAgencies that are gradually displacingthe remaining relay logic installations.When an older locomotive with relaylogic controls goes in for rebuildingtoday, the original electrical cabinetusually gets scrapped, and a newcabinet with a microprocessor system isinstalled.

The completeness of the transition tomicroprocessor control systemspresents some challenges for operatingmuseums and tourist railroadsdependent on older locomotives as theirprimary motive power. The success ofthese new conversions is now erodingthe parts support for older systems.Modules for the EMD Dash Two serieslocomotives are getting increasinglymore difficult to find, pre-Dash Twosolid state “black box” devices are ineven shorter supply, and some of the 74volt relays and switchgear are no longerbeing manufactured. In the future thispoints the way to substitutions andcannibalization of retired locomotivesas being a necessity to keep pre-1980spower owned by museums andshortlines operable, with the only otheroption being a microprocessor upgradewhich can pose a very expensive hurdlefor a small operator on a limited budget.

Those who want to keep theirequipment “original” need to be awarethat some of the solid state devices usedin older relay logic control systems areabsolutely essential to locomotivefunction and cannot feasibly bebypassed. These include items like the“black box” and modular rate controls,throttle response panels, wheelslipcontrols, and generator excitationsystem components. If your operation isabsolutely dependent on a locomotivethat uses any of these items, the time tostart looking for spares is now. Onepossible alternative to buying themindividually is to purchase an entireelectrical cabinet from a retired

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smaller magnetic amplifier units thatwere controlled by transistor switches.These solid state devices helped toautomate many control functions andeliminated some mechanical timingdevices, but did not reduce the relaylogic system complexity very much.Nor did they reduce the need forcontrol wiring, and a 1966 productionEMD SD45 locomotive had severalmiles of control wiring. The earlysolid-state devices also got to be quitetime consuming to change out, as somehad lengthy strips of screw terminals onthe device housing.

By the late 1960s EMD and GE,urged by increasing customer feedbackabout the difficulty of servicing therelay logic systems, introduced newcontrol systems where most of theblack box electronic devices had beenredesigned into printed circuit boardshoused in modules that slid into aretaining frame in the center of thelocomotive electrical cabinet. Theseremovable modules provided a numberof major advantages. Fortroubleshooting, it was possible toquickly swap modules from a “good”unit to a “bad” unit to determine if anyof the modules was to blame for theproblem. Often this kind of“comparison” troubleshooting could beperformed more quickly by less skilledelectricians than a detailed step by stepcircuit search for a control problem.Since the modules all had standard plugconnectors to the backplane, nothinghad to be disconnected in the back toremove the module, and there was norisk of incorrectly connecting wireswhen the replacement was installed.They were a vast improvement, andsaved space in the electrical cabinet,but much of the relay logic switchgearremained.

By the early 1980s industry interesthad turned to microprocessor controls,which provided many advantages inmanufacture, operation, andmaintenance. The actual control“needs” of a locomotive were relativelylimited compared with a typical homecomputer, and could be neatly handledin a very small installation that requiredconsiderably less control wiring than arelay logic system. With themicroprocessor, many of the relayswere unnecessary, with the computercontrolling devices in the locomotivethrough IO (input/output) boards.Wheelslip control, traction alternatorexcitation, routine control functions,and temperature and pressure sensing,could all be operated by themicroprocessor, mostly by wires thateach ran directly to a single device,then fed a signal back to themicroprocessor to tell it that the devicedid what it was told to do. Earlyproblems with control logic were

locomotive and cannibalize it for parts,but that is no guarantee that everythingin the cabinet would be usable.

But even if you stockpile the partsyou are going to need, there is anotherchallenge on the horizon. That is thefact as the relay logic systems areapproaching extinction on Class Onerailroads and commuter agencies, thetraining and experience of maintainingthem is disappearing too. Railroadelectricians are becoming increasinglyoriented to servicing microprocessors,while the pool of talent entering therailroad industry from colleges and themilitary is also very much computeroriented. Classes on Dash Two andearlier locomotives are being heldinfrequently with fewer students, andthe instructors that could teach relaylogic systems are reaching retirementand leaving the industry. The workforcewith the knowledge and experiencebase of maintaining complex relay logiclocomotive control systems isbecoming a thing of the past.

Recent graduates of technicalschools specializing in electrical andelectronic training are likely to be muchmore familiar with solid state electronicand microprocessor control systemsthan with old heavy duty relay logiccontrols. The modern meters they havebeen trained to use may actually be toosensitive for effective troubleshootingon older locomotives, sometimesreading circuits across accumulated dirtrather than giving a good indication ofcircuit continuity. A pack of batterieswith a bell or light to check circuitcontinuity can be a much more reliabletool for troubleshooting seventy yearold locomotives than some modernmeters.

But that brings us to another problemin the maintenance of aging equipment,the viability and safety of old wiring.An untrained volunteer working on anold locomotive with aging controlwiring can sometimes unintentionallydo more harm than good, by trying topull old wires out of bundles where thework can do additional damage to otheradjacent wiring. In cases wheretroubleshooting reveals one bad wire ina bundle, it may be far less damaging tothe equipment to install a new run ofmodern locomotive-rated control wireto bypass the defective circuit than totry to extract a wire from an existingbundle and install a replacement in thesame bundle. This of course may not be“authentic” as replacement material, butin repairing electrical circuitry there aretimes when concerns for safety andmaintainability should rate higher thanauthenticity.

Relay logic switchgear will still beout there for many years in olderequipment operated by museums andshortlines, but don't expect the new

volunteers showing up at the museum tohave a lot of experience with thetechnology. If you are lucky enough tohave someone with this experienceshow up at your organization, it is a raregift nowadays and their participationshould be encouraged and valued. Asthe years go by there will be anincreasing need for all of yourorganizations to locally educate yourstaff and volunteers on these oldsystems in order to maintain andtroubleshoot them. There will be nooperators left in the Class One orCommuter Railroad industry doing thisfor you. And in the long term you mayneed to consider re-wiring or replacingsome systems if they have reached thepoint where they are a safety or firerisk.

WELDING OF OLDSTEEL

By Bernie Bisnette, Seashore Trolley Museum

Reprinted with permission from theDispatch newsletter.

No topic can have more controversythan the metallurgical concepts ofdealing with steels from the early 19thcentury. One reason is that there reallyis not that much old steel aroundanymore. Some of this topic has rearedits head in the welding industry inarchitectural restoration. As oldbuildings are becoming landmarks andare being restored, some exposure toold steel is being seen. I will attempt toexplain, based on my own research whythis topic can really get one into a bind.

I guess it best to start with history.One of the biggest catastrophes to hitthe world was the sinking of the Titanic.This ship was built with the bestindustry had to offer; including its steel.Remember, it was consideredunsinkable! So why couldn't this shipwithstand the force of an iceberg hittingits hull? It sank from weak andimproper metal used in its hull. It hadhigh levels of phosphorous and sulfurand low levels of nitrogen andmanganese. If they would have used alittle more manganese, things wouldhave been totally different.

This tragic event triggered arealization of the importancemanganese plays in steel. It began theGolden Age of steel making.Manganese levels were increased as analloying agent to improve the strengthof steel.

During all this trolley manufacturingwas taking place. Steel was beingpurchased and used in building thestreetcars that we are restoring. The carcomes into the the Town Houserestoration shop and a piece is cut outand an attempt is made to weld in a new

piece of steel only to find that things gethorribly worse. Hot cracking begins, thejoint becomes brittle, it warpsuncontrollably...you name it, it happens.

One of the most important questionsI can ask is, “When was that trolleybuilt?”. I am not asking to makeconversation but because I need toknow what type of steel I am dealingwith. I have found an endless world oftypes of steel and each carries adifferent story.

The Rochester, New York car loveswelding. It accepts it. The DenverBirney Car despises welding; it has tobe done in short bursts and the MetalInert Gas process is used. Car 6618 isnot a friend to welding but with a littlewitchcraft, it can work. Eastern MassStreet Railway car 7005 welds also butsome practices have to be followed todeal with differential expansion.

So let’s look at Birney 1, 6618, and7005 and try to understand why threecars from three different corners ofUnited States in three different eras allact different.

First, the composition of the steels:Birney 1Carbon content .21Manganese .45Phosphorous .06Sulfur .04

Philadelphia 6618Carbon content .07Manganese .41Phosphorous .02 Sulfur .04

Eastern Mass 7005Carbon content .10Manganese .38Phosphorous .02 Sulfur .02

What this tells us is that themanganese/sulfur ratio changes. In the6618 the ratio is 10 and in 7005 it’s 19.The preferred ratio for welding shouldbe greater than 22. So this shows that7005 will weld more readily than 6618The Birney car looks okay here but it isfull of phosphorous which causes sulfursegregation. It’s just a bad mix of steel.

Any one change causes a change inthe dynamics of welding. Through trialand error, it has been found that using a60,000 pound tensile strength electrodewill induce less carbon into the joint,thereby not adding more carbon. Morecarbon will make the joint moremartinsetic; more brittle. What we wantis a nice resilient weld that is elastic.Another trick is to gap the steel andallow for differential expansion. Theold steel expands way more than thenew steel and it will actually tear theseam apart. Using a small tungsten onthe Tungsten Inert Gas (TIG) torch with

wide gas coverage allows the weld tostay cooler thereby reducing expansion.Sometimes welding a small area andspraying it with water to cool it allowsone to observe which way the steelpulls and try to counteract it.

I have to add that there is one magicwand out there. It is a catch-all thatallows all to be possible. It is the pointthat shows that welding and steelmaking have always been behind oneanother. It is the point where currationcannot be fulfilled. The magic wand isthe stainless steel electrode. It canentrap and absorb the impurities.

I will follow up on this in the futurebecause I could write forever.Electrodes are as varied as the steel thatis in the world. The right application forthe right job, then there is stressrelieving. This article at least plants aseed and gives you an idea that not allthings are created equal and one mustbe careful.

HERITAGE RAILNEWS

Age of Steam Roundhouse Sugar Creek, OH

The museum has purchasedMorehead & North Folk 0-6-0 #12(Pittsburgh 1905). Originally owned bythe Southern, the engine was retired in1963.

Berkshire Scenic, Lenox, MABerkshire Scenic’s trackage rights

agreement to run tourist trains over theHousatonic between Lenox andStockbridge has been terminated.According to a news report, Housatonicwas no longer willing to continue thearrangement. Ridership in 2011 wasabout 16,000. Berkshire Scenic willcontinue to give short rides on its yardtrackage.

Black River & Western, Ringoes, NJTwo derelict baggage cars have been

spruced up and converted to supportfacilities. Central Railroad of NewJersey #420 (Harlan & Hollingsworth1915) was purchased by the BR&W in1965. It served as the gift shop from1966 until the late 1990's, then satunused for several years. It has beentransformed into a museum housing awide variety of railroad memorabiliaillustrating the story of railroading inthe Northeast, with particular focus onthe history of the BR&W. It is open tovisitors during most weekends whenpassenger trains operate.

New York Central #8424 eventuallybecame the property of Amtrak. TheBR&W purchased the car from Amtrakand moved it to Ringoes where it satunused for several years. Repainted, itis now a workshop and storage spacefor restoration projects.

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Bluegrass Railroad MuseumVersailles, KY

The museum’s “Back to the River”track work project is scheduled forcompletion during Spring 2012. 2011saw trestle #3 rebuilt and a washoutarea fixed with improved drainage.Funded by a TransportationEnhancement grant, it will replace over4000 ties, add 4000 tons of ballast,clean ditches, cut brush and surface andline the track in 2012. When completed,all 5.5 miles of the line to Young’sHigh Bridge will be reopened. Thebridge itself is standing, but isstructurally deficient. In addition, asiding is being added at the Versaillesdepot.

California State Railroad MuseumSacramento, CA

As attendees at the 2006ARM/TRAIN convention will attest,CSRM has multiple warehouses full ofartifacts in addition to those that are ondisplay. Those warehouses are locatedin a flood plain, not a good long termplan. Now California State Parks hascommitted to consolidate the entirecollection, 59 truck loads, in a 265,000square foot warehouse away from theflood plain. The building will be sharedwith Parks departments, resulting inconsiderable savings.

The museum has received acollection of over 60 objects excavatedfrom the campsites of Chinese laborersalong the Central Pacific in Nevada.Included are earthenware jugs, glazedceramic bowls and teapots. Thedonation also included 19th century railsamples and California railroaddocuments from the 1850s and 1860s.

The ARM/TRAIN Board meetingwas held in St. Louis and attendeesvisited the Museum ofTransportation.

Top: On Feb. 29, 2012, MOT openedits new 13,000 square foot William R.and Laura Rand OrthweinEducation and Visitor Center,featuring an exhibit hall, CreationStation space, gift shop and cafe.Though MOT faces budget cuts, theCenter increases the available spacefor event rentals.

Middle: New York Central 4-8-2#2933 (Alco 1929) being primed priorto repainting.

Bottom: Reading 2-2-2 inspectionengine “Black Diamond” is beingrestored in the museum shop. JimVaitkunas photo.

Center for Railroad Photography and Art

Fred Springer, who started makingrailroad photographs in the 1940s inColorado and New Mexico, has givenhis photographs to the Center alongwith a substantial donation to catalogand preserve them. His geographicreach of railroads continually expandeduntil today the collection covers mostareas of the world. The gift includesabout 80,000 color slides and 7500black-and-white negatives.

The city of Temple, Texas, named apark in his honor in 2011, recognizinghis contributions to the development ofits Railroad and Heritage Museum. Thepark is next to the Santa Fe depot,where the museum is located. Springerand his wife, Dale, moved to Salado,near Temple, in 1980. Today, they livein Santa Fe, New Mexico.

When he donated his library andsizeable timetable and pass collection tothe Temple museum, he personallyfunded an archivist for several years toensure the proper cataloging andpreservation of the material. Herecognizes not everyone has thecapability to provide such funding butto the extent possible he hopes alldonors of collections would attempt toprovide some funding to support theirdonation. For more, seeh t t p : / / w w w . r a i l p h o t o -art.org/springer.html.

Colorado Railroad Museum Golden, CO

The Colorado narrow gauges arebeloved for lasting beyond their timewith antique rolling stock in some ofNorth America’s most difficultoperating conditions. Among thenarrow gauges, the Rio GrandeSouthern was arguably the mostromantic survivor. It kept running until1952 thanks to its Galloping Goosemotor cars, unlikely home-builtcontraptions made from Pierce Arrowlimousines and who knows what else.Seven of the eight Geese have survived,and the eighth has been replicated. Themuseum now holds an annual GooseFest, featuring its three, plus howevermany others can be trucked in.

Although the Geese have receivedplenty of ink over the years, themuseum has gone one better, publishing“Tin Feathers, Wooden Trestles andIron Men”, an 86-page soft coverGoose-only history. It tells the full storyfrom their 1931 creation to the presentday. It’s notable for explaining in greattechnical detail how the cars were built,used, modified and later restored. It’s afine addition to any narrow gauge bookshelf.

Conway Scenic Railroad NorthConway, NH

The 470 Railroad Club has

purchased New Hampshire NorthcoastGP9 #1757 (EMD 1956). Retaining itshigh short hood, it was originallyPennsylvania Railroad #7083. It will bebased at Conway Scenic.

Cuyahoga Valley Scenic RailroadCuyahoga Valley National Park has

received $3.2 million in Federal Fundsfor five projects to improve the railroad,which is the park’s alternativetransportation system. They include:

• $1.4 million to construct a bridgeacross the Cuyahoga River linkingRockside Station with the Lock 39trailhead, which will improve accessbetween the Towpath Trail and therailroad.

• $575,000 to replace the 58-year-oldpower generation car.

• $994,000 to rebuild former AtlanticCoast Line C420 locomotive #365(Alco 1965) with green technology –resulting in a hybrid engine that willreduce exhaust transmissions by 90percent and fuel consumption by 60percent or more.

• $145,000 to rebuild an older ADAcar.

• $137,000 to rebuild former GrandTrunk Western baggage car #9084(ACF 1918?) which serves the BikeAboard! program.

Farmrail, Clinton, OKFarmrail has experienced a sharp

upturn in freight traffic due to theAnadarko Basin oil boom. Major track-rehabilitation projects are underway. Asa result, passenger excursions aresuspended for 2012.

Fayette Central Railroad Uniontown, PA

The railroad had been leasing aBaltimore & Ohio RDC car from theB&O Museum. It was returned last yearand two heavyweight CanadianNational coaches, No. 5045 and 5061,were acquired from the Potomac EagleRailroad. # 5045 (Canadian Car &Foundry 1923) is a coach with walkoverseats and a capacity of 80 passengers.#5061 (Canadian Car & Foundry 1937)is a table car, opening up opportunitiesfor dinner trains and other specialevents. The two cars have doubled thetrain’s capacity of the FCRR.

Fort Smith Trolley Museum Fort Smith, AK

Fort Smith native Louis A. Marre hasdonated his collection of 13,920 colorslides.

Friends of the East Broad TopTemporary bracing has been installed

to support the roof of the East BroadTop’s blacksmith shop, which hadseparated from the east wall. The goal isto stabilize the building pendingpermanent repairs.

The 2012 restoration budget is

$57,150. Goals for the year are tocomplete the restoration of theRobertsdale Post Office building, so itcan become a museum; repairs to walls,siding and windows on the south end ofthe shop complex; additionalimprovements to the restored overheadline-shaft and belt power distributionsystem inside the shop, and continuedrestoration of combine #14.

Georgetown Loop, Silver Plume, COFormer National Railways of

Columbia 2-8-2 #28 (Baldwin 1928)has been acquired for service on theLoop.

Grand Canyon RailwayWilliams, AZ

The railway has announced its steamschedule for 2012. Trips from Williamsto the Grand Canyon will run on Earthday (April 22), June 2, July 4 andSeptember 15, which is the railway’sanniversary. In addition, short 8-milehourly Cataract Creek Rambler tripswill run from Williams on May 12 and13 and June 9.

As part of its campaign to beenvironmentally responsible, therailway now collects rain water forsteam locomotive use, to minimize theimpact on the local aquifer. In Februarythe National Park Service gave anEnvironmental Achievement Award tothe railway for its use of wastevegetable oil as locomotive fuel.

Halton County Radial RailwayMilton, ON

The museum has acquired a 30-tonPlymouth industrial diesel locomotive.It will replace a trackmobile that hasproven inadequate as a shop switcherand rescue power when the electricityfails.

Houston Railroad Museum Houston, TX

Faced with the termination of thelease on its existing site and the need tovacate in 2012, the museum has decidednot to open for the public. Instead, it ispreparing its collection for a move toanother site. According to the latestnewsletter, that is likely to be atemporary site, since a permanent onehas not been secured.

Illinois Railway Museum, Union, ILMore acquisitions: A big surprise is

the Milwaukee Road heavyweightsleeper/observation Lake City (Pullman1915). Downgraded to work service inthe 1950s, it was retired in the late 60s,passed through the hands of a couple ofprivate owners and deteriorated badly.IRM’s Nick Kallas looked at acquiringthe car in 1989 and rejected it as too fargone.

That’s when the late William VonSeht purchased it, erected a storagebuilding and undertook a 13-year

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complete restoration. The former basketcase now looks like new. Therestoration ranged from major structuralcomponents to replicated stained glasswindows. Von Seht passed awayrecently and his heirs have donatedLake City and a replica open platformnarrow gauge coach also built by VonSeht.

The Cedar Rapids & Iowa City hasdonated former Rock Island commutercoach #2612 (Standard Steel Car 1929).Retired by the Rock in 1978, it wasused by the CRANDIC for employeespecials. The car is complete but needssome work before it can enter service. Itwill join four sisters in IRM passengerservice. This series of cars is valued fortourist railway service because they arelightweight, high capacity and simple.

Inland Northwest Rail MuseumReardan, WA

The museum has moved its UnionPacific turntable to its under-development Reardan museum site andplaced it on its center pivot. It is also inthe process of moving its rolling stockfrom the Spokane County Fairgroundsto Reardan.

Iowa PacificIowa Pacific Holdings has acquired

several locomotives and passengers carsfrom short line Carolina Southern,based in Conway, SC. Included wereex-Canadian National F7Au 9163, builtin 1952, and former CN and VIA F9B6622, built in 1957. Passengerequipment includes former IllinoisCentral observation car 3320 Paducahbuilt as a coach and rebuilt to anobservation in 1947; IC rebuiltheavyweight diner 4109 AugusteChouteau built as a coach and rebuilt to

a diner in 1947; IC Pullman Greenville,built for the New York Central in 1940and sold to IC in 1958; and threeheavyweight coaches.

Issaquah Valley Trolley Issaquah, WA

The IVT is a project of the IssaquahHistory Museums, which joined ARMin 2011. The idea for a trolley grew outthe restoration of the historic NorthernPacific Issaquah Depot, which museumvolunteers restored in the late 1980s asa museum. The railroad was abandoned,but City of Issaquah purchased the lastremaining mile through town andagreed to allow IVT to run railequipment on it.

Running full sized railroadequipment was too big of a challenge,so a streetcar seemed like a reasonablesubstitute. To test the idea, IVT leased acar from the Yakima Valley Trolley in2001 and ran it for the summer season.The response was strong. Over 6,000people rode the trolley even though itran only on weekends during thesummer and early fall.

The leased trolley was returned toYakima, and a similar Portuguesenarrow gauge car, #519, was acquiredfrom Aspen, Colorado in 2003.

Three federal transportation grantsand several local grants are fundingrefurbishment of the car by Gomaco,including double-ending and regaugingof the truck. Completion is scheduledfor September 2012. Half the track hasbeen reconditioned and the rest will beif sufficient funds are available.

Monticello Railway MuseumMonticello, IL

The museum has purchased the siteof a former fertilizer plant in White

Heath, IL, near the eastern end of itstrack.

The University of Illinois RailwayEngineering Department has installed ashort test section of concrete ties on themuseum’s railroad near NelsonCrossing. Their goal is to study thewear of ties spaced at differentintervals.

Mount Hood Railroad Hood River, OR

The railroad has placed a newlyrenovated club car in service. Built byPullman in 1955 for the Long IslandRail Road, it was retired in 1999 toMid-Atlantic Rail Car, which sold it toMount Hood’s parent company IowaPacific. It served on the Orlando &Mount Dora and the San Luis & RioGrande before being rehabbed and sentto Mount Hood last September.

National Capital Trolley MuseumColesville, MD

The Rockhill Trolley Museum hasdeaccessioned and transferredownership of former Capital Transitsnow sweeper car #09 (McGuire-Cummings 1899) to the NationalCapital Trolley Museum. The car is oneof only two former Washington, DCsnow sweepers still in existence andremains in essentially the samecondition as when it left Washington,DC, having been kept in protectedstorage for most of its 50 years inRockhill Furnace. Its exterior wascosmetically restored by museumvolunteers for its 100th birthday in 1999and it has operated approximately onceper year by the museum for specialevents since that time. This acquisitionallows NCTM to replace sister car #07which was lost in the 2003 carbarn fire.

In exchange Rockhill TrolleyMuseum acquires former Mason City &Clear Lake snow sweeper #102(McGuire-Cummings 1911), later IowaTerminal #3. It was cosmeticallyrestored and made operable again byShore Line Trolley Museum followingthe fire. Cars similar to #3 operated inseveral central Pennsylvania citiesincluding Altoona, Harrisburg, andJohnstown. Rockhill will also receive apair of Brill 27F trucks from Shore Linesuitable for use under former ValleyRailways streetcar #12 (Jackson &Sharp 1895).

Niles Canyon Railway, Sunol, CAThe railway runs wildflower trains in

the spring, and decided morewildflowers would be good for businessas well as the canyon. Rather than raisea volunteer crew to walk the right ofway and plant the seeds, the MudballExpress (MBX) was born. Seeds wereinserted into mudballs made of clay,potting soil and water. Local BoyScouts and Girl Scouts were recruited to

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An equipment swap briefly brought three sweepers together at Rockhill TrolleyMuseum. Capital Transit #09 (center) is about to leave for National CapitalTrolley Museum. Iowa Terminal #3 at right has just arrived at its new home fromShore Line Trolley Museum, where it was restored for former owner NCTM. Atleft is Scranton Transit #107, originally built by the Chicago & Joliet Electric in1907. NCTM photo.

ride the train and fling the mudballsfrom the two open air cars. What kidcould resist that? Reportedly, a greattime was had by all and this willbecome an annual event.

Northern Ohio Railway MuseumChippewa Lake, OH

The photo collection of the lateDonald Boyd has been donated. Duringthe period 1938-1941, Boyd tookalmost 500 streetcar and interurbanphotos, most of which were of Ohiosubjects.

Orange Empire Railway MuseumPerris, CA

December 10th saw a dualgroundbreaking for construction of thenew Harvey House Society museumand the Library and Research Center.

Oregon Coast Scenic RailroadTillamook, OR

The Port of Tillamook Bay Board ofCommissioners has approved a 20-yearcontract to lease 46 miles of Port ofTillamook Bay Railroad track to theOregon Coast Scenic Railroad.

Lease payments don’t start until therailroad has completed two years ofoperations. Oregon Coast operates aregular tourist train between Garibaldi

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Heritage Park Historical Village in Calgary, Alberta operates former US Army 0-6-0s #4012 (Alco 1942) and #4076 (Lima 1944). After World War II the pairwas sold to Pacific Coast Terminals in New Westminster, BC, where they ran intothe early 1960s. Heritage Park photo.

and Rockaway Beach during July andAugust, and dinner trains throughoutthe year. The lease will allow therailroad to add a station in Tillamookand offer more dinner trains. 2011ridership was 13,000.

Pacific Southwest Railway MuseumCampo, CA

The museum has acquired SouthernPacific GP9 #5873, later 3709 (EMD1959). The locomotive is notable forbeing one of the first GP9s built with alow short hood. It was later sold to themilitary and assigned to CampPendleton.

Pennsylvania Trolley MuseumWashington, PA

The commercially restored bodyshell of West Penn curved sideinterurban #832 (Cincinnati 1930) hasbeen returned to the museum fromBrookville Equipment Company. Thewiring, air piping and undercarriageequipment were all restored as part ofthe project. Meanwhile, the car’straction motors have also beenoverhauled. Since then, museumvolunteers have installed all thewindows and a new canvas roof.

Railroad Museum of PennsylvaniaStrasburg, PA

The museum has deaccessionedBrooklyn Eastern District Terminal 0-6-0T #13 (Porter 1919). Its newowner is the Age of Steam Roundhousein Sugar Creek, OH.

The museum’s $6 milliongeothermal heating and cooling systemin the Rolling Stock Hall is complete. Ituses the relatively constant temperatureof the earth to provide an economicalheat exchange through piping run in108 400-foot deep underground wells.The system will save an estimated 35%of the operating cost of a conventionalheating and cooling system, with asimple payback of about 10 years. Ageothermal system is also planned forthe future roundhouse, currently indesign for the Museum. Other HVACproject work included adding insulationin the walls and roof, new insulateddoors, new double-paned windows andceiling fans to improve visitor comfortand the energy efficiency of thebuilding. Re-paving of the Museum'svisitor parking lot and re-landscapingwork will be completed later thismonth.

In addition to the Railroad Museumof Pennsylvania, the Pennsylvania

Historical & Museum Commission hascommitted to energy conservation byutilizing geothermal systems and othergreen technologies at its historic sitesand museums across Pennsylvania. ThePHMC also has installed geothermalsystems at the Erie Maritime Museum,Old Economy Village, Fort PittMuseum, Drake Well Museum, thePennsylvania Military Museum andLandis Valley Museum. A system iscurrently under construction atWashington Crossing Historic Site andanother is in design for thePennsylvania Lumber Museum.

Rio Grande Scenic Alamosa, CO

To the list of unusual special trainsthat appeared in the Fall 2011 issue, addthis. The Rio Grande Scenic’s “T-RexExpress” will transport children fromAlamosa to a simulated archaeologicalsite where they can dig for realMammoth bones. U.S. Park ServiceRangers from Great Sand DunesNational Park will provide instruction.

Reading Railroad Heritage MuseumHamburg, PA

The museum occupies the 7-acre siteand buildings of the former

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ON THE ROAD TO CHATTANOOGA

On the way to the ARM/TRAIN conference in Chattanooga, the editor and friends found plenty of railway preservation.

Above left: The depot museum in FortPayne, Alabama.Above and opposite: We visited NorthAlabama Railroad Museum and rodethe fall colors train from the Chase,depot. Note the boxcab diesel in theequipment line.

Left: The Linden (Indiana) DepotMuseum is located at the crossing of theMonon and Nickel Plate and is home tothe Monon Historical Society.

Below: In the back of the KentuckyRailway Museum’s shop is thisLouisville horse car. Inside, we foundsomething we had never seen before, anoriginal coin ramp fare collector. Thedouble front doors are unusual--a JimCrow feature? Jim Vaitkunas photos.

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Above: The Tuscumbia, Alabama depot museum is installing track and a turntable. Jim Vaitkunas photos.

Pennsylvania Steel Foundry. It hasrecently demolished two buildings thatwere deemed not suitable for museumreuse.

Rochester & Genesee Valley RailroadMuseum and

New York Museum ofTransportation, West Henrietta, NY

The R&GV Museum has completedconstruction of a siding to store itsseven former New York Central EmpireState Limited passenger cars. Thatopens up yard space, permitting therelocation of four freight cars fromneighboring NYMT’s loop track. Thatin turn will permit NYMT to upgradethe loop track and complete theelectrification of the last third of theloop.

SONO Switch Tower Museum South Norwalk, CT

The museum has published “TheClassic Railway Signal Tower”, whichtells the story of SONO Tower, as wellas other New Haven towers. Theforward by William Withuhn containsthis ringing endorsement, “Welcome tothe best book, bar none, ever writtenabout railroad signal towers and theirskillful staffs. I offer that opinion withconviction – since I have spent half acentury studying railway technology, inall its aspects, including the art andscience of train dispatching, signaling,and signal towers.” Your editor has readthe book and can only agree.

Timber Heritage Museum Eureka, CA

The museum once again finds itselfmaking an emergency move followingthe loss of a lease. In addition to theSamoa roundhouse and shops, a largenumber of logging artifacts, over 20railcars and track materials was storedin the open at Field’s Landing. It isbeing moved to another temporary site.

Toronto Railway HistoricalAssociation, Toronto, ON

TRHA has purchased VIA Rail LRClocomotive #6917 (Bombardier 1981).The low-profile locomotive, the lastpassenger power built with the Alco251 engine, was retired in 2001.

West Coast Railway AssociationSquamish, BC

The association has received a$30,000 gift toward the restoration ofBritish Columbia Electric steeplecab#960 (Alco/GE 1912) from theSteveston Interurban RestorationSociety. The society is ceasingoperation this year and is disbursing itsremaining funds. The locomotive wasoriginally built for the Oregon Electric.

Attendance in 2011 was 48,735, anew record and a 53 percent increaseover 2010. The increase is credited tothe opening of the roundhouse eventcenter.

Western New York RailwayHistorical Society, Buffalo, NY

The society’s Buffalo, Rochester &Pittsburgh Orchard Park depot

celebrates its 100th birthday this year.A $50,000 grant from the Empire StateDevelopment Corporation has beenapproved. The first half of the moneywill be used to install a new heatingsystem, renovate the bathrooms, andconduct an “Existing Conditions” Studyof the property. Once this work iscompleted, the other half of the grantmoney will be used to rebuild a BR&Pcaboose, and to continue ongoing roofrepairs to the depot and freight house.

The Society has acquired a BR&P 4-wheel “bobber” caboose from theMuseum of the American Railroad inDallas.

Whitewater Valley RailroadConnersville, IN

Chesapeake & Ohio caboose #90299,built in 1949, has been acquired. It hasbeen on display in Dillsboro, IN.

TRIVIA UPDATE

The list of locations where touristtrains run by different entities connectshould be amended to include Scranton,PA. The Electric City Trolley Museumstreetcars and Steamtown excursionsleave and arrive at the same platform,on different tracks, although no effort ismade to coordinate schedules. Thanks to David Noyes.

Also, excursions of the Arkansas &Missouri Railroad have been loading atthe Fort Smith Trolley Museum andconnecting with its streetcars.

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NRHS RAIL HERITAGECALENDAR

June 2 & 3, 2012: Railroad Museumof Pennsylvania: Norfolk Southern Days

Location: Railroad Museum ofPennsylvania, 300 Gap Road, Strasburg,PA

Event Type: Program - 30thAnniversary Celebration of NorfolkSouthern

For more information visit:www.rrmuseumpa.org

Event Status: Firm

June 3 - 6, 2012: Collis P. HuntingtonChapter, NRHS: Round Trip to NewYork City on Private Cars

Event Type: Multi-Day Excursion - 3nights/4 days, round trip to NYC byprivate cars

For more information contact:www.newrivertrain.com or by calling,866-639-7487.

Event Status: Firm

June 6 - 13, 2012: St. Louis Chapter ofNRHS Charter: To the Capitol...byPrivate Car

Location: Downtown St. LouisAmtrak Station

Event Type: Week long excursionTrain departs on Wednesday at

5:30pm. We will be traveling on thePullman sleeper Cimarron River for ascenic and relaxing round trip from St.Louis. Fare is $975 for a roomette(single occupancy) or $1,900 for a

bedroom (single or double occupancy)and includes all rail transportation and sixnights accommodations on CimarronRiver. Reservations are on a first-come,first served basis. A deposit of $400 perperson is required with your reservation,with the balance due by May 11.

For more information, visithttp://www.stlouisnrhs.org/

Event status is firm.

June 16 - 17, 2012: Colorado RailroadMuseum Goose Fest

Location: Colorado Railroad MuseumEvent Type: EventFor more information, visit

http://coloradorailroadmuseum.org/ orcontact Holly Bass, 720-875-1234

Event status is firm.

June 17 - 25, 2012: NRHS 2012Convention

Location: Cedar Rapids, IAEvent Type: ConventionFor more information, visit

www.nrhs.comEvent status is firm.

June 21 - 24, 2012: Southern PacificNarrow Gauge Historical Society, Inc.2012 Annual Convention

Location: Fremont, CAEvent Type: Annual Convention -

Subject: Narrow Gauge RailroadsAbsorbed by the Southern PacificRailroad. Activities include: NG RRhistory, clinics, field trips, NG steamtrain ride, and hands on NG railroadequipment.

For more information, emailspngoffice@sbcglobal.net

Event status is firm.

June 23 - July 2, 2012: TrainCollectors Association Convention -hosted by Dixie Division of TCA

Location: Atlanta, GAEvent Type: ConventionFor more information, visit:

www.dixiedivisiontca.comEvent status is firm.

July 3rd thru July 8th, 2012: RailroadMuseum of Pennsylvania: ReadingRailroad Days

Location: Railroad Museum ofPennsylvania, 300 Gap Road, Strasburg,PA

Event Type: Program - tours ofReading Co. equipment and a hugeoperating model railroad from theReading Company & Technical Society

For more information contact:www.rrmuseumpa.org

Event Status: Firm

July 9 - 13, 2012: Railroad Museum ofPennsylvania: Barons & Builders DayCamp (ages 9 & 10)

Location: Railroad Museum ofPennsylvania, 300 Gap Road, Strasburg,PA

Event Type: Day camp for childrenages 9 & 10

For more information visit:www.rrmuseumpa.org

Event Status: Firm

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At Adams & Westlake, weÕreproud of our place in rail historyand its preservation. ThatÕs whyweÕve launched the AdlakeHistorical Alliance.

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Adams & Westlake and ARM/TRAINÑPartners in preserving our rail heritage

July 13 - 15, & July 20 - 22, 2012:Northwest Railway Museum - Day outwith Thomas

Location: Snoqualmie DepotEvent Type: ExcursionFor more information, visit,

www.trainmuseum.org.Event status is firm.

July 21, 2012: BLuewater MichiganChapter, NRHS: Rails by Water Tour

Location: Departs from the PortofinoRestaurant, Wyandotte, MI

Event Type: ExcursionFor more information, visit,

www.bluewater.comEvent status is firm.

July 23 - 27, 2012: Railroad Museumof Pennsylvania: Barons & Builders DayCamp (ages 11 & 12)

Location: Railroad Museum ofPennsylvania, 300 Gap Road, Strasburg,PA

Event Type: Day camp for childrenages 11 & 12

For more information contact:www.rrmuseumpa.org

Event Status: Firm

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First Class Railroad Pins and Patches

Seashore Trolley Museum hasdeaccessioned the body of Sioux Citystreetcar #46 (home built 1914). Theroof has been kept fairly tight so theupper body structure is fairly sound.As one proceeds lower, the conditionof the wood becomes less sound. In arestoration program, the bottomportion of the car is best used as apattern only. There are no body sash,only one door remaining, virtually nointerior fittings, and no electrical ormechanical components remaining.Present in the photo, the asbestossheets were removed from the sides ofthe car at the end of the year in 2011.

Interested parties should contact theSeashore Trolley Museum at (207) 267-2712 and leave a messagefor Matt Cosgro or at SeashoreTrolley Museum, Attn: Matt Cosgro,PO Box A, Kennebunkport ME04046.

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Irwin Car and EquipmentAtlas Car Products

PO Box 409 Irwin, PA. 15642Contact Bill Springer

Ph. 724-864-8900

Scenic Railroad and Museum Car PartsTwo of America’s favorite past Times

Atlas Car Products can help make sure that your cars stay on track, operate safely and maintain their historical integrity with our stocked parts and extensive line of distributed

products.

Couplers and Replacement PartsSharon 10 and 10A CouplersWillison and Willison Reduced CouplersKnuckles, Locklifts, Levers, Latches, PinsCoupler Pockets

Stocked and Distributed PartsAxles Gear Guards Traction MotorsBrake Components Gears and Pinions Traction Motor Axle LinersBearings Hoses (Air and Grease) Truck AssembliesBolsters Rubber Cushion Pads WheelsCouplers Side Frames Wheel SetsBrake Cylinders Springs

Atlas Car Products has Truck Assembly Repairs and Rebuild capabilities with a truck shop and motor repair shop located at the same site.

Services Include:Truck Assembly Repairs & RebuildsTraction Motor RepairsWheel Re-profilingWheel & Bearing ReplacementCustom ManufacturingWheel & Axle Shop

For parts that no longer available, let our engineering staff reverse-engineer them with our high tech Faro-Arm coordinate equipment.

Atlas Car Products also supplies parts for captive services, maintenance of way, and steelmills.

Look for Atlas Products at www.irwincar.com

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Sheboygan Light, Power & Railway interurban #26 makes a special trip over the Mukwonago, Wisconsin end of the EastTroy Electric Railroad. Forrest Johnson photo.

The Boone and Scenic Valley’s latest restoration is 80-ton Air Force center cab #2254 (GE 1943). It was the railroad’s firstlocomotive, and is now wearing the diesel color scheme of former interurban Fort Dodge, Des Moines, and Southern, onwhose rails the railroad operates. B&SV photo.

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