PDF - Illinois Railway Museum
Transcription
PDF - Illinois Railway Museum
December 2010 Issue 225 December 2010 • Rail & Wire • 1 Rail & Wire STAFF Managing Editor ....................................... Ray Piesciuk E-MAIL [email protected] (630) 640-0823 Editor/Reporter ...................................... Julie Piesciuk E-MAIL [email protected] (630) 640-0802 Reporter ..................................................Pauline Trabert E-MAIL [email protected] BOARD OF DIRECTORS President ............................................. ............................................. James Nauer 1st Vice President ................................... Ed Rosengren 2nd Vice President ........................................Steve Jirsa Board Members Gerry Dettloff Nick Kallas Jerry Lynn Joe Stupar Executive Director ................................. ................................. Nick Kallas Marketing/Publicity.............................. Ed Rosengren IT/Webmaster ............................... James Kolanowski Membership Services ............................... Jan Nunez Store Manager ...................................... Tom Blodgett Internet Sales ....................................... Julie Piesciuk Volunteer Coordinator ....................... Pete Pedersen Used Bookstore ................................... John Wozniak Take the Throttle ........................................ Jan Nunez General Manager ............................. Gerry Dettloff & James Kolanowski Electric Car Curator .................................. Rod Turner Electric Car Curator Emeritus ....... Robert Bruneau Freight Car Curator................................... Bob Kutella Internal Combustion Curator ...... James Kolanowski Motor Bus Curator ............................. Jerry Saunders Pullman Library Curator....................... Ted Anderson Railroad Coach Curator ......................... Mike Baksic Steam Curator ............................. Thomas Schneider Strahorn Library Curator ............... Barbara Lanphier Trolley Bus Curator ................................ Ray Piesciuk Superintendent Operations .............. Harold Krewer Assistant Superintendent Ops .................. Jim Nauer Weekday Operations ........................ Robert Heinlein Trainmaster ................................................. Steve Jirsa Crew & Records ............................................ Jim West Safety & Training .................................... Dennis Matl Chief Dispatcher .................................. Ed Rosengren Track & Signal ....................................... Julie Johnson Roadmaster ....................................... Adam Robillard DC Line ........................................................ Max Tyms General Manager Facilities ............... Dave Diamond Buildings & Grounds ...........................Dave Diamond Exhibits .................................................. Lester Ascher Diner .................................................... Dave Diamond Official Publication of the Illinois Railway Museum Issue 225 December 2010 ILLINOIS RAILWAY MUSEUM, PO BOX 427, UNION, IL 60180 (815) 923-4391 • Fax (815) 923-2006 • Web Site http://www.irm.org/ Cover: Marcus Ruef operates the Model 50 Burro crane as Frank DeVries hooks the chain to the rail to lift a low spot in yard track 14-2. Photo by Adam Robillard Consist From the Archives of the Strahorn by Barb Lanphier ................................................ 2 Chicago & West Towns Car 141 Update by Frank Sirinek ......................................... 3 Keeping IRM on Track by Julie Piesciuk .................................................................... 3 From the Desk of the President by Jim Nauer ........................................................... 5 Honor Roll of Donors ............................................................................................... 6 Save the CB&Q 1309 by Roger Kramer ...................................................................... 8 CTA 2153-2154: Our Space-Age High-Performance ‘L’ Cars by Richard Schauer .... 9 RPO Weekend at IRM... Making One More Catch by Jon E. Habegger ................. 12 Mass Transit in Milwaukee: 150 Years and Still Going! by Walter Unglaub ............. 14 Electric Car Dept. Update: July-September 2010 by Frank Hicks .......................... 16 The South Shore Line Sign Restoration by Dave Diamond ...................................... 19 749: Then & Now by Ed Oslowski ............................................................................ 21 Post-Service History of Sand Springs Railway No. 68 by Bob Kutella ..................... 22 From th_ @r]hiv_s of th_ Str[horn... By: B[r\ L[nphi_r Safety Director ......................................... ......................................... Don Jirsa Treasurer .......................................... .......................................... Tammy Weart Accounts Payable ..................................... J. T. Reuter Accounting/Payroll ........................... Carol Schossow Cashier ........................................................ Jan Nunez Budget Manager .......................... James Kolanowski Corporate Secretary ............................... Bill Wulfert Recording Secretary.......................... Carol Schossow Rail & Wire is published as a benefit of membership by the Illinois Railway Museum, Inc., a not-for-profit Illinois Corporation, PO Box 427, Union, IL 60180. Single-copy price (by mail) $ 3. Third-class postage paid at Union, Illinois. POSTMASTER: Send address changes to Rail & Wire, Illinois Railway Museum, PO Box 427, Union, IL 60180. Change of Address: Send old mailing label (or old address and computer number) as well as new address to: Rail & Wire, Illinois Railway Museum, PO Box 427, Union, IL 60180. Contributors: Rail & Wire, Illinois Railway Museum, Inc. accepts no responsibility for unsolicited manuscripts, photos or drawings. Submissions will not be returned unless accompanied by a self-addressed envelope with sufficient postage for return. Rail & Wire assumes that all news items, review items, and letters are offered gratis unless otherwise agreed upon in advance. Advertising: Advertising is neither solicited nor accepted. Copyright 2010, 2010 by the Illinois Railway Museum, Inc. The contents of this publication may not be reproduced either in whole or in part without the written consent of the publisher. Neither Rail & Wire or Illinois Railway Museum is responsible for the opinions expressed by its contributing editors and writers. 2 • Rail & Wire • December 2010 Have you ever traveled to the Pacific Northwest by Amtrak? The scenery is breathtaking, and in many instances, not much changed from the trip you might have made one hundred years ago. At that time you would have traveled on the trains of the Chicago, Milwaukee and Saint Paul and the Chicago, Milwaukee and Puget Sound Railways. The Strahorn Library is fortunate to have an album of scenic views from this trip that also includes interiors of the railway cars, such as the barber shop, bath, dining car and parlor car. This artifact is a part of the collection at the Strahorn Library and is available for viewing on Wednesdays and by appointment.. Rail & Wire is issued as a benefit of membership in the Illinois Railway Museum, a not-for-profit, educational organization. Membership in the Illinois Railway Museum is open to any person or family on the following terms: Individual Associate membership is $40.00 per year. Family membership is $65.00 per year (family includes spouse and children under 18 years of age). Sustaining Membership: $95.00 individual, $140.00 family. Membership includes a subscription to Rail & Wire (value $12.00, not offered separately), and entitles members to free admission to the Museum grounds, free train rides operated for the general public, and discounts on giftware, books, and educational material. IRM dates, fees, collection information and general railroad data is available at http://www.irm.org/ CHIC@GO & WEST TOWNS C@R 141 UPD@TE By: Fr[nk Sirin_k With the hot summer weather upon us, we had the opportunity to focus on work that was on hold during the past winter and spring. Two major projects that were delayed in the past were addressed; one was completing the trolley cable hookup on the roof of CWT 141 and the routing of motor cables under the car. Both Mike Alterio and I worked on the roof project, which was completed in May. We soldered a new cable from each trolley base to the incoming lead to the platform of the car. The cables were cleated along the trolley boards and the connector lugs to each trolley base. That job will enable 600V DC to feed into the cars electrical system, so that it can be fired up later with the pole on the wire. We also addressed the connecting of the air governor under one of the “nickel seats” at the #1 end. Mike fabricated brass sleeves for the governor cables for quick disconnect when needed. We then routed the output cable from the governor to the compressor and tried to follow the original route where the cable was fastened prior to 1948, when the car was removed from service and stripped. Mike secured the cable to the underfloor with new clips. Next we removed the low voltage light bulbs from each socket and installed the correct 130 volt lamp bulbs. We were then ready to put 600 Volts DC to the car. As soon as we put the pole up, the lights came on and the compressor started up. This was the first time that had happened since April of 1948. Over 9 years ago, Bill Thiel and I installed a re-built CP-27 compressor under the car, and there it sat—waiting—until June 2010. At present it is not connected to the air system but it free wheels as it operates. We do not anticipate plumbing the unit until the car is on the pit as we work on getting the brake system operational. Another step is nearing completion on 141’s twelve-year-long restoration. The traction motors are still stored at the motor shop at our request. Safe and dry, they will remain there until we are ready as a team to address their installation into the trucks. In the meantime the 16 motor cables connected to 141’s PC-5 control unit will be connected to the main cables under the car and then to each motor under all four trapdoors. We assembled the split motor connectors and cleaned them up in pairs to be soldered to these cables as soon as possible. We are short a couple of pairs but expect to find them in our stock of spare parts. All of the above projects have moved our schedule forward and closer to seeing 141 both motor and brake. Thank you again for your patience and support of this very important project. Generous donations to 141’s motor fund made it happen! Keep the support alive and we will soon follow through to completion. Editor’s note: Just after writing this update, Frank fell and injured his knee. Following surgery in early August and a month of healing, Frank is having physical therapy several times a week as this issue goes to press. He is keeping busy with aspects of the restoration that his temporary physical limitations will allow. K__ping IRM On Tr[]k By: Juli_ Pi_s]iuk The Illinois Railway Museum has over 400 pieces of rolling stock in its collection. Visitors and members alike marvel at the sleek body of the Zephyr, the newly restored electric streetcars, the luxurious interiors of passenger cars, and the inner workings of a steam locomotive. They are intrigued by motion and many will stop in their tracks at the sound of a crossing signal. Some get their cameras ready and others just wait to see what interesting artifact will pass before them. Touring the museum on the carline or viewing the countryside from an electric train on the mainline takes our visitors back in time. They are often treated to historical facts and restoration stories about the piece on which they are riding. After disembarking, they immediately plan which artifact they will visit next. Diesel, steam, streetcars, freight cars, passenger cars, interurbans, rapid transit… What do they all have in common? Each is a significant part of our “Museum in Motion”, but an even more important, and often overlooked similarity, is that they all must sit on track. When IRM moved to Union in 1964, there was no track at all. Over the years, volunteers painstakingly laid rail and tie on the property. Today, there are approximately 11 miles covering the Museum Campus, including the five-mile main line, the one-mile carline, and about five miles of yard track both outside and inside buildings. New tracks are laid with every expansion project and the on -going daily maintenance of existing tracks is essential. There is a small but dedicated group of volunteers in the Track Department that takes on this responsibility to ensure that the trains continue to run smoothly and safely. These are their stories. Mitch O’Brian installs a missing bolt using an 18-inch adjustable wrench. Photo by Tom Hunter December 2010 • Rail & Wire • 3 underneath the rail at each end of the tie and raised a sufficient amount to slide out the tie plates. Finally, the tongs are used to grab one end of the tie to pull it out. The process is reversed to put in the replacement. If a defect is found in the rail, the entire 39’ section is replaced. The first step is to pull, but not remove, the spikes on the field side of the rail. The spikes on the inside are completely pulled out. There are joint bars on each end of the rail secured by a total of eight bolts. These bolts are removed and the joint bars are separated. The rail is rolled out and a new one is put in its place. In most cases, joint bar holes have been pre-drilled in the new rail, but sometimes this task is executed by track volunteers. Track volunteers load a ballast car using a clamshell bucket rig attached to the Model 50 Crane. Photo by Tom Hunter Track Inspection Typically, the track department performs their annual inspection of the mainline and carline the first two weekends in March. They walk every inch of the track and look for deteriorating ties, broken rails, broken bars, and other situations that may require their intervention. They also evaluate the condition of points on switches and check the rail gauge. In addition to visual inspections, a rail defect car is sometimes used. The last two weekends in March are set aside for performing any necessary repairs. The Operating Department at IRM consists of highlytrained volunteers that have logged many hours on the rails at the Museum; some have operating experience in the railway industry and come out to operate on our demonstration railroad too. These volunteers assist the track department by notifying the dispatcher if a track just doesn’t “feel” right. A member of the track team immediately heads out to assess the situation. Oftentimes the concern is well-founded and steps are taken to make the repairs. Defects in track are most often attributed to normal wear and tear, but sudden cold strikes could also be a factor. Rails expand and contract with quick freezes which may cause breakage. The Track Department, however, is diligent with their inspections and, although not regulated by the Federal Railroad Administration, does its best to maintain as close to FRA standards as possible. Track Maintenance If defects are found during an inspection, the next course of action depends on the type and location of the defect. If there’s a break in a certain location on a joint bar, for example, it may still be travelled on at reduced speeds. If the break happens to be at a different location on the bar, the line is placed out of service until the bar is replaced. Ties are replaced if they are split and/or if they are not holding spikes. On the mainline, there may be no more than three “less than favorable” ties in a row, with none supporting a joint. In addition, there must be at least eight favorable ties in every 39 ft. section. When any of these conditions are not met, the crew begins the replacement process. The cribs are dug out, the stone is cleared away, and the spikes are pulled. A jack is placed 4 • Rail & Wire • December 2010 Laying New Track As IRM’s collection grows, expansion projects are planned and implemented which usually involves laying new track. This process is a lengthy one. First the ground must be excavated and leveled. Using a tie crane, the ties are set into position. Measuring the gauge carefully, the rails are placed next and manually spiked to each tie. The joint bars are installed attaching the rails end-to-end for the entire length of the project. Ballast is trucked in, transferred to a ballast car, and dumped on the newly installed track. A regulator is used to spread the ballast and fill in all the gaps. A ballast tamper is used to pack the ballast to ensure even distribution and a firm surface. This procedure is usually repeated two or three times. Finally, the track is “broomed” to remove ballast from on top of the ties. This is important because stones hold moisture and may cause the ties to deteriorate more rapidly if left on top. Railroad ties are 8” high, 6” wide, and 8’ 6” long and rails are normally 39’ long. These raw materials are very heavy. Fortunately, IRM has managed to acquire a variety of specialized machines to facilitate maintenance and create a dependable and safe infrastructure. Maintenance-of-Way Equipment Tom Hunter always says, “Oil under pressure, not people under pressure.” In keeping with this philosophy, the track department maintains twelve pieces of equipment in their fleet, including two regulators, two tampers, three cranes, and a mower. The majority of this equipment was donated and has been maintained through the years by track volunteers. Tom Hunter and Frank DeVries are at the controls of this mower for a long 10-hour day of clearing brush along the mainline. Three passes were required (with the boom out a different distance each time) to complete the task. Photo by Tom Hunter An engine rebuild on the switch can be raised and lowered as the tamper was recently accomplished and machine is moving to avoid obstacles new hoses were installed. This piece of such as poles and signals. When there machinery, among other things, is used are no obstacles, both booms must be to raise sunken track. This procedure lowered for counter balance. helps eliminate the side-to-side rocking to preserve the smooth ride to which Around the Museum visitors have become accustomed. Not only does the track The tie crane has also recently department build and maintain the undergone repairs thanks to Rick infrastructure at IRM, they are also Volkmann of Volkmann Railroad very generous with their time and Builders. He donated an engine, r esour c es i n h el pin g ot h er radiator, and a mechanic’s labor to departments. They have provided install them. the equipment and an operator to To keep the equipment running help the Signal Department set and smoothly and efficiently, on-going remove signals. They recently maintenance is required. There is a assisted the freight car department lot of time and money involved with Tools of the trade — pictured above are the tools used by using their crane to take apart a upkeep, but there are some projects for tie replacements. Most notably, the rail jacks and truck so that a wheelset could be spike maul (above left) and the tie tongs (lower). that simply cannot be completed Photos by Julie Piesciuk replaced. They also help at special without certain equipment. The cost events including Happy Holiday of hiring contractors would be prohibitive, so track volunteers Railway. This year, they will be throwing switches and continue to work hard to ensure that their equipment is in good preparing smudge pots to melt any ice. operating condition. A tremendous debt of gratitude is owed to the hardworking members of the Track Department without whom the Mowing & Tree Trimming Museum could not function as efficiently and safely as it does Another task the track department performs that is often today. The following individuals deserve special recognition taken for granted is mowing and tree trimming. Not only does for their enthusiasm and dedication to the cause: Roadmaster this help make the right-of-way look good for our visitors but it Adam Robillard, Frank DeVries, Tom Hunter, Matt Oleson, prevents paint damage on the outside of newly restored trains Jeron Glander, Andy Chmura, Connor Doornbos, Mitch and streetcars. It’s also important for operators to have a clear O’Brian, and everyone else who has helped with track over the view of the track ahead of them, signals, and pedestrians. years. Mowing and tree trimming is done at least once a year or Track and equipment maintenance is an on-going concern whenever is necessary. When mowing on controlled track, the and often quite costly. Please consider making a tax-deductible dispatcher must be notified and operations are suspended if donation to the track equipment fund to help defray these costs necessary. The “mower” has a 30’ boom on each side with a and to provide for future expansion projects. ¾” steel cutting blade mounted in a mower deck that can swing and pivot to reach high trees and low brush. It travels on the Special thanks to Frank DeVries and Tom Hunter for their tracks and cuts brush on both sides simultaneously. The booms help in preparing this article. From th_ D_sk of th_ Pr_si^_nt By: Jim N[u_r The Illinois Railway Museum is the largest railway museum in the nation, thanks in large part to the generous donations from our members. And while we are honored to hold the title, this distinction means that we also have larger expenses to support our activities and goals. Now more than ever, we need your help to meet the education and entertainment needs of our guests. Our most pressing need is for support of our Demonstration Railroad. Despite the efforts of our talented and committed track volunteers, our railroad is showing the signs of deferred maintenance due to lack of funding. Ironically, this is the same problem faced by many railroad operations in the late 1950’s, 60s, and 70s, many of which no longer exist. We hope to avoid this fate for IRM by securing funding for a new Infrastructure Fund. We think you’ll agree that the Illinois Railway Museum is much more than a railroad. Over the last 47 years in Union, we have developed and beautified our museum campus. With the increase in exhibits, buildings, and storage facilities, comes the need for repair, replacement, lightning protection, increased security, a more robust communication system. Your generous donation means that our volunteers can continue their hard work through the freezing winter months and that our streetcars will run seamlessly along the carline. The generosity of our Museum’s members and friends has been outstanding in the past, and we thank you very much for your continued interest and support. This year, we ask you to consider supporting our new Infrastructure Fund. We hope you will all join us for a very successful 2011 at IRM. May you all experience a wonderful Holiday Season and may your New Year start off on the right track. December 2010 • Rail & Wire • 5 Honor Roll of Donors (2009) Corporate & Foundation Sponsors Allstate AT&T Foundation AT&T Services Foundation, Inc. Automatic Data Processing (ADP) Avalon Rail, Inc. Avaya Bank of America BNSF Foundation BP Foundation, Inc. CA, Inc. Canadian National Railway Co. Clorox Company Foundation Exxon Mobil Foundation GE Foundation Illinois Tool Works Foundation J P Morgan Chase Johnson & Johnson Kraft Foods McGraw-Hill Comp NCR Foundation Norfolk Southern Pfizer Foundation R R Donnelley RBC Foundation Shawn M. Donnelley Fund State of Illinois TTX Company Union Pacific Railroad Wells Fargo Wm. Wrigley Jr. Company Fndtn Individual Donors $5,000+ Arie & Ida Crown Memorial Great Midwest Train Show Susan & Tom Banakis Clifford B. Chase Trust Charles F. Amstein Henry Auchstetter Randall Hicks Steven Hyett Julie Johnson Milwaukee Road Hist Assoc., Inc Robert T. Olson Albert J. Reinschmidt $2,500 to $4,999 Nigel G. Bennett W. A. Carrington Jr James & Susan Matson Charles P. McQuaid George L. Forslin Carl Klaus George R. Clark John S. Fisher Ray & Julie Piesciuk Adam E. Robillard Peter J. Schmidt Jeffrey L. Wien $1,000 to $2,499 Ted Anderson Lester Ascher Assoc. of American Railroad Dr. Carl R. Bogardus Jr. Martin & Caroline Both Robert Bourne John W. Bregger Norman Carlson J. David Conrad Ray Cosyn Charles & Lillian Appel Trust Tony J. Aukett Wm C. Aylesworth David R. Bales David W. Bishop Mr & Mrs Terry Borden Denis & Nancy Bowron Kevin T. Brown Donald A. Bruno Rev. Daniel P. Buck Burl Rt Hist Soc David R. Cook Dennis C. Daugherty James L. Ehernberger Michael D. Engebretson W. O. Degner Raymond A. DeGroote, Jr David Diamond Louis R. W. Edmonds William P. Fogarty Trust John W. Frett R. H. Helmholz William L. Johns David L. Johnston Nick Kallas Charles S. King Barbara F. Lanphier Carl C. W. Lantz Richard N. Lukin Linda McCabe Eric Mumper Walter J. Ostopowicz Stan Rankin David Shtaida Frank E. Sirinek Andy Wright $500 to $999 Jonathan Fenlaciki Jeff Fryman Gregory Gajda Lawrence E. Goerges Harold C. Golk Daniel T. Hawtree Thomas C. Heinrich Roger C. Hinman Joseph M. Jonas Dorothy T. Kaplan Sean E. Knight Robert J. Kutella Donald L. MacCorquodale Joseph R. Mack Edward J. Maurath Robert J. Meckes Curtis W. Miller Robert A. Miller Jeffrey G. Mora Mr & Mrs Raymond Piesciuk Sr. Thomas J. Post Ron Sebastian John J. Scepanski Michael F. Seibold Thomas & Sharon Sharratt William J. Simmeth Bradley J. Taylor William A. Van Der Laan William G. Wagner David M. Wilkins $250 to $499 Glenn Ahrenholz Roberta A. Ballard Clyde E. Bassett Jr Richard K. Bates Raymond J. Bellock Roy G. Benedict Mark E. Bolliger David L. Brown David Butts Greg Cise Family John Cloos Gerlinde J. Colla Thomas F. Connolly Joseph M. Crnkovich Roger C. Dart Mary A. Dresdow George H. Foelschow John J. Foster John A. Franta Frederick Fritsch Mark C. Gellman Dan Gornstein James H. Griffith Jon C. Habermaas Elizabeth M. Hampa Michael B. Harris Terrance J. Hebron Paul & Karen Herkes Richard M. Herwitt R. S. Hewett Susan Hewett Keller Steven Holding Janet & Diane Johnson Daniel J. Kennedy Jr. George Knuth James Kolanowski Robert Konsbruck Family Margaret A. Kramer Robert E. Krause Mr & Mrs Hubert Lattan Cheryl Lint Gerald Lynn Frederick J. Maloney Jason Maxwell Peter A. Morgan A. W. Nicholls Mike Ogarek John O'Keefe Robert I. Oliphant Bruce G. Plaxton David W. Richter Frank H. Richterkessing, Jr Robert K. Riemann Martin L. Ries Caryl E. Rine John A. Ross Stephen M. Scalzo Walter K. Sehnert Jr. Reginald Simon Philip Stepek Berton Stevens, Jr Jack & Mary Stone David A. Svendsen Ralston L. Taylor Rick Thomas Laddie J. Vitek, Sr. Stan Wdowikowski Charles & Helen Wellestat John Wilke $100 to $249 Crayton & Jan Achelpohl Randy C. Allegrezza Norm & Roberta Anderson Randy & Betty Anderson Joseph S. Andrusyk Gerald D. Arnst Dan Farrell Richard J. Ashton K. John Ast Frederic S. Bacon III William Barber James D. Baroni W. F. Barry Batavia Hist. Society Carl J. Bayerl Philip J. Becker Richard F. Begley Rick Biagi Eugene L. Billings Leroy Blommaert James A. Blustein Dennis Bockus David A. Bohn John F. Bowers Jr William J. Boyd Daniel L. Boylan John Bradbury William C. Brandt Bruce & Caron Brennan Glen Brewer Roger W. Broms Charles E. Brown Bro. Christopher Buck William C. Buhrmaster Thomas Cablk Family David D. Carhart C.A.A.T.S. Dan Cepa Wence Cerne, Jr. Frank (Russ) Cerny Claudia Chapman Stephen Christy, III Malcolm E. Church Bernard Cicerello Arthur J. Clauter, Jr. James Claypool Walter D. Collins 6 • Rail & Wire • December 2010 John Conneely Theodore Coulson Charles W. Crouse Robert W. Dalrymple Lawrence H. Daniels Richard C. Dearmond Joseph Deneen John Desmond Ronald L. Diedrich David M. Dillingham Brian R. Drew Michael Drobot Dean S. Edmonds III Dennis Edwards E. Everett Edwards Clifford S. Egel William A. Eley Kelley D. Ellison Kathie & Rob English Ralph Farnham Douglas M. Fast James F. Faulhaber John H. Faulhaber Lynne B. Fleming Terry Florek George A. Forero, Jr Ralph E. DeForest Don Francis Jack Franklin Larry Friedman Tony Gaerlan Susan Gathercoal Gordon Geddes John J. Gibson Sanford A. Goodrick, Jr Leonard H. Gordy John McGrail Paul A. Green, Jr. Rick Grossman Philip Gusich Jeff Hakner Edward G. Halstead B. D. Hancock H. Preston Harrison David Liebe Hart Steve M. Harvath Wayne Hatton Bob Milhaupt James Haut George Hellmann L. Frank Herman Frank G. Hicks Eric S. Hillyer Robert A. Hoffer Jr. Steve Holcomb Thomas Holz Erik Hoofnagle Bryan J. Howell John B. Hughes Victor E. Humphreys David M. Hunsicker Richard H. Huske Michael L. Igoe, Jr. Adam K. Janzen Thomas E. Jarrett Myles A. Jarrow Alfred R. Johanson Clayton S. Johanson George D. Johnson Robert D. Johnson Bob Johnston Michael P.. Joynt James A. Kach Bruce E. Karder Roy F. Kehl William & Frances Keller John F. Kemp J. M. Kenney John P. Kenney David A. Kibitlewski O Scale Kings John A. Kise Sr Thomas J. Konieczny Paul L. Kott Henry P. Krakowski Steve Kraus Steven R. Krause Norman Krentel William Krepczynski Charles Kronenwetter Kermit Krueger Dick Kuelbs Leroy S. Kwiatt Roger Laegeler Owen Lang B. Laokimidis & C. Abrams Jack Lapidos David A. Larsen John W. Laude Neil E. & Rich Lawrence Tom Lawson Libertyville High School Gerry Logger Alan Lowry Michael Lyster Dan L. Mackaben Eugene A. Mackowiak John Mahal Fidencio Marbella Keith Martin Dennis E. Matl George E. May Paul J. Mayer W. Wolbach & Andy McBride Malcolm B. McKean John C. Mehlenbeck George G. Meier Tim Meyer $100 to $249 (Continued) Wayne A. Middleton Taylor G. Mieure Fritz H. Miller Lee A. Miller Richard T. Miller Michael C. Minetti Daniel A. Mitchell Nathaniel G. Mohler William B. Moore George Morisette Jerome Morrissey Tom & Gloria Mroz Eugene Mudra John D. Nelligan Ronald E. Nelson John D. Nevin III O Scale Trains Douglas Oaks Matt & Kelly Olesen John J. O'neill Thomas E. Opolony Steven P. Orzech Karl J. Otte Greg Padovani Phyllis Parker Marianne F. Perkins Astellas Pharma D Richard E. Phillips Jennifer & Julius Pohlenz Family Jane F. Pollack William R. Porter Jack Race Alex G. Randow Arnold Rathmann James S. Remis George C. Rimnac Vera Z. Rimnac James Robinson Edward C. Rosenau Duane R. Rubash Marcus J. Ruef Edward S. Sachs Anthony Sarto Vincent Scarafino Edwin M. Schaefer III P. Schauer Jim Schelling Ludwig P. Scheuerle Paul J. Schneble Cliff Scholes Terry O. Seidat Carl Sennett Daniel J. Shea Gordon W. Sheahen David Shuff Steven D. Siegerist Arthur Simmers, Jr. Randall & Diana Skiba John Smatlak Rolf C. Smeby Edward W. Smerz David Smetko Diane Smith Steven W. Smunt Kenneth J. Spengler John C. Spychalski Vernon T. Squires Robert Stein Ronald V. Stoch James R. Stoebe Larry Stone Richard Strebendt Fred Stulp Daniel J. Sullivan Arthur T. Surges Laurence Theriault John M. Thurow Pat, Paul & Tim Wiley Julian P. Ulloth Andrew Van Der Laan August Van Dessel, Jr George P. Van Durme Paul R. Vassallo Edmund Villwock Henry A. Vincent Jr. Steve A. Vlk David Vola Al & Debbie Voss John P. Vukas Jr. James J. Ward Steve Ward Kirk Warner Ronald G. Wasem J. Robert Wayman Walter L. Weart David A. Weaver Donald K. Weege Brother James Wegesin, FSC Leon Wells Otis Werner William R. Werst, Jr. James L. West Tom Wettstaedt John Wetzel Lionel A. Whiston Paul Willer Peter Wilson Herold L. Wind James L. Windmeier Harris Wishnick James E. Wolfe William F. Wulfert Clifford E. Wulff Dan Wyatt Robert Yahr Herbert Yarke $50 to $99 Richard W. Aaron Daniel C. Adler William Amos Joseph T. Aquilina M D Charles Arndt Dennis P. Arnold Claudette J. Arnswald Don Askleaf Roberto Ayala Thomas C. Baker Joseph A. Bansley Donald R. Barnes Wayne Bates Mark & Joanne Becker James D. Beeler Fred Belmonti John L. Bender John J. Benedek Bruce Bente Norman A. Berg Dylan & Irene Berger James W. Bergthold Barney M. Berlin Barry R. Binder David M. Birinyi B. A. Black Bruno S. Blaszczak Clarence Vander Bleek James Booth Sr. Willis L. Boughton Daniel R. Broemmelsiek Michael J. Bruch Harry T. Bryan Thomas Buller Thomas H. Burke Terry J. Burkhardt John P. Byrns Brian Cazel Diane Chapman William E. Chyna Eric T. Clauson, Jr Joe Clayton Wade W. Clutton David W. & Margie Cole Mark Colosimo John Connaughton Michael R. Crist Tim J. McCutcheon John M. Cutting Richard D. D'Ambrosia Charles D. Dasho Timothy J. Daugherty Bill Davidson Robert L. Davis Darrel L. Davis Michael A. Dayton Heather DeVries Thomas P. Disch Ronald Doerr Raymond Dolejs Gary V. Durbin Adam F. Economou Robert W. Elliott, Jr Don Ellison Thomas Engstrand John R. Ennis Milton T. Erickson Alfred Feagins Warren Fellingham Charles Finney David M. Flint Stephen A. Foglio Frank R. Folk Thomas & Carole Forsberg James E. Foster Larry Garrett David H. Gawne Frank Gerardi James F. Gessner Robert J. Gilbert Edward L. Giomi Eldon Gleason V. Glowinski & Jon Raslawski Jim & Jan Gonyo Jason Govednik Julie & William Gray David Grayson Robert B. Greene Tony Gura Jon E. Habegger Dr. Joseph F. Hagenbruch James C. Hansen Peter Hansen Mrs. Bonita Harn Brian J. Harp Hugh R. Harris Kevin Hart Tyler J. Hays James Heinlein Melvin Hendricks Dennis & Cheryl Henry Jan George Hervert Jeff Hill James F. Hinkle Donald W. Hitzeman Robert H. Hofmann Richard C. Hogan Chet Hollister James M. Holland MD Richard Holland Dale W. Holm Eric Hoyem Jack Huber Kevin D. Huggins Frank R. Jamrock Robert Jefso Donald J. Jirsa Harold Johnson Warren C. Johnson Terry Jones Bryan Jones Charles R. Kaiser Phil K. Kasik Paul Kattner T. Keenan Dale W. Kern Jeff Kiel Thad Kielch III Eric J. Klaus Paul & Molly Klonowski Raymond E. Klouda John Knoll Martin E. Koning Douglas Krahn Roger W. Kramer Henry J. Kranz Louis W. Krause James J. Krenek Kevin Kriebs Joseph Kuczynski James K. Kutill George C. Labbe Mark S. Lagina Phillip Lagro Thomas Larabee Nikolai Larbalestier Kenneth Lazar Christopher Lenz John M. Leslie Lynda Lewis Joseph Luciani Hector Machado Jim Manley Tony Marchiando Thorin Marty James H. McAlpin Louis S. Adler Robert D. Albertson Edward J. Alfonsin Dan Alpe Don & Linda Andersen John Anderson Keith R. Anthony Harold Armstrong Earl Arndt Jr. John P. Aurelius Michael M. Bartels Bill Battcher Joseph Becker Jack E. Bejna Don Bero John Bettice Louis R. Bianchi Walter J. Bilik Steven P. Binning Robert L. Black Sr David Blackwell K. C. Bovy Joseph R. Brabec Robert W. Brandstatter Donald C. Brokaw Randall & Marianne Broms John R. Brophy Greg Brown Edward P. Brown Family James E. Busse Larry Calkins David A. Carlson James D. Carlson Melvin G. Carlson Frank Carlson Tom Casper William Choronzak Theresa Christ Robert W. Clark Larry Claypool William T. Clynes Jerry Coffman Isabelle Comande Thomas Comstock E. Dean Conley Dennis Copp Sandra D. Cottrell Richard B. Cridlebaugh Robyn Croom Bill Cummings Richard B. De Mink Dennis De Vito Alan Dietz Robert W Dillon Robert & Barbara Disse Wallace F. Dittrich John Ditzler Richard Doe Larry & Lisa Dombrowski John M. Donlon Thomas E. Dostert Kevin Downey Tricia B. Drendel Dennis Duszak Kimberly Dutczak David A. Dutton Marion F. Eldridge Jay D. Ellis Gordon T. Ericksen Robert B. Estler Richard F. Eveleth Ray Fardoux John D. Fender Raymond J. Fetzner Mitch Feucht Jonathan C. Fischer, CPA David G. Flinn Thomas F. Folz Paul Fortini Robert J. Fox Eugene Fraczkowski William H. Franklin, Jr. John F. Rath Eric A. Frick James Frischkorn Dan Frizane Aarne H. Frobom, Jr Franklin Fry Ed & Melanie Fuhrmann Douglas F. Kydd Fred & Deb Gangel Richard H. George Louis F. Gerard Jim Geringer Fred Glasper Marc Gordon George & Pat Gow Malcolm D. McCarter Melvin McElroy William J. McGinty Robert J. McHugh Bruce L. & Mary McLane Joseph R. McMillan Stephen L. Meyers Alan G. Micco Stephen J. Mildenhall Michael Miller Charles R. Miller Gregor Moe Raymond A. Mormann Myron E. Moyano Ian C. Muir Bill Murray John D. Myhre Tony & Glenda Nazarowski Michael K. Neighbors Harvey G. Nelson Robert S. Ness Gary J. Neunsinger David Nienke Paul Noeller Wilbur Norks Larry O'Connor Robert E. Odom Klaus Olesch Gary R. Olson Tim Orisek Stephen Orzech Alan Oswald Tom W. Palmer II Diane Passannante Arthur E. Paton Laverne E. Payne Russell Pearson Frank J. Pendowski Jr. Mr & Mrs Robert Phelps & Family Daniel Phenicie G. Gary Phillips Casimer Piszczek Alan Polansky Raymond G. Pollice Randall A. Prasuhn Richard S. Ralston Robert P. Randazzo George W. Reichert Chris Reinert Kenneth J. Reinert William P. Reynolds Steven Rietesel Raymond Riha Family William H. Robb Ron Roberts John K. Robinson Glenn Robinson John J. Rohr Laurence Rohter Robert Rosignal Dale Rothenberger Frank E. Ruggles James Scanlan Donald & Beverly Scharlau Ricky Schonert Robert L. Schreiner Vincent Scire John P. Seiler Wayne M. Sellig Bill & Chantal Shapiro Edward G. Skuchas George M. Smerk Roger R. Smessaert Joseph V. Snyder Jeffrey Sorenson Glenn Sotzky Brian G. Sperl Robert Spohnholz, Jr. David Stanley Donald Stark Michael Stefanik Jef Stewart Mark Stoeckel John F. Stoudt Jr. Robert O. Thomas Michael R. Torres Andrew Townsend Tom Trebing Constantine Trela Walter & Jill Unglaub Tony Valasek Gerhard Vetter Mr & Mrs Frank Veverka Walter H. Vielbaum James J. Wager Carol J. Waldron Steve C. Ward Robert Washburn Robert S. Webber Elliot Weissbluth Ronald Wesche Payson S. Wild, Jr. John J. Willard John J. Willy Richard Wittlief Kevin Wittmer Robert D. Worshill Eric Zabelny Michael Zimmermann Stan Zoller Jan M. & Rae Zweerts Ronni Grey David Gurnik Jeffrey R. Haber Rich Hamilton Matt Hart Mike Heidelbaugh Roger W. Heins George M. Herrmann Kenneth E. Hicks Mark C. Hoffmann Darlene Hoffmann Allen Holecek Matthew W. Holzinger Norman A. Isaacs Thomas Italia Donald G. Jackson Jan Jecmen Charles Jedlink George T. Johannesen, Jr Mark Jones Daniel D. Joseph Albert N. Juengling Robert S. Junkrowski Brian Kachadurian Bill & Jo Kapfer Eliot M. Kaplan Steve Karnatz Gary & Janet Kay Bill Keigher Alan L. Keightley Ashley Kennedy Dennis Kern Roger Ketcham Patrick Kielty Mark H. Kimball Paul G. Kimball Brian Klein Edward F. Kletecka & Family Roger N. Klingensmith, Jr Thomas J. Klonoski Keith M. Kohlmann Donald Kolad Paul M. Kostelny Brad Kovach Margaret Kreppel George Kucera Robert L. Kurtz William Lavalie Ken Lemberg Michael & Marjorie Lennon John M. Lesniak Mr & Mrs Joseph Lienau Steve Lillquist Ms Aulis Lind Robert Linsey Kenneth Litchfield Wesley Lloyd Louis O. Lockwood Lawrence W. Lorensen Howard H. Luecke, III John Lump Flywheel Lusietto Erich Mahalko Kim Maionchi Pamela R. Maloney Mike J. Martin Eileen Matthesius Russ & Diane Maxwell James Maynard Allen W. Maywald Up to $50 December 2010 • Rail & Wire • 7 Up to $50 (Continued) Richard & Christie McCloud David B. McCurdy Richard J. Meindl Michael J. Miczek George & Audrey Miller John Miller Richard Monicke Francisco Montes Jeffrey A. Moraski Geoffrey M. Mossford Roy W. Mraz Jr. Steve Mueller John A. Myers William J. Myers Larry J. Naus Frank P. Nero Ronald A. Newman Richard M. Noeller Dennis M. 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BOOKS & DVDS • T-SHIRTS • MUGS • TOYS • PINS • @ND LOTS MORE! www.irm.org/stor_ S[v_ th_ CB&Q 1309 By: Rog_r Kr[m_r CB&Q Baggage Car in Denver, CO on February 23, 2000. Photo by Bob Rathke 8 • Rail & Wire • December 2010 The Chicago, Burlington & Quincy 1309 baggage car has been destined for IRM for quite some time. It has never left Denver due to transportation costs. Two flat cars are needed to complete the move… one for the wheels and the other for the body. It is estimated that the cost for loading onto and unloading from the flat cars will be about $12,000. Through recent efforts, donations have grown to over $8,100 but help is still needed! The window of opportunity to move this car is narrowing because its movement will become significantly more expensive starting in 2012. Please consider a contribution to the CB&Q 1309 fund today and help bring her home to IRM! CT@ 2153-2154: Our Sp[]_-@g_, High-P_rform[n]_ ‘L C[rs By: Ri]h[r^ S]h[u_r Why does a '59 Cadillac have tailfins? Well, because all the good-looking '59s had them, of course! It was the style at the time, and not just for cars— building architecture and a wide range of consumer products showed the influence that the Space Age had on America's collective imagination. Behind the glitz, though, an enormous effort was being put into the development of technology. Rockets and Cold War defense systems needed materials and electronic designs well beyond "state of the art." Telephone networks multiplied in extent and complexity to meet the needs of Baby Boomer families in their quiet new suburban homes. A few television shows were being broadcast in color, and if you had an awful lot of money to spend, you could actually watch them in color, too. Against this high-tech backdrop, the waning activities of the Transit Research Corp. (the successor to the Electric Railway Presidents' Conference Committee) on PCC rapid transit equipment seemed a little behind the times to the CTA's engineers. CTA had begun a cooperative effort with mechanical and electrical suppliers to experiment with new technologies in all parts of the car, to obtain higher speed, more rider comfort, and greater reliability. In some ways, it was a continuation of the ERPCC's founding principles, applied to rapid transit. In 1955, four cars from the first group of 6000-series cars, 6127-6130, were modified with the first products of those experiments—higher-horsepower motors and new designs of control equipment. They permitted the Evanston Shoppers' Special to achieve speeds in the 70 mph range for part of the trip. In 1960, four more cars joined the initial high-speed cars in further experimentation. These four cars, numbered 1-4, each had a different combination of motors, controls, gearing, and trucks, and were re-equipped as the experiments proceeded. To emphasize that these eight cars were new and different, they were painted an eye-catching maroon and silver, (with kin^ th[nks for [ssist[n]_ from Bill Wulf_rt [n^ Eri] Lor_nz) with a large pointed design on the lower half that sure looked a little like a rocket. CTA's engineers drew together what they had learned, and requested bids for 180 new cars. Reliability was a key aspect of their design: trucks, battery charging, and propulsion controls were only three of the areas where higher-maintenance components on the 6000 series were replaced by parts designed to run more reliably. Pullman won the order, with electrical gear built by General Electric and trucks made to CTA's homegrown design by Locomotive Finishing Materials (LFM, later part of Rockwell). 4000-series cars had filled the vast majority of service requirements on the Lake Street line for many years before the arrival of the 2000s in 1964. By December of that year, however, the Lake Street 'L had gone from being equipped with cars at or past their 40th birthday, to having 140 green and white, fast, comfortable, air-conditioned products of the Space Age whizzing down the line. Forty more, the higher-numbered cars 2141-2180, ran on the Douglas route. The new cars had fluorescent lights behind the translucent plastic car card racks—as long as cardboard car cards weren't used, the cars were lighted a brilliant white inside. The air conditioning, which CTA asked for as an option when carbuilders quoted the cars, certainly blew cold air (and sometimes some cold water when the evaporator drain clogged up). The fact that these new cars had a new design of truck was soon obvious to those who lived along the 'L, particularly on the Douglas line: the trucks were quite stiff and didn't soak up track irregularities like PCC trucks did. Standing next to the track, you could hear and feel every rail joint and bump. As the shop men soon found out, so could the traction motors—their mounting transoms were an integral part of the truck frames, and broken motor mounts started cropping up. Riders knew CTA was quite proud of the new cars and gave out this bookmark-sized card to riders, with a handy system map on the back. December 2010 • Rail & Wire • 9 was an obvious start, but the difference in heights of the large side "picture windows" was a little more tricky. It was decided to put a broad, dark band through the windows, but extending to the height of the 2200s' taller windows. By 1974, all of the 2000s were in the new colors. The Blizzard of 1979 aggravated another weakness in both the 2000s and the 2200s: their traction motors were self-ventilated, with a fan on the end of the motor shaft that drew in air from an inlet on top of the motor. The powdery snow was sucked right into the motors and caused many hundreds of failures; salty slush from expressway median operation on the Dan Ryan leg of the West-South had similar results. By Caught just south of the Loop at 8th St. and Holden Ct. in 1974, these four newly painted 1982, another series of new cars (the cars show the platinum mist and charcoal paint scheme. Photo by Bill Wulfert 2400s, with separately ventilated motors) had come to the West-South, permitting the 50 highestthey were moving fast because they could feel it in the rough numbered 2000s to move to the North-South (Howardride. Englewood-Jackson Park via the State Street Subway), which Despite some things that didn't work out as planned, the had no median operation. cars were fairly successful. After a few teething problems with Six of the 2000-series cars received a special Bicentennial the propulsion controls, they were generally reliable for several paint scheme, and the names of important people from our years. The solid-state battery charging converter and Nation's early history: 2175-2176 became the Ben Franklin, fluorescent lighting inverter were also fairly reliable, just as 2029-2030 the Betsy Ross, and 2113-2114 the Caesar Rodney. they were designed to be. You didn't need to use your eyes to They joined several dozen other cars, most from the 6000 know that a 2000 train was coming, though—the distinctive series, in wearing wide red, white, and blue stripes for a few whine they made could be heard quite clearly. years surrounding our Bicentennial. After the Bicentennial, The planned addition of two more 'L lines as the '60s drew 2111-2112 were painted similarly and named for the All to a close, both running in expressway median strips, prompted American City of Oak Park. CTA to order 150 cars to equip The cars continued moving away those lines. Their experience with from their long-time home on the the 2000s, seeing what worked well West-South, and by 1985, they were and what didn't, served them well in all on the North-South, except for designing the 2200 series, which the 40 highest-numbered cars which were built by Budd in 1969went to new territory for 2000s, the 1970. Even though the new cars Evanston route. Beginning in the looked nothing like the by-then early 1980s the cars gained the final somewhat dated-looking 2000s, elements of their last paint their innards were quite similar, with sch em e—thin r ed-whi t e-bl ue only incremental improvements. The trucks were a Budd design, though, Renumbered 1776-1976, the Ben Franklin poses at striping below the windows, and the "I Will/The Spirit of Chicago" logo, not related to the 2000s' design. Howard St. during a Snowflake Special. The first of the two lines to Photo by Bill Wulfert matching the 2400s and 2600s. The early '90s saw great change open was the Dan Ryan line, through at the CTA. The 3200-series cars were in construction by -routed with the Lake Street line and called the West-South. It Morrison-Knudsen, and there were enough of them on order to took all 180 2000s and about a third of the new 2200s to replace some older cars and equip the new Midway line. The operate the busy new line during rush hours. The rest of the last of the 6000-series cars were running on the Ravenswood 2200s served on the West-Northwest, which combined the and getting "long in the tooth." The 2000s weren't aging very Logan Square route and its new Kennedy extension with the well either—the inverter and converter, originally representing Dearborn Street subway and the Congress and Douglas a triumph of solid-state electronics in reducing maintenance lines. In late 1972, the 80 lowest-numbered 2000s were over traditional methods, were starting to become quite swapped with the 2200s running on the West-Northwest, thus troublesome, and parts were getting hard to find. The trucks putting all of the newer cars on the West-South. It didn't last— were a chore for the shops to keep in running condition. Even by mid-1973 all 180 2000s were back on the West-South, the floors were starting to require work—they were built with where they would stay for several years. end-grain balsa plywood and sheet aluminum under the rubber The striking difference in appearance between the surface, to keep weight down, and near the doors it was angular, stainless steel 2200s and the curvy, green and white swelling and heaving up until the door leaves rubbed and 2000s led to the design of a new paint scheme to try to make caught on it. Most cars had the floor taken up and replaced. them fit together more aesthetically. Painting the 2000s silver 10 • Rail & Wire • December 2010 The West-South and North-South lines had a trait in common: each had one busy leg and one not-so-busy leg. The total number of cars required to serve the line during rush hours had to be calculated based on its heaviest-ridership section, and if those legs were paired so that the lines had approximately equal ridership on each leg, cars could be used more efficiently. One section of subway connector track was built to accommodate the plan, and the Howard-Dan Ryan via subway (today's Red Line) and Lake-Englewood-Jackson Park via elevated (today's Green Line) routings went into effect February 21, 1993. Although some 2000s had already been scrapped in late 1992, those that remained were assigned to the Lake-Englewood-Jackson Park. CTA employee Pete Vesic was one of several IRM members who thought that a pair of 2000s should be preserved at IRM, and realized that their time was short. Pete, Bill Wulfert, and Eric Lorenz, among others, looked over the cars running in service in an attempt to choose a pair; physical condition, electrical history, modifications, and mileage since last rebuild all played a part in deciding which cars to get, as they usually do when we have a choice of cars. In the end, the cars that were chosen were 2153-2154, a pair with somewhat high mileage but good bodies and maintenance history and the original white rubber flooring. Starting in July 1993, car scrappings started in earnest. Spare parts for our cars were difficult to come by because of the unprecedented speed with which the 2000s were retired. Entire trains were being run into the dead line still warm from revenue service, and the cars were quickly lifted off their trucks and flipped onto their sides using large forklifts run straight through the picture windows. IRM members Jerry Saunders and Laddie Vitek stripped what they could and loaded the parts into 2153-2154, then disconnected the drawbar and wiring between our cars in preparation for shipping. They came to IRM by truck in mid-November. IRM operated a Snowflake Special excursion to commemorate the impending end of service on October 25. The last regular passenger operation was on December 19, and by the end of the year, the only 2000s left on CTA were the 2007-2008, renumbered to 1892-1992 and used occasionally as a "Customer Service Train." The 2000s, like most CTA equipment, draw traction power from the third rail, and have no overhead collection equipment. Combined with the fact that they were the first electric equipment at IRM with modern controls, unfamiliar to our Museum volunteers, it's not surprising that not much happened with the cars in their first few years here. In 1996, though, new volunteer Jay Affleck and I decided to clean up and learn about the cars, and see what kind of condition they were in. With technical advice from Jerry Saunders, we put together the car-to-car wiring and checked over the train. Using a stinger to bring 600 -volt power to one of the third rail shoes, the cars took their first power at IRM on August 18, 1996. The cars seemed to be in reasonably good shape, so we installed a "work car bus jumper" receptacle on one end's coupler—it's a high-current receptacle for passing power to cars without third rail pickup— and disconnected the shoe tie cables for safety. Coupled to pole -equipped 6000-series cars, the cars operated on the mainline for a few test runs on December 8, 1996. We had a little trouble with one traction motor, which we traced to a field winding with poor insulation to the motor case. It's a lower coil, which means the most likely cause is moisture accumulation, from outside storage. In the interest of not doing any more damage, the cars haven't operated in several years, awaiting indoor storage and a more regular manner of current collection. IRM's Snowflake Special excursions in 2008 and 2009 raised enough money to put the last of the PCC 5-50 cars into inside storage. This left the 2000s as the only CTA equipment still outside. After the 2009 Special, Bob Heinlein and I discussed this fact and decided to dedicate the money raised from the next Snowflake Special, whenever it might be, to putting the 2000s inside. As readers of David Fullarton's article in the June issue of Rail & Wire know, that Special was held on March 28, 2010, and produced an unusually large profit because of the heavy ridership. Equipment retirements on the CTA are coming in the next few years, though, and future excursion proceeds may be needed for other time-sensitive projects. At present, $9,000 stands between the cars and an indoor home. Because the cars are showing significant signs of deterioration from outside storage, they have been earmarked for inside space when the next barn is constructed—but only if they have enough funds by the time it's built. That next barn is coming very soon, and the 2000s need your tax-deductible support to get into it. Remember that your employer might be able to help too, if you have matching funds available. The continued preservation of your Museum's Space-Age High Performance cars depends on you. 50th Ave. station and 2153-2154 are together again at IRM after seeing each other daily from 1964 to 1969. Photo by Richard Schauer December 2010 • Rail & Wire • 11 RPO W__k_n^ [t IRM… M[king On_ Mor_ C[t]h By: Jon E. H[\_gg_r How many times do we say to ourselves, “I would give anything to be able to [fill in blank] again.”? Many of us become members of IRM to relive memories or fulfill dreams. IRM turns back the clock and provides opportunities to experience things again that you once enjoyed or try something for the very first time that is no longer available to you outside the Museum. IRM does this for members and visitors every day. In July of 2006, I received a phone call from Norbert Shacklette, a friend of mine from St. Louis. He had made arrangements to donate a mail crane to the Museum and would be driving up with his wife the following day to deliver it. He invited me to meet them at IRM for a visit. Little did I know that that phone call would be the start of my involvement in the history and preservation of the Railway Post Office (RPO). Starting in the middle of the 19th century, in order to speed up mail delivery, RPO cars were added to high-speed passenger trains. The mail was sorted en-route and then delivered to towns passed along the way. A mail crane, such as the one being donated by Norbert, was installed trackside in smaller towns where the trains did not stop. A canvas pouch filled with mail would be placed on the crane by an employee of the local post ABOVE: Former RPO Clerk, Bob Burkman (Albia, IA) poses office. A highly trained Railway Mail Service Clerk aboard the in the doorway of the RPO car with his son and grandson. Bob RPO car would snag the pouch with a hook, while is grasping the specially designed hook used for snagging canvas simultaneously kicking the outbound mail pouch onto the street pouches from a mail crane installed trackside. Photo by Jon Habegger below. During 2007, I watched as preparations BELOW: These smiling gentlemen are all former RPO Clerks. This group were made to install the historical mail participating in RPO activities on the Saturday during RPO Weekend… some making crane at IRM. First, two longer ties were their first “catch” in 40 years! From left to right: Gerald Lange (Portage, WI), Glen added to the mainline just east of the East Olson (Palatine, IL), Maurice Cox (Vermont, IL), Don Lauder (Fairfield, IA), Bob Union Station to serve as the base of the Neumann (Chicago, IL), Don Bliss (Burlington, IA), Cortie Rolison (Ottumwa, IA) Photo by Jon Habegger crane. A short time later, the crane was installed and refurbished to its earlier glory. Two good friends of Norbert had been RPO clerks – Andy Koval (Chicago, West Liberty, and Omaha RPO) and John Rothwell (Grand Rapids and Chicago RPO). Norbert’s goal was to provide both men the opportunity to “make one more catch.” For Andy, time was short since his health was failing. Nick Kallas was contacted and arrangements were made. On Saturday of the 2007 Members’ Showcase Weekend, Andy came to IRM accompanied by his sisters and family members. John was also present with much anticipation as was evident by the mementos that he brought… his Railway Mail Service badge, a cancelling iron, and 12 • Rail & Wire • December 2010 a mail pouch. At about 5:00pm, the Boyce, VA and Ed DeRouin, author of handicap lift aided Andy’s entry into the 30 Moving Mail and Express by Rail (2007). -foot RPO compartment of CB&Q 1923. In addition, the Union, IL Postmaster, Andy sat in a chair while the train backed Della Schmalz, was in attendance to cancel out of the station before making the run mail with a commemorative cancellation towards the mail crane. Andy’s eyes honoring the Chicago and Freeport RPO studied the interior of the RPO that ran on the Union Pacific (formerly compartment as he appeared to remember C&NW) line paralleling IRM’s mainline. times past. As the train began its run Della hung the mail pouches on the crane towards the mail crane, Andy stood up and and retrieved pouches thrown from the got into position to make his first catch in RPO during each run. A display of RPO 40 years. As the train approached the mail cancellations was set up in the East Union pouch, Andy rotated the car’s mail hook 90 Station by member Tom Post, providing degrees to make the catch. He snagged the yet another glimpse back in time. pouch, reached out, and brought it in the On June 12th and 13th of 2010, the third car. One would never have guessed that it official RPO weekend was held at IRM. had been 40 years since he made such a News has spread about the IRM event and catch. Andy sat back down with a broad each year, more former Clerks are coming smile and cradled the mail pouch as if it to ride the RPO and make “one more were a baby. On the return trip, John made Della Schmalz, Union, IL Postmaster hangs catch.” Among the dozen Clerks that a pouch on the mail crane during RPO his first catch in 40 years too. attended this year, there were three that Days. Andy died eight months later in May were new to the IRM experience. Della of 2008. At the funeral, his sisters told returned with a cancellation honoring the those present that, in his remaining months, Chicago and Council Bluffs RPO that ran Andy spoke frequently and fondly about on the CB&Q and the cancellation display his recent experience at IRM. He was was again set up by Tom Post. proud that he had made one last catch of a Wally Waldman (Chicago and mail pouch from a moving train. Carbondale RPO) was in attendance at the Following Andy’s funeral, Norbert 2010 event. He was accompanied by his suggested that IRM offer the opportunity to daughter, Cindy Rich, PhD from Eastern make “one last catch” to other former RPO Illinois University. Cindy taught a class at Clerks. In September of 2008, the first EIU this past spring which focused on the RPO weekend was held at IRM. Four work of the Railway Mail Service. A 30former Clerks attended including John minute documentary entitled Constant Rothwell, who returned not just to make Motion was created by the students in her another catch, but also to instruct visitors class. This video has been made available and enthusiasts how to perform catches. to PBS stations. On Sunday morning of As the train returned to East Union after RPO weekend, Cindy interviewed Clerks John’s 2008 catch, I asked him if this was in the RPO compartment of 1923. his “Field of Dreams.” He replied “Oh, Following the interview of the former YES!” Clerks, Cindy’s father made his first catch One of the former Clerks that arrived in nearly 40 years. Former RPO Clerk, Glenn Olson stands in on Sunday to relive his fond memories was the doorway of the RPO car waiting to Our special guests have had nothing but Don Bliss (Chicago and Council Bluffs make his catch. good things to say about their experience at RPO). After his catch, he told us of other Photos by Jon Habegger IRM. One gentleman said that he just Clerks whom he believed would be excited performed his duties as an RPO Clerk and to come to the Museum for the same experience. After has never been treated so well. consulting with Don, IRM moved the RPO weekend up to June RPO Days has been made possible by many of the in 2009 so as to not conflict with scheduled RPO Clerk volunteers at IRM. Special thanks to the Passenger Car reunions. Ten former Clerks attended the 2009 weekend, four Department for making CB&Q 1923 operational, the of whom were from Iowa and came with Don Bliss. Catches Operations Department for backing the trains out of the station were made by most of the men. One older Clerk came with his to allow two catches to be made on each trip during RPO son and, although he rode in a wheelchair, he insisted on weekends, and to the Diesel Department for providing the entering the RPO by walking through the Bessemer combine. locomotives pulling the RPO. This gentleman sat in the RPO with the breeze from the open On the heels of RPO Weekend 2010, Mark Gellman and I doors on his face, watching two former Clerks make their first were asked to create a display about RPOs for the exhibit cars catches in 42 years, and smiling. Shortly after the RPO in Yard 5. With help from Cindy Rich, we installed an exhibit weekend, he sent photos and wrote about how much he enjoyed that opened on July 4th. We hope to continue to add to the being able to ride an RPO again. He died this past January. exhibit cars and to enrich the experience during RPO Days. To Other interesting guests for the event included Frank help us achieve this goal, please consider a donation to the Scheer, the curator of the Railway Mail Service Library in CB&Q 1923 fund. December 2010 • Rail & Wire • 13 M[ss Tr[nsit in Milw[uk__ 150 Y_[rs [n^ Still Going! By: W[lt_r Ungl[u\ September 1956 view of Car 999 on Route 11. Note the triple wire to accommodate streetcar and trolley coach. Photo courtesy of Ken Josephson Milwaukee County Wisconsin is celebrating 150 years of transporting the public via its transit system. The planning and construction of the beginnings of a transport system in Milwaukee began in 1858. The following year, the Common Council awarded the first franchise to the River & Lake Shore City Railway Company. Then on May 30, 1860, the first streetcar pulled by four sturdy horses rolled down N. Water Street in downtown Milwaukee. This spectacular event brought cheers from the city of 45,000. The fare was 5 cents and the pay for the operator was 15 cents per hour. The line, featuring just the one horse-drawn streetcar, ran between East Erie Street and East Juneau Avenue. Move ahead 30 years and the transit system of Milwaukee was revolutionized with a new fangled vehicle, the electric streetcar! The first electric streetcars operated on Wells Street. It has been said that some people feared the streetcar. They worried that the electricity could flow from the overhead wires, through the streetcar, and electrocute them via the rails that were imbedded in the street. Despite this misconception, ridership continued to increase. The Wells line was eventually numbered Route 10. This route is currently the oldest continuously operating transit line in Milwaukee County. The “now historical” Milwaukee Electric Railway & Light Company (TMER&L) was born in 1896. Although the company was mainly established to operate Milwaukee’s transit system, they held a monopoly on all electric utilities as well. TMER&L continued its operations for the next 45 years before being split up to form the Wisconsin Electric Power Company (now known as WE Energies) and The Milwaukee Electric Railway & Transport Company (TMER&T). However, TMER&T was still a wholly owned company of the Wisconsin Electric Power Company. In the early years, all streetcars were two-man cars. The two man team consisted of a motorman and a conductor to collect the fares. During 1921, in order to cut labor costs, the crews were downsized to one-man operation. These “Safety Cars” were identified by their cream and orange livery. These same cream and orange cars carried Milwaukeeans until the demise of the streetcar on March 2, 1958. Two examples of Milwaukee’s one-man streetcars, 972 and 966, can be seen at the Illinois Railway Museum. Streetcars had a transit monopoly on Milwaukee streets until 1920 when the first motor buses appeared. 16 years later another new form of electric transportation—the electric trolley bus, also known as the Trackless Trolley, began serving the public. These buses premiered on the North Avenue Route 21 and the final trackless trolley was retired from revenue service on June 20, 1965. A fan trip aboard the Pullman Standard 350 marked the final time the trackless trolley was seen on the ABOVE: This Pullman demonstrates what Milwaukee winters do to coaches in service. LEFT: An articulated unit that was built from pairs of streetcars. Photos courtesy of Ken Josephson 14 • Rail & Wire • December 2010 Southbound General Motors TDH 5105 No. 1421 on Route 35 is across from Fond Du Lac Station. Photo courtesy of Ken Josephson streets of Milwaukee. 1950 brought the first diesel buses to Milwaukee and, to this day, they are the only form of transit vehicles in use. These first buses, the GM TDH 5105s, were numbered from 1320 to 1483. The Milwaukee & Suburban Transport Company had the honor of owning and operating the very last GM Old Look bus. The TMER&T / Wisconsin Electric Power Company monopoly was broken up in 1953 when the transit operation was sold to the newly formed company known as the Milwaukee & Suburban Transport Company, often referred to as The Transport Company. In 1964, with the construction of a new expressway system, the Freeway Flyer was introduced. The Freeway Flyer was Milwaukee County’s first true express bus. The Freeway Flyer was the idea of then executive, Henry Mayer, who eventually became the Managing Director of the Milwaukee County Transit System. The first Freeway Flyer ran between Wauwatosa’s Mayfair Shopping Mall and downtown Milwaukee. 12 routes of the Freeway Flyer system remain to the present day. The buses that serve these routes are equipped with a transmission specially geared for highway use, allowing a higher top speed. A self-sustaining transit system survived in Milwaukee for 115 years, and ran only on fares collected from passengers. After years of raising fares and cutting service, the properties of the Milwaukee & Suburban Transport Company were condemned and Milwaukee County acquired ownership. In 1975, Milwaukee County contracted the transit services to the newly formed company known as Milwaukee Transport Services. This company was formed to handle the operations of the new Milwaukee County Transit System. With the forming of the new county transit system, the livery colors of the fleet were changed to forest green and a lighter shade of green. These colors were chosen by John Doyne, Milwaukee County’s County Executive, to reflect his Irish heritage. In 1978, Milwaukee purchased its first air conditioned buses, Grumman Flxibles. To further bolster community support, during the late 1990s, buses sported white, blue, gold, and green paint. These colors were chosen to represent the Milwaukee Brewers, Green Bay Packers, and Marquette University Warriors. 2010 brings the first near zero emissions buses to the Milwaukee County Transit System, 40-foot New Flyer D40LFRs. Although these will still be diesel powered buses, a special fuel system sprays a liquid into the exhaust, chemically converting it to harmless nitrogen gases. The Milwaukee County Transit System will be the first system in the country to purchase buses employing this system. There are also plans to bring modern streetcars back to the streets of downtown Milwaukee by 2013. With the current climate of being “green”, these new vehicles make a strong statement that Milwaukee is forging into their next 150 years as an innovation leader. Milwaukee’s newest New Flyer No. 5100 Photo provided by Michael Wehr, Milwaukee Cty. Transit System December 2010 • Rail & Wire • 15 From th_ C[r Shop: El_]tri] C[r D_p[rtm_nt Up^[t_ July-S_pt_m\_r 2010 Compil_^ \y: Fr[nk Hi]ks Charles City Western 300 Pete Galayda continues to forge ahead on the Charles City steeplecab. The hood which is now at the west end was sanded and primed during the late summer, and preparation work for replacing the deck at that end of the locomotive was also done. In the meantime John Nelligan is working on tracing out the wiring for the locomotive so that it can be rewired and, eventually, made operational. Chicago & West Towns 141 sign painter, letters CA&E 431 Rewiring work continues on the Ron Coy, a professional th freehand at the 50 Avenue “L” station platform. He 141’s General Electric PC-5 control is outlining the “imitation gold” letters in black. system in advance of the rebuilt Photo by Randy Hicks motors coming back from the motor shop. Prep work is also being done on test-fitting the trucks under the car. scratching, as well as more testing in Septem ber, this was finall y diagnosed as a wiring problem. At some point during its Ohio career someone had swapped a small copper shunt from one part of the reverser to another, making one of the motors effectively inoperable. This was repaired and the car is now fully operational. Thanks to Tim O’Donnell for his help with this. Randy has also been working on the car’s interior and reinstalled the last step well during July. Chicago Aurora & Elgin 431 Car 431, formerly the museum’s only steel CA&E car, had been repainted some time back in the late 1960’s Brilliant Red and Aurora Grey livery. However the color chosen for the grey was not quite right, and following repainting of the other steel cars the 431 did not match. In August it was switched into Barn 2 where the upper half of the car was painted by contractors, after which the car was re-lettered CA&E. Chicago Aurora & Elgin 36 Following arrival of the 36’s motor truck from Connecticut as part of a trade with the Connecticut Trolley Museum (see last issue), Jeff Brady, Norm Krentel and Ray Schmid tackled the job of repacking the bearings in the truck. All four Chicago Aurora & Elgin 460 motor armature bearings and all four The 460 had been painted in late axle cap bearings were filled with June in a last-minute effort to get it poor-quality wool waste and some looking good for the annual July 4th The Michigan 28 crew (L-R: Ray Schmid, Norm had water in them. New waste Trolley Pageant, but surface Krentel and Jeff Brady) are in the inspection pit bundles were made up and used to working on the truck for CA&E 36 that was brought preparation had been minimal and replace the old waste and a broken back from Connecticut. Photo by Frank Hicks following the pageant the paint brush holder in one motor was began to fail. The car was put back into the Barn 2 diesel shop and the contractors returned to replaced. By the end of September the truck was ready to be put back under the 36. Errata Department: in the previous needle-chip it down to bare metal, patch where necessary and issue we inadvertently left out the name of Jeff Hakner, an IRM repaint it during July and August. Afterwards it was relettered by Ron Coy and put back into service. Car Department volunteer from New York City who drove up to Connecticut volunteers including Joel Ahrendt, Greg Kepka, Joe Stupar and and was a tremendous help during the aforementioned truck Rod Turner worked on troubleshooting the car’s motor swap in June. Thanks, Jeff! generator set and battery lighting system. A significant amount of air brake work was done as well to improve its reliability. Chicago Aurora & Elgin 319 Following the 319’s brief foray into operation on July 4th, The car was operated as part of the three-car steel train on Randy Hicks tackled some problems that had cropped up with Members Day in September with no issues. The side door drop the car. The brakes had been slightly loose and were adjusted sash project also continued: following construction of new door with help from Victor Humphreys, Joe Stupar and Henry sash for all three of the ex-Trolleyville CA&E steel cars, a crew Vincent. Bob Heinlein also helped with repairing a J type worked on installing hardware and putting the windows in the governor for the car. More pressing was an unusual noise cars. Workers on this included Joel Ahrendt, Dan Fenlaciki, coming from the #4 motor. After quite a bit of headKirk Warner and Rich Witt. 16 • Rail & Wire • December 2010 Victor Humphreys (L) and John Faulhaber affix hardware to one of the newly reupholstered seat backs for Milwaukee streetcar 972. Photo by Bob Kutella Eric Lorenz installs a latch for the equipment access doors on Cleveland PCC 4223. Photo by Bob Kutella Chicago North Shore & Milwaukee 757 It wouldn’t be IRM if there weren’t a North Shore car being worked on somewhere! Henry Vincent continued to work on the new end windows for the 757 during the late summer. The car’s seats are also getting reupholstered. John McKelvey has been going through the car re-covering all of the seat cushions and is nearly done with this. Former 749 volunteer Gwyn Stupar has begun work preparing the seat backs for re-upholstering, and plans are being made to clean up the car for service. The main job remaining is a truck swap, one of the original defects that took the car out of service. the roof by hand. Andy Sunderland located a 600 volt air compressor to replace one of the 1500 volt compressors and has begun the task of cleaning it up and making it operational again. This is one of the critical steps towards making the car operational. Greg Kepka did prep work on the pantograph so that it can be mounted on the roof. Chicago Rapid Transit 1268 Wooden “L” trailer 1268 was released for service during the early summer, and motorman training has commenced in earnest. In August there was an issue with one of the car’s journal bearings running hot but Bob Heinlein, Tim Peters and Bill Wulfert were able to repair it. The 1268 is now in the regular service fleet. Chicago Rapid Transit 1797 Tim Peters, who nearly single-handedly restored CRT wood elevated trailer 1268 over the past two years, has started working on motor car 1797. During the late summer both ends were disassembled to begin replacement of deteriorated wood and steel sections. Most work concentrated on what is currently the west end of the car, where the wooden posts and end door were rebuilt and window sills and framing repaired. The heavy steel framing behind the anticlimber was rusted out and welding repairs were done by Gerry Dettloff and Ed Waytula. Bill Wulfert helped with locating needed spare parts and hardware in storage and is analyzing the car’s battery and control circuitry. Next, work will proceed to the other end of the car where extensive wood repair work is also necessary. Donations for purchasing wood and other supplies are needed – please consider helping to fund the restoration of car 1797! Chicago South Shore & South Bend 1100 In one of the last big switch moves of the past season this giant car was moved into Barn 6, which will allow it to be moved in and out without people holding the trolley wire off Chicago Transit Authority 22 A broken motor mount was discovered on one of the trucks of this car, which is part of the museum’s regularly-used pair of CTA “singles.” Jerry Saunders swapped out the truck with a spare truck in good condition. Chicago Transit Authority 30 Work is progressing on this “single” car, the only one of the museum’s cars of this type fitted with a modern halfpantograph, in an effort to put it into service. Dave Fullarton and Bob Heinlein have been repairing and repainting roof boards and saddles, while Dave, Jeron Glander and Jerry Saunders replaced the car’s faulty motor-generator set. Chicago Transit Authority 4412 CTA 4412, one of the museum’s three operational 4000’s, suffered a broken casting in one of the sliding door mechanisms. Bob Heinlein and Bill Wulfert were able, with some difficulty, to access the sliding door pocket and replace the broken casting. Chicago Transit Authority S-105 Scott Greig continues to work on the CTA steeplecab. New steel for welding into place on the cab has been delivered and some replacement framing in the cab has already been welded into place. One of the locomotive’s doors has also been hung. Various components needed for the restoration, including a bell and a spare controller, have also been acquired. Cleveland Transit System 4223 Eric Lorenz and Ed Waytula made significant progress on the Cleveland PCC during late summer 2010 in continuing to prepare the car for repainting. Most of the car was sanded down and primed during August and September. In addition, December 2010 • Rail & Wire • 17 Indiana Railroad 205 Cosmetic restoration work on our Terre Haute streetcar, Indiana Railroad 205, continued during the late summer. Frank Hicks primed a set of new window post caps and installed them in September. A dash-mounted headlight that had been supplied some time back by Bob Bruneau was also installed with the help of Greg Kepka after Rod Turner cut a large hole in the dash at the east end of the car. Lake Shore Electric 810 George Clark is continuing to make progress on what is now the north side of freight trailer 810. He is working on making new wooden structural pieces for the car’s sides as well as fitting the wooden beam that will adjoin the steel Zchannel side sill of the car. Michigan Electric 28 Jeff Brady, Norm Krentel and Ray Schmid are making good progress on the Michigan interurban car even despite spending a fair amount of their time on the CA&E 36 truck project. A large caul for bending roof panels was built in July and was immediately put to use bending more of the heavy Masonite panels used to form the roof of this car. During late summer several more roof panels were bent to shape and then installed on the roof of the car. Work was also done on the interior of the rear platform, installing trim pieces and wooden edging. Tim Peters starts to disassemble rotted siding and framing pieces on the east end of CRT 1797 in the fall of 2010. Photo by Randy Hicks hardware that had been removed long ago was reinstalled and the blinker doors were fitted to the car complete with steel blanks replacing some of the windows, just as the car had in service. Cooperativa de Transportes Urbanos y Sub-Urbanos 19 Frank Sirinek and Mike Stauber, assisted by Dan Fenlaciki, spent a good deal of time during late summer working on the museum’s new single truck open car from Veracruz. The car sat outside for over a year in the early 2000’s while in Cleveland and suffered weathering damage to the bench seats. Frank has been removing the seats one by one, stripping, staining and varnishing them before replacing them. He has also been slowly going through and repainting the car, including a new coat of red paint on the letterboard that covers over the “Columbia Park & Southwestern” name applied to car 19 during its time at Trolleyville. The car was operated several times in revenue service during 2010 and proved to be a real crowd pleaser. Illinois Terminal 277 The yearly inspection on the 277 was started in early September in hopes that it would operate on Member’s Day, but rain prevented that. Some necessary air brake and compressor work was done in preparation, though. The 277, as well as other IT cars, will likely see more work over the coming months to prepare for an Illinois Traction Society meet in April. 18 • Rail & Wire • December 2010 Milwaukee Electric Railway & Light 972 As reported in the previous issue, a complete set of seats for the 972 was reupholstered at no cost to the museum due to the generosity of a corporate donor. In July these seats were reinstalled by John Faulhaber, Dan Fenlaciki, Victor Humphreys and Frank Sirinek, making the car’s interior complete and effectively finished. The next step will be wheel and truck work on the car; options for having this work done are being evaluated. Milwaukee Electric Railway & Light D13 Gerry Dettloff and John Faulhaber have been working on rebuilding the roof of one of the motorman’s cabs on the Milwaukee Electric dump motor, including creating all new wooden saddles. During late summer the basic roof surface of the cab was completed and installed. Sand Springs 68 Some progress was made on the Sand Springs car including light fixture work and construction of a new side window to replace one that had failed. Bob Kutella headed up this work, helped by Bob Milhaupt and Rich Witt. As always, a tremendous amount of work not mentioned here was done on smaller-scale projects, and I apologize to all of the people whose names were inadvertently left out. It takes dozens of volunteers coming out to work on a regular basis for all of this to get done, and many thanks are owed to all those who gave of their time and money towards all of the progress that has been made this year. Thanks to everyone who volunteered! Thanks also to Joel Ahrendt, David Fullarton, Scott Greig, Joe Stupar and Bill Wulfert for their help in preparing this article. ‘Roun^ th_ Groun^s… Th_ South Shor_ Lin_ Sign R_stor[tion By: D[v_ Di[mon^ Bend Railroad is often referred to as the nation’s last interurban railroad. The 90 mile line operates electrically Ex- New York Central R-2 locomotives built by Alco/GE in 1931 powered trains from and obtained by the South Shore in 1955 pass the sign and station Chicago’s Randolph at Gary. The six locomotives, numbered 701-706 by the South Jerry Appleman Photo Street (Millennium) Shore, operated until 1975. Station over the Illinois Central Electric south out of County, Indiana. By the 1930’s, its downtown to Chicago's southeast side population had risen to over 100,000. (It where it then runs east on its own rails to would peak at just over 175,000 in 1960, East Chicago, Gary, Michigan City and then decline to under 100,000 today.) The ultimately South Bend. It was first American steel industry’s large US Steel established in 1908 and in the mid 1920’s Gary Works Plant played into these was obtained and modernized by utility population fluctuations, The South Shore magnate Samuel Insull. Serving the region Line used the Gary Station as a midpoint through various owners and bankruptcies passenger terminal. A coach yard was including the Chesapeake and Ohio located there for trains to lay over. Hourly Railroad Company (1967), the passenger service was provided to South Bend and operations would become publicly funded half hourly service was provided to points in 1977. The much revered 1920’s era west, terminating at Chicago. Exact dates on the installation of the orange cars operated until the early 1980’s and were replaced by neon sign at Gary are lost to time, but modernized cars which still interesting facts that narrow the timeline carry the railroad’s passengers about the sign are known. The sign IRM to this day as the Northern restored, is actually the second station sign Indiana C o m m u t e r at Broadway and 3rd Avenue. In the late T r an spor t a t i on Di st r i ct 1920’s under Insull ownership, a SOUTH SHORE LINE sign was placed at the same (NICTD). Gary, Indiana, located 25 location that our sign would occupy in m il es fr om down t own later years. Few photographs exist, but Chicago, was a regional research using dated photos has concluded center of commerce and that the neon sign IRM restored was population in the first half of installed sometime between 1929 and the 20th century in Lake 1946. Research has found that the railroad “modernized” several stations during the WWII years, including ABOVE: The earliest complete image Gary, by improving and enlarging photograph of IRM’s neon sign taken on July lunch counter operations, but no 7, 1951 by Barney Stone captures the passing specific mention of a new sign at westbound steam locomotive on the Baltimore Gary in the Annual Reports was & Ohio tracks. Barney Stone photo, courtesy made. Other less elaborate neon Krambles-Peterson Archive signs were featured on stations at RIGHT: An interesting view of the “first” Hegewisch, Hammond, Michigan South Shore Line sign and Gary station City and South Bend. Perhaps it complex believed to be in the 1926-1932 time was around this time that the new period. Note a classic observation car on a neon sign was added? westbound Baltimore & Ohio train on the The neon sign that IRM mainline. Frederic J. Corporon collection, preserved was located at the Gary Courtesy of Roy G. Benedict The South Shore Line sign was the m ost com pl ex sign r est ora ti on completed at IRM thus far. The sign, originally from the Gary, Indiana station, was displayed in between Barns 3 and 4 for over 25 years. It was last illuminated in the early 1970’s in Gary and then fell into disrepair. Time had taken its toll and the sign certainly had seen better days. It had become a pigeon and bird roost and was in desperate need of assistance. The South Shore sign would round out the refurbishing of the three major Chicago area interurban sign restorations including the Chicago Aurora and Elgin in 2005 and the North Shore Line in 2008. The South Shore sign would be one of the most expensive due to its size and complexity which included neon tubing and incandescent chaser lights at the top and bottom along with the illuminated train at the top. The Chicago South Shore and South December 2010 • Rail & Wire • 19 This photo details the sign in better days complete with neon tubes and chaser light bulbs still intact. The neon tubes were faithfully recreated by the staff at MK Signs. Photograph by Gordon Lloyd Sr, Norman Carlson collection The electricians at MK Signs work on re-wiring the sign. The difficult restoration took over a year to complete. Photo by Dave Diamond station until 1982 when the Indiana Toll Road built new ramps After spending over a year indoors at MK Signs, on April 7, leading to Interstate 90. As part of the project, the South Shore 2010 the sign was returned by Dave Erhard of MK to IRM. tracks were moved south towards the site of the yard and grade Through careful planning and placement the top pole sections separated over Broadway to create the new Gary Metro Center lined up perfectly with the steel poles set by IRM personnel the station, which opened June 18, previous fall. All electrical 1984. control and power had been The long awaited restoration brought to the sign poles during of the sign would begin on the construction phase and the January 3, 2009. A crew sign was powered up within a few assembled ready to work in the minutes after installation. The cold after New Year’s festivities beautiful orange neon glow wore off. B&G regulars including combined with the incandescent Jerry Lynn, Tom Opolony Jr, Les chaser light bulbs came to life for Ascher, Wally Ostopowicz, Max the first time in many years. A Tyms and I were assisted by Nick fascinating vestige of the “little Kallas, Bob Rayunec and Tom railroad that could” was back in Opolony Sr. We worked to place for all to see and enjoy. remove the sign and placed it on Through all our research, there an IRM truck for transport. The still are unanswered questions. weather in January, as everyone Work began at IRM in the Fall of 2009 in preparation for the What did the sign look like at night knows, can be extremely dicey, re-installation of the South Shore Line sign. originally? No known photographs Photo by Dave Diamond and it certainly was. Significant of the sign in Gary illuminated at snows would delay transport of the classic porcelain sign into night exist. Of course we have the approximate time period of Chicago for several weeks. Finally on January 22, 2009 the the sign’s installation, but never could pin it down to a specific sign was transported via surface streets from IRM to MK Signs year. These questions may never be answered! where their crew would begin the lengthy restoration project. We are indebted to the following individuals for their BELOW LEFT: The newly restored South Shore Line sign arrives at IRM on April, 7, 2010. BELOW RIGHT: The sign is carefully lifted onto the steel poles set by IRM personnel the previous fall. It was a perfect fit! Dave Diamond Collection 20 • Rail & Wire • December 2010 untiring research, technical assistance and vast photographic archives in helping to restore the sign and prepare this article; Roy Benedict, Norman Carlson, Peter J. Miksich, Jr, and Art Peterson. A constant reference photograph (for MK Signs and IRM) that aided restoration was taken by Gordon Lloyd, Sr. from Norman Carlson’s collection. We also extend thanks to those who donated to the B&G Sign Restoration Fund and purchased obsolete signs from Chicago’s L, whose proceeds helped offset the restoration costs. Your continued contributions and purchases will ensure the maintenance and restoration of this and other unique signs at IRM. The sign illuminated at night for all to enjoy the brilliant array of colors! Photo by Dave Diamond 749: Th_n & Now By: E^ Oslowski As an 18 year old Chicago lad in August of 1965 I heard of a Rail Museum that had opened in a far away town of Union, IL. Of course, in that era, GPS and MapQuest did not exist – just good old fa shi on ed pa per maps. One sunny Sunday I asked my high school sweetheart, Judie, to venture out with me to see what this Museum would offer. She accepted the invite and in my first car, a 1961 Chevy August, 1965 Photo by Ed Oslowski Corvair, which I had recently purchased, we set out to the Museum in the country. Judie remembers that it felt like an eternity to get to our destination. When we finally arrived and parked on Olson Road we had to walk along a dirt path with overgrown weeds and wild grasses. To my delight this path was lined with railway Museum cars such as CSL 144, Aurora and Elgin 431, Ely, Shay steam engine, North Shore equipment, etc. all of which was being stored until the Museum set a yet undeveloped plan into work. Judie & I took photos of one another posing with the different cars – one in particular was Judie hanging off the side of North Shore 749. Years passed and photos put away and forgotten, I found myself back at Union in 1992 - now as a volunteer to help do restoration work – on the very same North Shore car that I photographed in the weeds many years before. Whoever would have thought that one day I would be part of a group of approximately 30 people wh o worked on the North Shore 749 bringing it to its current majestic and historic look. The dedication of this car on June 19th was an extr emely meaningful occasion for me. June, 2010 Photo by Gwyn Stupar Car 749 was placed into regular revenue service for many to ride for years to come. The newly restored interurban car shown in the photo above, taken on June 19th at the dedication, shows my wife of 43 years posed and photographed as she was over 45 years ago-– a flashback in time – a time long before I realized what the North Shore Car 749 would mean to me and the joy I would experience being part of a crew of volunteers that brought back to life this famous North Shore Line Interurban car. December 2010 • Rail & Wire • 21 Post-S_rvi]_ History of S[n^ Springs R[ilw[y No. 68 By: Bo\ Kut_ll[ In 1918, the Cincinnati, Lawrenceburg, and Aurora Electric Street Railway Company was in desperate financial condition. They needed cars which drew less current, were lighter on the track, and in general, represented a new concept. Our No. 68, then numbered 918, was built and operated until the line was abandoned in 1930. On February 1, 1932, the car was purchased by the Sand Springs Railway of Tulsa, Oklahoma where several modifications were made before it entered service. The complete story of Sand Springs Railway No. 68 service history was told in the September issue of Rail & Wire (#224). After its retirement on January 4, 1955, No. 68 was pushed by towbar into the depths of a carbarn in Oklahoma and sat gathering cobwebs, uncertain of its future. It was eventually moved to the area fairgrounds, along with a small steam locomotive in a stillborn attempt at setting up a railroad museum. In further developments of what might be construed as a car with nine lives, the motors, controllers, and some of the underbody equipment were removed and scrapped. The car was later sold to Ozark Mountain Railroad of Beaver, Arkansas. Their intent was to develop a tourist railroad, and the 68 was to become a coach on their steam powered operation. Apparently someone did not do his homework since the 68 has no conventional underframe or center sill and there was no way to install couplers for it to be pulled in a train. And of course, the 68 has straight air braking, so it could not be adapted to automatic air train brakes. RIGHT: Car No. 68 sits alone in a car barn in Tulsa, Oklahoma for five years before it is relocated, along with a steam locomotive (BELOW), to area fairgrounds for a planned railroad museum. That plan was never implemented. RIGHT: John J. Meyers Collection BELOW: Charles King Photo 22 • Rail & Wire • December 2010 Sand Springs Railway 68, loaded on a flatbed truck, arrives at IRM on February 27, 1967. Here it is crossing through our Olson Road gate toward Yard 1 (now 50th Avenue). Photo by Frank Sirinek Ozark Mountain was operated by a group of fans and enthusiasts; they were interested in seeing the car saved by some preservation group, so once again the 68 lived on to escape the scrapper’s torch. Throughout this period it sat forlornly in a Tulsa scrap yard waiting for the future, never leaving its roots far away. In a way, the car was ultimately saved by the grapevine, as our fellow museum groups communicated the fact that this car still existed. Coincidentally, IRM had acquired ownership of our Frisco 1630 decapod, and it last served out its active days at Eagle Picher mining, near Tulsa. What could be more natural than to inspect the 68 as our intrepid members drove through Tulsa? Coming so few years after the abandonment of the North Shore (when complete cars were available) this car proved to be little more than a stripped carbody, with much of the wood structure roof, windows and doors needing attention. But it did have potential with the steel sides and underbody judged to be in good shape. We had many of the components to restore the car, although the motors we had were GE 264A (salvaged from a Milwaukee 800 series streetcar) with sleeve armature bearings vs. the original GE 258 ball bearing motors. Otherwise the motors are identical. After much searching, we managed to make two of the rare K-12 controllers from ‘kits’ including new reverser drums we made to allow switching of the appropriate leads for a four motor car. After more arrangements were made, Dave Shore and Norm Krentel traveled south to Tulsa to oversee the loading process. On February 3, 1967 the Tulsa-Sapulpa Union Railroad moved New York Central 500440 flatcar into a siding for us. The same day, truck mounted cranes from American Storage and Transfer Company lifted the car and loaded it. The loading did not go completely unnoticed as the scrap yard was in easy sight of a major highway. At one point a crew from KTUL-TV stopped by and recorded the event for airing on the evening news. Dave Shore and Norm Krentel both got some ‘face time’ answering questions about the trolley car and its eventual home at IRM in Illinois. On February 3rd, the car left Tulsa on the MissouriKansas-Texas line. It was routed via the MKT to Kansas City and then Norfolk and Western to Decatur, Illinois and on to Chicago. It arrived in Landers Yard on the morning of Sunday February 12, 1967. The car was sent by mistake to Calumet Yard of the former Nickel Plate where it remained “lost” for three days. By Friday February 17th, the mix-up was straightened out and the Belt Railway of Chicago moved the car to the very large Proviso Yard on the C&NW. The following week, on Friday the 24th, the car was delivered to the Guse Coal siding in Union. On Saturday we used a large over the road flatbed truck and trailer for the final leg to our site. It was a very cold arctic-like morning when the 68 became the first car to sit Restoration work began almost immediately on what is now a after its arrival at IRM. Frank Sirinek very large and well developed GENERAL DIMENSIONS This is a drawing of the car laboriously developed on a CADD drawing system from exact measurements taken from our car. Copyright Bob Kutella Length over buffers Length over body corner posts Length of platforms Width overall Height from rail to top of roof Height from rail to underside of car Height from rail to steps Height from step to platform Truck centers Width of seat Width of aisle Seat spacing Seating capacity 40’ – 6” 30’ – 6” 4” – 7” 8’ – 3” 11’ – 3” 25 ¾” 16” 12” 20’ – 6” 38” 22” 30” 44 EQUIPMENT WEIGHTS 4 – GE258-C 25 HP ball bearing Motors Cincinnati Car Co. Arch Bar 5’-8” wheelbase Trucks General Electric Company 70/17 ratio Gearing 24” diameter Wheels 2- General Electric K-12A Controllers General Electric US-15-C, w/trolley wheel Trolley base General Electric straight air w/emergency Air brakes Air compressor General Electric CP-25-C Air compressor governor General Electric Type ML, form A-1 Brake valve General Electric Type S, form L-1 Circuit breaker General Electric MR-12-D 2- General Electric boxes, RG, form A Resistance General Electric Holophane prismatic shades Car lighting Dayton hand brake Hand brake General Electric Service Supply Corp. “Golden Glow” Head lights 8” x 12” Brake cylinder General Electric Type E, form J-1 Emergency valve Hale and Kilburn No. 199-A Seats Car body alone Trucks, per pair Motors and control Air brake equipment Total (in pounds) 14,140 5,936 4,884 1,200 26,120 You can easily see that this was indeed a very lightweight car design. For comparison it is about half of what our Chicago Great Western caboose weighs! This is one reason this author does not recommend running the car through closed spring switches as there is just not enough weight to push those points aside if the mechanism is at all tight or misaligned. It only takes a minute to throw a switch! Specifications (as-built) Source: Modern Interurban Cars, General Electric, 1925 December 2010 • Rail & Wire • 23 In this 1969 photo the car was being switched from its initial resting place in Yard 1 (now 50th Avenue). With its light weight and no motors, the “switch engine” consisted of the strong backs of two members pushing the car. Ralston Taylor Photo the problems of the motors and controls. At last! In November of 2004, just short of 50 years since it had last operated, the pole went up and the 68 moved out of Track 42 under its own power. The car has operated in the various Trolley Pageant displays, and for special occasions and charters several times, having logged 75 miles of operation as of April 2010. With over forty years logged into the restoration efforts, volunteers continue to add the finishing touches. Please consider a donation to the Sand Springs 68 fund to help keep the car maintained. Museum Campus. The first order of business was to install masonite covers over most of the open windows. Before the snow melted that task was under way. Over the years at IRM the car has steadily received attention to try to bring it back to a restored and operating condition. The car sat for several years in the open air in Yard 2 (now Barn 2), then lived indoors at the east end of Barn 3 before the elevated walkways were constructed. Those raised walkways necessitated a move to Barn 7. And finally the 68 moved to various spots inside Barn 4 where we were really able to attack To read the pre– and post-service history of Sand Springs 68 in its entirety, visit http://hickscarworks.blogspot.com/2010/07/ss68.html BELOW: An example of a ‘special charter’ where we hosted about 75 smiling folks who were attending a meeting of the Old Wood Working Machine group in 2007. Roy Wall Photo BELOW: This splendid photo from 2005 shows the 68 triumphantly negotiating the “S” curve, every seat filled, on the IRM car line loop. Mike Farrel Photo 24 • Rail & Wire • December 2010