October – December 2016 Volume 36 Issue 4

***Highlights from the North Jersey METCA Show ***

Metropolitan Division Waybill Train Collectors Association Vol. 36 Issue 4

Board of Directors 2016-2017 President~ Kevin Quinn Vice President~ Stuart Rankin Inside This Paper Issue: Secretary~ Robert Amling Photo layout of the new NJ METCA show! A tribute to Treasurer~ Jeffery Corrick Arno Baars. Larry’s Long Island sound and much more! Director~ Larry Laskowski Director~ Sam Deo Director~ Doug Schembs Inside This E-Issue: Director~ Rem Hunnewell All of the features of the paper issue plus the another edition of Lionel Oddities and the history of Ives! TCA MISSION STATEMENT To develop an appreciation of and to preserve an important segment of history~ Tinplate Toy Trains~ through research, Coming in the next Waybill: education, community outreach, fellowship, establishment of NYSME O gauge layout, Updates from the 4H kids club collecting standards, and to promote the growth and enjoyment of and much more! collecting and operating toy, model, and scale trains. CONTACT METCA Asking for your help! Website: www.METCA.org …This is your Waybill Folks! We want to hear from our Jeffery Corrick: [email protected] MIGS about what they are doing it this hobby. Send us Discussion: http://groups.yahoo.com/group/METCA/ news, a photo(s), or a story. I want to see your name in Facebook: the byline! Send your info to [email protected] https://www.facebook.com/METCA-128942873789498/ On The Cover: Correspondence, membership and mail issues: NYSW SU-100 with WS-2 at the controls by METCA Secretary 5 East Warwick Ct, Farmingdale, NJ 07727 Phone: 718-541-8619 Newfoundland Station just after sunrise by Michael Fax: 732-938-2024 William Sullivan Email: mailto:[email protected] Credit: https://www.flickr.com/photos/sullivan1985/

Train Collectors Association Application Answer to Abandoned in METCA’s previous cover: https://traincollectors.site- The old Newfoundland Station in West Milford NJ ym.com/general/register_member_type.asp? Source: Metropolitan Division (METCA) Application http://www.rt23.com/Scenery/newfoundland_station// http://www.metca.org/documents/2017%20application 100_0966.jpg .pdf This Waybill is dedicated to the memory of George Train Collectors Association National Officers Wybenga and Arno Baars. President Charles R. Anyan, #69-2511 President-Elect Joseph Fanara, #82-17381 Has your contact information changed? Vice President Rupert C. Campbell, Jr., #94-9537 Secretary Christie M. Wilson, #91-32878 Please submit any changes, or pending changes in E- Treasurer Rick McKenny, #92-35064 Mail, Phone, or Physical Address to the METCA Past President Wayne S. Sheriff, #99-49818 Secretary at secretary.metca.org (Please include your full name when emailing) TCA National Website or http://www.traincollectors.org METCA Secretary The views expressed by the contributors to this publication are their 5 East Warwick Ct own and not necessarily those of the Waybill editor or of the Train Farmingdale NJ 07727 Collectors Association 2

November 2016

“From the Tower”……………K.J. Quinn

So I left the tower…… on October 15th to start a week vacation. YORK. Yes, this was my very first time to the Eastern Division’s York train show. Renee and I started our York experience at the National Toy Train Museum & TCA HQ in Strasburg on Wednesday the 19th. The museum looked great with all updated displays and new lighting. The new Lego display was very cool. Bob Lubonski and the museum committee did nice work. The entrance hall was set up for the presentations that were scheduled for the day. Some of the presenters included Lionel, Bachmann, MTH and the Fort Pitt Division. George Starz & Chris Di Cianna gave a very informative presentation about the convention in Pittsburgh. Check out the convention website and “Get your caboose to Pittsburgh”. I highly recommend a trip to the museum. (Which gives me an idea for a possible future trip Hhhmmm.) The national office also had a tent set up with extra inventory for sale to TCA members. By 9:30AM there was a line to get at goodies. The sale went very well. Whatever was left over went to York. A great job was done by Tammy, Amy, Melody, Carol, Tim and all of the staff & volunteers to make the open house a success.

METCA President Kevin Quinn with TCA Member services coordinator Amy Fry

The York experience was great for us. We met many friends there and made new ones. I made one great purchase which you will read about later. As great as it was for us I must pass along some sad news. METCA member George Wybenga suffered a heart attack at the show and passed away at the hospital in York PA. Our thoughts, prayers & condolences go out to his wife Betty and his family. He will be missed by all.

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While at the TCA’s executive board meeting on Wednesday night I made a proposal to the board regarding the endowment fund. This fund is designed to lock in the TCA’s financial future. My proposal was that each of the other 19 divisions contributes $1000 and national contributes $25,000. Once the $44,000 dollars is collected METCA will contribute $25,000 to the fund. It’s a challenge that has been done in the past for other projects. This challenge is for TCA’s financial future.

On October 29th, 2016 METCA ran its first joint train show with the New York Society of Engineers with much success. A lot of logistics went into this being it was a first time for both clubs to co-host a show. There were 90+ tables filled with trains. The people who attended were buying because boxes and bags of trains were going out the door as long as you priced them right. Many thanks to Andy Brusgard & Bob Lavezzi from NYSME for their hard work in help putting this together. From the METCA side, thanks go out to Bob Amling, Rem Hunnewell, Stu Rankin, Doug & Lois Schembs, Jeff Corrick, & Sam Deo for putting in a lot of time to make this show successful. We plan on having another joint show with NYSME in 2017. We are always looking for members to get involved and have fun in the process while putting together a successful show. To our members on the NY side of the river, METCA wants to run another show on that side but needs volunteers to run it. If interested, please contact me. Now that train show season is upon us see you at the shows.

It’s that time of year again. METCA Division dues are due. How do you know whether you owe dues? Look at your address label or your membership card. If it indicates paid through 2016, you owe dues. Please remit $5 per year or $25 for six years in advance in a check made payable to METCA. Mail checks to Robert Amling, METCA Secretary 5 East Warwick Ct, Farmingdale, NJ 07727 on or before 12/31/2016. Please insure that all your personal information including phone numbers and email address are correct as that will help us create the METCA roster and membership cards.

Paper Waybills are a separate subscription; they cost $10 per year or $50 for six years. Emailed Waybills are free.

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The METCA show returns to NJ!

After a long hiatus, METCA in conjunction with The New York Society of Model Engineers (NYSME) had our first ever North Jersey Train show in East Rutherford NJ. The show took place on October 29 2016 and we had a great turnout. With over 90 tables sold and in excess of 150 people through the door, we had a great turnout. To top it all off, the NYSME had their layouts running so after you hit the show, you could walk down the street and see some fantastic model railroads in action! We’ll be doing an article in the next Waybill about the O gauge layout at the NYSME. Now what’s an article on a show without pictures!

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As you can see, the isles were filled!

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Need a light?

How about a trolley?

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Even a couple of unique Lionel pieces could be found, like this Lionel Naval Compass from WWII!

Or this ultra-rare Lionel 5C test set (the e-Waybill has a nice write up on this)

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There was a little something for everyone, ranging from HO…

Vintage catalogs…

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And plenty of parts to keep your railroad running.

And this show wasn’t just a scale model meet, here are some great vintage windups!

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And what’s a METCA show without the board. From L to R Jeffery Corrick, Rem Hunnewell, Robert Amling, Sam Deo, Doug Schembs, Kevin Quinn and Stuart Rankin

A special thanks to METCA and the NYSME, great show!

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LONG ISLAND SOUNDS Larry Laskowski Toy trains and the Christmas Season……. A celebration of happiness and joy and model railroading. Our Long Island clubs welcome you to share their layouts during this time of the year at their open houses. So come with family and visit our clubs for a fun experience. The Railroad Museum of Long Island. Has two weekend events and Santa arrives promptly at noon so don’t miss Santa. Check their website. The organization is raising funds to restore LIRR G5s 39 to operation. You can help them with a donation. Club Info at http://www.rmli.us/RMLI/Riverhead_Site.html . Open House events are as follows: Visit these clubs and tell members what a great job they are doing on their layouts. Date Club open House Address Hours Nov 19-20th Central Operating Lines Toys for Tots 50A Carlough rd Bohemia NY 11AM - 4PM Nov 26-27th Trainm3-4thasters of Babylon 120 Schmitt Blvd Farmingdale NY 12--4PM Dec 3-4th Nassau Lionel Engrs 2953 Hempstead Tpk Levittown NY 1 – 4 PM Dec 3-4th Railroad Museum LI Greenport RTE 25 at LIRR station Greenport NY 11:30AM -3PM Dec 3-4th St James Model RR RTE 25A & Mills Pond Rd St James NY 11Am - 5PM Dec 10-11th Railroad Museum LI Riverhead 416 Griffing Ave Riverhead NY 11:30AM-3PM Dec 10-11th Nassau Lionel Op. Engrs 2953 Hempstead Tpk Levittown NY 1 - 4PM Dec 11th Central Operating Lines 50A Carlough Rd Bohemia NY 11AM-4PM Dec 10-11th Trainmasters of Babylon 120 Schmitt Blvd Farmingdale NY 12 -4PM Central Operating Lines now has an additional layout built specially for younger model railroaders with lots of interaction and play. COL’s open house in November is in conjunction with the US Marine Corps Toys for Tots Drive. So please remember to bring a wrapped sealed toy for a needy child.at Christmas. Good Events to see the club so check them out at 50A Carlough Road in Bohemia NY, just off Johnson Ave and South of the Long Island MacArthur airport. .The club is looking for New Members so sign up if you like what you see. Info at www.coltrains.com

The Nassau Lionel Operating Engineers layout will be on view during the club’s December 2016 open House. When you visit, ask about the club’s Lionel car offerings including a Lionel car celebrating the 100th anniversary of Nathans Famous of Coney Island. Ask about becoming a member. The club is at 2953 Hempstead Turnpike in Levittown NY. Club info at http://nloe.org/

The St James Model Railroad Club has had holiday open houses since 1984.New for 2016 are new switches, track and completion of a reversing loop along with enhanced scenic features. The club layout is 38’ by 48’ with mains, yards and subway. New members welcome. They are at the Mills Pond House, 660 Route 25A, and Saint James, NY. Club info at http://stjamesmodelrailroadclub.weebly.com/

The Trainmasters of Babylon has added a new drive in theater. Remember those? It’s a great layout with lots of great trains and scenes to see. The club also recruiting new members. Info at. http://tmbmodeltrainclub.com/

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A Tribute to Arno Baars

By Sam Deo 05-59610

On September 16, 2016 we lost one of the greats in the standard gauge world, Arno Baars. For those of you who don’t know, Arno was instrumental in modern standard gauge trains and the collecting of them. If it wasn’t for Arno I wouldn’t know anything about McCoy, MEW, CMT and many others. Arno was a great guy and he will surely be missed.

With permission from Marc Kuffler from the Standard Gauge Blog, http://stdgauge.blogspot.com/ Here are a couple photos of Arno’s incredible and extensive collection.

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Homemade Ferris wheel Chase Brickman – Somerset County 4H Trainmaster & METCA Kids Club member

The train Ferris wheel started out more as a practical idea than something for entertainment. My father and I wanted to put a “HO” track around the living room, but soon realized that putting a shelf around the edge of the room was not the best thing to do. So we tossed around the idea of one shelf, but couldn’t figure out how to make a train, stop and reverse by itself. Not to be deterred we somehow came up with the idea of a Ferris wheel. After finding an old bike wheel and an old erector set the idea of a Ferris wheel began to take shape. We bent some HO flex track to the radius of the spokes. Now to make this wheel spin, after a little digging through a junk box for more parts, my father and I did a little reverse engineering. The power source is an old Tranpack transformer. The wiring runs from the transformer up one leg of the wheel and to a commutator that’s made with an old remote control car motor and scrap copper pipe. After a few tests we manage to make our first generation wheel. The time it took to make this project was about 2 months of on and off work.

Figure 1 Chase Brickman with custom Ferris wheel 2016 photo: METCA

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Figure 2 admirers of the wheel at Somerset County 4H Trainmasters show June 2016 photo: METCA I ended up bringing it to a few train shows and surprisingly people were fascinated by it. They asked a lot of questions once they realized that the center was an old bike wheel. So learning from the first wheel we built a second and even a third generation wheel. With the latest having cars made from old metal table legs. We even have plans in the works on making an “O” scale version. Stay tuned.

Figure 3 custom Ferris wheel working the 2015 TCA Convention Somerset NJ photo: METCA

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Lionel Oddities - Lionel 5C Test Set By Paul Olekson

Reprinted from http://www.tcaetrain.org/articles/collecting/TEST_SET/

Let's leave the familiar path of toy train articles and take a look at a Lionel test set.

For many years I wanted one of these. I did not want the larger 5F model, but rather wanted something in my collection that would be representative of all Lionel test sets. I didn't need more than one, nor did I want to pay too much. The Lionel 5C test set seemed to fit my criteria exactly.

It took many years for me to buy one, but I always remained loyal to my goal. In fact, 16 years before I actually became the owner of a 5C, I was able to buy a full original set of “Lionel Service Manual” pages for one.

Through the years, there were a few encounters with these test sets at train shows and eventually on eBay, but either money or condition kept me from my desired piece. I did finally purchase one and after examining it closely at home, realized that it had endured many years of repair and tinkering at the hands of previous owners. I learned a lot from the study of that first 5C set and in the end sold it on eBay. Much to my surprise, thanks to good photographs and an accurate description, that test set sold for two hundred dollars more than I paid for it.

At York in April 2006, armed with my newly acquired knowledge, I found another 5C test set. Everything about it seemed right so I purchased it. It is that test set which will be examined in this article. I only have the one, so there will be no lavish side by side comparison of three or four examples.

The tour will be a straight forward and unusual close look at what I believe is an excellent, complete, and original example of a piece of Lionel service equipment.

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The 5C is a compact unit. It tested just about everything Lionel made in the days just after World War II. Jacks on lower right tested various things including transformer circuit breakers. I tried that and it made me nervous!

The front panel of this set is secured to the cabinet with slotted self-tapping screws. I have seen some with Phillips head screws, but I do not think they are appropriate for the late 1940's era of production. The cabinet is coated in a gray crinkle paint. It has a faint but detectable yellow tint from age. I am guessing, but the slope front steel cabinet was probably a commonly available radio cabinet in its day. If you have ever seen the comedy movie, “It's a Mad Mad Mad Mad World,” there is a sequence in an airport control tower. The flight controller's radio station in the tower is a larger version of this cabinet. The switches and dials on the front of that radio immediately put me in mind of Lionel's test sets.

Gray crinkle paint that has slightly yellowed with age is applied uniformly inside and out. This slope front steel box was possibly a commonly produced two way radio cabinet for commercial use in the 1940's.

A few words are in order about the test track on the cabinet top. My service manual sheets which were not acquired with the set, show two RCS track sections on top. I did have a chance once to see another instruction sheet that depicted one RCS track to the left and a plain O gauge straight to the right. The top surface of my test set cabinet has a few small extra holes that were sloppily drilled outside of the factory.

However, there are two sets of diagonal holes in the top that appear factory drilled. The right hand set would align perfectly with holes in the ties of a plain O gauge straight track. Perhaps my test set is older than my instruction sheet which is dated “1-48.” I

17 believe it would be valid to have either one or two RCS sections if you intend to keep your 5C set in its original configuration.

When I purchased my 5C it came ‘upgraded' with two UCS sections. I have replaced them with an RCS and an O straight.

Wires for the RCS track pass through this neatly punched rectangular hole. Note extra holes drilled by a previous owner.

The track end bumpers are aluminum, tapered towards the top. Two inexpensive acorn shaped “push nuts” hold each hot dog shaped hard rubber strip to the bumper.

The aluminum bumper or track end stop has rounded edges. Look at the acorn nuts. They Hot dog shaped hard rubber. are inexpensive speed or push nuts. They are Color is a dark brownish red. hollow and have splits to allow quick assembly.

The face of the unit is a heavy aluminum plate. The black graphics are not heat stamped but appear to be applied by some early screening process. Similar to a rubber stamp effect, but not grainy. The lettering and pinstripe border is unusually durable and has withstood much cleaning and rough handling. The power cord is a standard Lionel transformer cord with “Lionel” printed on the plug.

Inside the cabinet, at first, almost nothing but the bulbs seemed familiar. I was very surprised when I opened the cabinet and found a complete whistle mounted behind the right hand end of the face plate. I knew the 5C could test a whistle, but the 5C can also

18 test the whistle control of a Lionel transformer. Very cool surprise indeed! It was not the only surprise, however.

The people at Lionel made these test sets using existing items and lots of wire. The whistle and reverse control buttons visible from the front are from a complete 167 whistle controller that has had 3 holes drilled through it to enable long machine screws with brass nuts to secure it to the inside of the front plate. So to, is an original RCS controller drilled and secured with 2 machine screws. They did a nice job of lining up the controller buttons with the holes in the face plate. All the internal wiring is cloth covered and most of it is 22 gauge stranded and tinned wire. All the connections were soldered except for one wire nut by the main power switch. There are no spade or crimp style connectors in the unit.

Nothing too special as Lionel used standard controllers for the test set. I am intrigued as to how they lined up all the holes and buttons so well since the mounting holes in the stock controllers appear hand drilled.

I did put the 5C through its paces as described in the instructions. Two tests that made me nervous were the transformer “No Load Loss” test and the transformer circuit breaker test. The “No Load Loss” test checks for a shorted turn in the secondary winding and if the 60-watt bulb inside the 5C glows, the test has failed. Something about working with house current and an un-insulated metal cabinet can give your hair a bit of a frizz…

The circuit breaker test involves the jacks on the lower right and in one test of my ZW, the house lights dimmed a split second before the breaker opened. This was accompanied by a sizzling sound from inside the test set.

The instructions say the electrical outlet on the front provides 220 volts at a low current to test transformer insulation. I skipped that test. Needless to say, these test sets are primitive straight forward pieces that can utilize raw brute electrical force!

To use the jacks, Lionel provided the 5C with test leads. There is a lead with a single banana plug and a lead with a double banana plug. The plugs lend more credence to the

19 idea that the test set has roots in the radio equipment available at the time. The plugs are marked by their manufacturer.

The double banana plug is marked “General Radio Type 274MB.” The single banana plug is marked “G.R.C. 274-DB.”

Back side of the face plate shows the exposed transformer, the whistle, the 167 and RCS controllers, switches, wires, and an older 60 watt GE light bulb with a brass base. Nothing sophisticated here.

This is the back of the main rotary switch. This switch allows you to select a number of tests. Look closely and you will see it is an open design with contacts and exposed rollers. It is really very well put together. First time I saw it, I was afraid to breath as I imagined all the little wheels and other pieces flying into oblivion.

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This fiberboard has nichrome wire looped around metal posts. The wire is "tapped" at different points to provide different amounts of resistance. The tap wires lead to some of the double banana jacks on the front. The different resistance of each tap should correspond to the rating of the transformer circuit breaker it is intended to test. In short, this part simulates short circuits. By the way, this part sizzled, smoked, and clicked when I tested a couple of transformer circuit breakers.

Here's the double banana plug in one of its many corresponding double jacks. See how the single banana plug can "stack" on the double plug. (Nails by Diane)

Two styles of the general Radio Corp. Mueller 'Pee Wee' no. 45 clips for double banana plug. Also shown, the attaching the other end of the leads to single. All the plugs can "stack" on each items for testing. other.

The most valuable single part of the 5C test set is the voltmeter. The most valuable part of the voltmeter is the glass. I passed on buying several 5C's due to cracked glass on the

21 meter. I discovered that the ‘glass' in the meter on my previous 5C was very carefully cut from Plexiglas or something similar. I was not experienced enough to tell the difference when I purchased it. I did eventually contact the person that sold it to me and he admitted it was a replacement he made. The lettering on the face of the meter is deeply embossed. The meter is not the most accurate. This meter and the one on my previous set were okay up to about 12 volts. Above 12 volts, I could never adjust the meter to agree with the switch voltage settings printed on the face of the test set.

I researched hundreds of meters on eBay and have concluded that Lionel purchased them from a company called Weston in Newark, NJ. Having found a good supply of meters of the same size and style, replacing the original glass should no longer be a problem. Apparently Weston made this style meter for many purposes and the U.S. military. I have found the meter configured for AC and DC amps, volts, millivolts, and decibels among others. The one configuration I could not find this meter in was 0 – 25 volts AC which is how the Lionel meter is set up.

Notice how the lighting shows the deep embossing of the letters and numbers. Also note the adjustment screw for calibrating the meter. Pointer has a spade shaped tip. (Photo by Jonathan)

Here's a photo I borrowed from the internet for research purposes. Compare it to the Lionel 5C meter. This was being sold as a model "Weston 507." Exactly the same face and size as the Lionel 5C meter. Adjustment screw and pointer are the same also. Note that even though it looks the same, it is configured to read "milliamperes." I have purchased one of

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these old meters in case something unfortunate should ever happen to the glass in my "Lionel" meter.

I wrote this article and provided the many photographs in the hope that I could help anyone interested in learning about or acquiring one of these 5C test sets.

Also it can hopefully help others in determining the condition of a unit they already own. Since a test set can easily be the most expensive non-train Lionel item in a collection, it was important to set forth as much information as possible.

I would appreciate any additional information or corrections that fellow collectors would be willing to send me. I will compile any new information and eventually update this article.

The 1948 service manual showed how to The table of contents ambitiously upgrade the test set by installing a UCS track. shows everything that one could Lionel had to keep the 5C current by having test with the 5C. it be able to test the new magnetic knuckle couplers.

5C replacement parts list.

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History of Ives Trains

Reprinted from http://www.tcawestern.org/ives.htm

The Ives Manufacturing Company was an American toy manufacturer from 1868 to 1932. It was founded by Edward Ives, a descendant of Plymouth colony governor William Bradford, in Plymouth, Connecticut. The company initially produced paper dolls whose limbs moved in response to hot air. Ives eventually began producing a wide range of toys, including iron cap balls, a toy cannon that shot using real gunpowder and clockwork powered dolls and animals that could move. The clockwork toys were designed by Jerome Secor, Nathan Warner, and Arthur Hotchkiss and by the 1880's, Ives was a leading producer of these toys.

Emphasis shifted to trains as Ives toy designs were copied by other toymakers who were willing to sell them more cheaply. In the early years Ives produced floor clockwork trains. On December 22, 1900 a fire destroyed the plant along with all dies, molds and tooling. Afterwards Ives was able to design an entirely new toy line for 1901. This new line included both cast iron and stamped steel 'O' gauge trains and 1 gauge clockwork trains that were the first Ives toy trains that ran on track. In the end the fire benefited the company, as the insurance money permitted Ives to build a modern factory with state-of-the-art tooling.

The 1901 Ives catalogue contained one page of trains and two pages of train sets. The #25 locomotive was pictured as a 2-4-0, but this is a variation that has never been known to exist. The 1902 catalogue again had one page of trains, and two pages of train sets, but now included a page of accessories as well. The 1903 catalogue was identical to the 1902 catalogue, except for the cover and back. In the beginning Ives created very primative hand painted trains, lithography didn't appear until 1902 and then only on the more expensive sets. The hand painting was used on the cheaper sets until 1903 or 1904. The 1904 catalogue was the first to show 1 gauge trains. More than half the pages in all of these initial catalogues showed elaborate track plans and layouts. Ives was the first US maker to use preassembled sectional track, as pioneered by European makers such as Bing. Although other American companies such as Carlisle & Finch, Voltamp, Knapp, and Howard were selling electric powered trains at the time, Ives opted to remain with clockwork, partly because many U.S. homes still lacked electricity.

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The first lineup of Ives clockwork locomotives in 'O' gauge consisted of the #0 2-2-0 tin steam outline, #3 2- 2-0 tin steam outline, #11 2-2-0 cast iron steam outline, #17 2-2-0 cast iron steam outline, and the #25 4-4-0 cast iron steam outline. The #0 and #3 locos were identical except that the #3 was fitted with a stronger clockwork movement. The #11 and #17 locos were also identical, except for the speed governor installed in the #17. There was only 1 single offering in 1 gauge - the big #40 cast iron 4-4-0 steam outline. This locomotive measured a foot long and was priced at $10.00. You needed another $1.25 to acquire the tender, as in those days, tenders were sold separately.

Introductory 'O' gauge cars offered included the following 4 wheel cars: #50 baggage, #51 passenger coach, #60 baggage, #61 passenger coach, #62 parlor car, #54 gravel, #63 gravel, and #126 caboose. The 'O' gauge 8 wheel cars were: Fast freight Line #125 general merchandise car, #127 livestock, #128 gravel, #129 parlor, #130 Limited Vestibule Express combine, and #131 baggage. The 1 gauge cars had 8 wheels and were: Twentieth Century Limited #70 mail-baggage car, #71 St. Louis combine, and #72 San Francisco drawing room coach. Accessories offered included the #100 2 section bridge, #101 3 section bridge, #104 tunnel, #110 bumper, #111 elevating post, #114 passenger station, #115 freight station, #116 passenger station and #117 covered platform. In 1904 Ives issued the 'New Elevated Railway System', which was an innovative set with an oval of track, 10 elevated piers, a 2- 2-0 clockwork locomotive, tender and two 4 wheel passenger cars. The 1905 catalogue contained an item that collectors covet today - the famous Ives #121 glass double domed train shed. Other accessories listed in the catalogue included a turntable, the #118, #119, #120 platforms, crossing gates, and a lift bridge. This was only the beginning in a long list of new offerings and designs, that Ives would produce.

Originally, Ives' greatest competition came from German imports, and not from domestic manufacturers. The German manufacturers had an advantage since European labor costs were lower than American labor costs. Ives' response was with marketing, which it directed at its target audience, the twelve-year-old boy. Its campaigns addressed boys as business partners, telling them that the success of Ives' fictional railroad, Ives Railway Lines, depended on their shrewd management. This worked, building brand loyalty. In 1907 domestic competition arrived on the scene with the introduction of William Coleman and William Hafner's American Flyer 'O' gauge clockwork trains, and the formation of another firm, the American Miniature Railway Company. This manufacturer was founded in Ives' own home town of Bridgeport, CT by two, disgruntled, former Ives employees, William Haberlin and Timothy

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Hayes. Haberlin and Hayes received additional financial backing from Hobart French. William J. Nichols, and D. Fairchild Wheeler. They too offered a new line of 'O' gauge clockwork trains.

By 1908, Ives had amended the 'O' gauge clockwork loco line with the addition of the #1 cast iron 2-2-0 steam outline, #2 cast iron 2-2- 0 steam outline, and the #20 cast iron 4-4-0 steam outline. In 1 gauge, the #41 cast iron 0- 4-0 steam outline joined the #40 4-4-0. There were a total of 20 different 'O' gauge sets and seven different 1 gauge sets offered in the 1908 catalogue. Also catalogued for the first time were four different mechanical stationary engines #500, #501, #525 and #526. A truely innovative item also appearing for the first time was a colorful, six section 'scenic effects' printed landscape background system. These were each 26 inches long by 15 inches high. When all sections were placed side by side they formed a continuous 120 inch long diorama displaying a farm scene with houses, barns, a mill, landscaping, and mountain backdrops.

Ives became the leading manufacturer in the American electric train market in 1910 when it introduced electric 'O' gauge versions that followed from the same clockwork train models. 1 gauge electrics followed in 1912. The addition of electric trains to the line was partially in response to companies such as American Flyer undercutting its prices on clockwork trains. The electric current was applied to the track using either a series of dry cell batteries, a 4-40 storage battery, or via a transformer that reduced the house 110 volt 60 cycle lighting current to low voltages between three and 25 volts. The Ives transformer was initially equipped with a male light bulb screw-type socket instead of a wall plug. The catalogue caption for the transformer stated that, "a transformer is much cheaper to use than dry batteries, and that batteries wear out and need to be thrown away, while a transformer lasts forever..." Ives grew to become the largest manufacturer of toy trains in the United States from 1910 until 1924. However, Ives was in for stiff competition when Lionel entered 'O' gauge in 1916.

Since construction toys were gaining in popularity, and in an effort to re-diversify, Ives released a Meccano and Erector Set-like construction toy in 1913 called Struktiron. Many steel structures could be built with this construction set, including the #6 and #11 railroad bridges, which were shown in the 1914 catalogue with a #3240 electric outline loco and cars travelling over them. Although it offered parts its competition did not, the set was not very successful and Ives withdrew it from the market in 1917. The 1913 catalogue

26 displayed the first picture of the Ives #1125 locomotive and tender and showed the first electric street lights made by Ives.

In 1914 Ives introduced their brand new logo. They also produced twelve different steam type locomotives and six electric type. There were 7 clockwork locos in 'O' gauge, all steam outline (#2, #5, #6, #11, #17, #20, #25), and 8 electric powered engines, four were steam outline (#1100, #1117, #1118, #1125), and 4 were electric outline (#3200, #3217, #3218, #3238). In 1 gauge, there was 1 clockwork locomotive - the steam outline #40 4-4-0. The #3239 and #3240 electic outline locos were the other 1 gauge offerings. Both 0-4-4-0 electric powered. The 'O' gauge #809 electric street car, with track, listed for $3.25. Another seventy-five cents got you a #805 non-powered trail car to go with it. Tunnels, semaphores, turntables, a power house, lampposts, bridges, and stations, including the #122 glass domed station, rounded out the line.

6" Tinplate Lithographed 8 wheel 'O' gauge #60 and #70 series Passenger Cars

The seasonal nature of train sales continued to cause concern for Ives, and Harry Ives, sought one last time to diversify by selling toy boats, which he hoped would support the company through strong summer sales. The first boats, released in 1917, were powered by a clockwork engine from an Ives 'O' gauge locomotive. However, the designs were unrealistic looking, lacking the costly detail that was the highlight of competing German designs, and had a tendency to sink easily. Additionally, since Ives did not use a primer when painting the boats, the paint flaked off easily. Ives had difficulty adapting its methods for designing and building trains to work for boats. Despite the problems, Ives continued producing the boats until 1928. Few Ives boats exist today, but it is unclear whether this was due to lack of popularity or their propensity to sink.

Harry Ives had a heated professional relationship with Lionel founder Joshua Lionel Cowen, in which they traded lawsuits and, starting in 1915, Lionel criticized the quality of Ives'

27 offerings in print advertisements, calling its cars flimsy and showing a cast-iron Ives locomotive shattering into 15 pieces when dropped from a table, while a Lionel locomotive dropped from the same height would survive with only dents. Other ads criticizing Ives' quality appeared, but they always compared Ives' cheapest products with Lionel's priciest offerings.

Although Ives could rightly claim that its lithographed offerings were more realistic than Lionel's simple enameled two-color cars, Lionel, taking a cue from Ives, targeted advertising straight at children, claiming its cars were the most realistic and that its paint jobs were more durable. Edward Ives passed away in 1918, and his son Harry took over running the business completely.

Ives' subdued responses did little to counter Lionel's claims, only calling its competitors (including Lionel) imitators whose technology was "12 years behind." It was no match for Lionel's bold and brash ads. Additionally, Lionel's trains generally were priced lower, or, in instances where their price was comparable to Ives, they were larger, making them appear to be a better value for the money.

In 1916, when the lineup included 10 different electric powered locomotives, Ives began a major redesign of all their engines as part of the effort to increase market share. By 1917, all of the 7 electric powered locomotives offered were new designs. The 'O' gauge electric outline #3216, a larger model with a headlight, was introduced in 1917 to take the place of the smaller #3200 engine that did not have a working headlight.

In 1917 when the United States entered World War I, industry switched to wartime manufacturing. This event had mixed effects on the Ives company. On one hand, it eliminated imports from Germany, increasing Ives' share of the market. However, raw materials, steel, iron, aluminum and especially brass, were reserved for the arms industry. Even certain paint colors, such as red and gray, were in short supply. Only small allotments or raw materials were made available for civillian goods production. Ives' geographic location made it difficult to bring in the materials it needed to make trains, and also made shipping finished products difficult. Lionel and American Flyer, being headquartered in New York City and Chicago, respectively, did not face that challenge. Transport of non-military products took second place and unfortunately Ives in Bridgeport had only the coastal railroad and local shipping abilities. The isolation also made it impossible for Ives to gain lucrative wartime government manufacturing contracts. As a result, Ives did not benefit financially from the war. Ironically, Ives was surrounded by ammunition and arms companies, such as Remington UMC in Bridgeport, Winchester, and Colt in New Haven, and Smith & Wesson in Springfield, where all available brass went to make cartridges. These material

28 shortages did affect train production, and Ives had to improvise on many items. This accounts for several variations in continued production of existing products from this period. Steel gears were substituted for brass, and tin wheels were substituted for cast iron wheels. Ives did not print a new catalog in 1918. Instead they reissued the 1917 folder with a six page insert and advertised in magazines. Ives did attempt to use and play up the war effort and patriotism in wording it's advertisements.

7" Tinplate Lithographed 8 wheel 'O' gauge #60 Series Freight Cars

After the war, Ives, along with competitors Lionel and American Flyer, lobbied successfully for protective tariffs to promote the fledgling American toy train industry. As a result, there was very little foreign competition after World War I, especially at the high end of the market where Ives had positioned itself. Ives did return to using brass gears in their trains in 1919, when a totally new line was introduced featuring the new style electric outline #3250 series locomotives.

In 1921, Ives changed from 1 gauge to the 2⅛" Standard gauge which was originally introduced by Lionel, calling it Wide gauge. Lionel fiercely targeted Ives quality in their advertising which is at least partially due to the personal rivalry between J. L. Cowen and Harry Ives, Edward Ives' son and successor. However, Ives continued to market heavily to its target audience, using the motto "Ives Toys Make Happy Boys!". Ives did not call its bigger trains Standard gauge, as Lionel had trademarked the name. While Ives was inconsistent in what it called its larger-gauge trains, sometimes referring to it as trains for #2 gauge track, it most frequently called it Wide gauge. Numerous other companies also entered the Wide gauge market in the early 1920's, increasing consumer interest in the size and forcing the manufacturers to innovate in order to survive. The Ives standard gauge electric outline locomotive models utilized heavy cast iron frames and stamped

29 steel soldered cab bodies. Ives introduced the Wide gauge #3242 0-4-0 and #3243 4-4-4 electric locomotives in 1921. Steam outline locomotives were made of heavy metal castings. The passenger and freight cars were soldered rolled stamped steel construction with hand painted details. Car numbers and road names were initially rubber stamped but in 1925 Ives began utilizing brass plates. Despite the changeover to Wide gauge, #1 gauge track was still listed in the Ives catalogues through 1922. In 1923, Ives advertised a sweeping change in their entire mechanical train line via the introduction of a brand new patented clockwork motor.

In 1924, Ives introduced an electric locomotive engine that would change directions when its power flow was interrupted, a feature that Lionel would not offer for another two years. Even after Lionel's introduction, Ives' offering was unique in that it featured a neutral position as well as forward and reverse, and the engine's headlight continued to operate even when the train was in neutral. The three position reversing unit was obtained through an exclusive licensing agreement that Harry Ives had gotten from from H.P. Sparks and B.A. Smith from Westinghouse Electric Corp. in Pittsburg, the patent

30 holders. Ives charged a premium for this feature, which it dubbed the "e-unit" (the "e" stood for 'electronic,' although it was a mechanical device), and it increased sales. At the time, this licensed patent device was described as 'The sensation of the toy world' and as the 'greatest selling feature ever offered by any electric train manufacturer'. However, this was not enough of a development for Ives to re-take its former place as market leader. Despite these innovations, and as a result of the massive negative advertising campaigns created by Joshua Cowan, Lionel continually gained ground on Ives, finally overtaking them in sales and in size in 1924.

In another effort to diversify its line of products, somewhere between 1923 and 1925 Ives advertised the Ives Air Glider. This was pictured in magazine ads as a giant rubber band launched glider airplane that could sail 200 to 500 feet. While the magazine advertisements promoting this product have survived today, examples of the actual glider planes themselves evidently have not.

By 1926, Lionel's revenue was twice that of Ives' and, worse yet for the company, Ives had been losing money throughout the mid-1920's. While Ives trains were innovative and more realistic than those offered by competitors, their production costs were much higher as a result. This situation was worsened by Ives' attempts to compete at the low end of the market, where, unlike its competition, it sold its entry-level models at a loss. If Ives' low-end products were higher quality than its competitors, it benefited its customers, not the company. The Ives catalogue announced a new 'O' gauge motor in 1926.

Ives was in financial straights. In an effort to turn around the company, Harry Ives relinquished his presidency in 1927, becoming chairman of the board and bringing in an outsider, Charles R. Johnson, as president. Despite this financial turmoil, good things were happening with the company still, and in 1928 Ives released its best steam outline product in Wide gauge - the #1134 4-4-2 wagon top locomotive with a ball bearing equipped automatic reversing motor. The locomotive was fitted with a high headlight, and accompanied by a newly designed #40 die-cast tender. At the time, both Lionel and American Flyer were not offering any electric outline engines in their Standard gauge lines, thus providing Ives with an opportunity to capture the selling season. This new Ives engine became the top of the line power plant, and headed up the famous 'Prosperity Special', 'National Limited', Black Diamond' and 'Chief' sets.

In addition to the news of the introduction of the #1124 realistic steam type B&O railroad 4-4-2 Wide gauge locomotive, the 1927 Ives catalogue contained announcements about many additional innovations. This included new baked enamel finishes for locomotives, cars and

31 some accessories, inclusion of brass etched nameplates, a unique screw cap brush holder and revolutionary motor construction that allowed for easier access to facilitate repairs. The lineup of 'O' gauge clockwork driven locomotives now numbered 5 cast iron steam outline engines and 2 stamped steel electric outline engines. In addition to still making the #1 0-4-0, and #17 0-4-0, there was now a #5, #6 0-4-0 and #19 0-4-0. The #30 0-4-0 and #32 0-4-0 were the new electric outline windups. The 'O' gauge electric powered lineup consisted of 7 different stamped steel electric outline locos. They were the 0-4-0 #3251 New York Central type, the 0-4-0 #3252 New York Central type, the 0-4-0 #3254 New York Central type, the 0-4-0 #3255 New York Central type, the 0-4-0 #3257 St. Paul type, the 0-4-0 #3258 New Haven type, and #3259. In wide gauge, the #1124 was the only steam outline offered. There were 5 electric outline engines - the 0-4-0 #3235 New Haven type, the 0-4-0 #3236, the #3237, the 0-4-0 #3242 New York Central type and the #3243. The letter 'R' would be placed on the loco after the designated number, if the engine had an automatic reversing unit installed. Trains with a manual reverse lever, had no specific designation.

Problems continued and Ives' largest creditor sued in 1928. Ives filed bankruptcy in 1928 reporting liabilities of $188,303.25. As Ives already had $245,000 in Christmas sales lined up, Johnson petitioned for a private sale and a quick settlement. The motion for a private sale was denied. On July 31, 1928 the bankrupt Ives Mfg. Corp. was sold at auction, including all its assets, patents and all equipment, in the Holland Avenue factory. The buyer was Mr. Mandel Frankel, who was the representative for Joshua Lionel Cowen. Lionel and American Flyer jointly bought Ives for $73,250. The low price in comparison to the company sales was presumably due to liens on Ives' assets. Lionel and Flyer then operated Ives as a joint venture, retaining Charles R. Johnson and Harry Ives as president and chairman, respectively. Harry Ives left the company in September 1929, and within seven years he was dead. The 1928 Ives catalog is full of trains that were made in very small numbers. It is believed that everything pictured in the 1928 catalog was manufactured, but some were made in such limited quantities that none have survived or been found to this point.

Ives' new owners immediately discontinued the line of toy boats, and much of Ives' train product line was replaced with relabeled American Flyer or Lionel product, and most new designs were carried out using Lionel and American Flyer parts, even though Ives' own designs were usually more realistic. There are several reasons for this. When Lionel and American Flyer bought Ives, they did not buy the factory or tooling, which they then had to rent. It may have been less expensive for the parent companies to supply their own parts than to rent the old Ives tooling. Some historians have speculated that the Ives

32 tooling was worn out and no longer suitable for use. A third factor was that Lionel's and Flyer's manufacturing process was less labor intensive, which made their designs less expensive to manufacture than the Ives designs they replaced.

A notable exception was the Ives #1122 locomotive, first produced in 1929, which was the first near-to-scale model of an existing locomotive to enter the marketplace. Although it had a 4-4-2 wheel configuration, it was otherwise a recognizable copy of the Baltimore and Ohio Railroad President Washington Class 4-6-2 locomotive. Lionel and American Flyer sent staff to Ives, who in cooperation with Ives management, reorganized the line to achieve lower production costs. Previously Ives rolling stock had been laboriously constructed. Mostly made up of small pieces of tin, soldered together and often hand detailed. The new management team quickly stopped production of the old car bodies and replaced them with their own products. American Flyer gave Ives their new 19” passenger cars as well as their new line of freight cars. Why Coleman agreed to this has been a long debate among collectors. Speculation was that this was in return for the Ives #1134 Steam locomotive casting which with modification became the #4694 and #4660 - Flyer’s first wide gauge steamers.

Whatever the reasons, the Ives product line after 1928 inherited many recognizable traits from three different companies' product lines. This period is referred to by collectors as the transition era. When the 1928 Catalog appeared it showed hybrid pieces made from the American Flyer bodied freight cars. Ives offered a total of 9 different freight cars in 1928-29. These consisted of the #20-190 tank car, #191 Coke car, #20-192 boxcar, #20-193 stock car, #20-195 caboose, #194 hopper, #20-194 and #20-198 gravel cars, #196 flatcar, and the #197 lumber car. 5 of these used American Flyer bodies with Ives trucks. The rest were made using only Ives parts. It was during these years that Ives touted the presence

33 of their “color lab.” In the 1929 catalog it is described that engineers laboriously worked to provide the most striking color schemes for the Ives products. The resulting products are some of the most beautiful trains ever made. A new feature released in 1928 by Ives was the snake pull coupler. It pulled from the truck pivot point instead of the end of the car body. It was intended to allow rolling stock to track better and it worked well. However the Flyer freights were not equipped with the snake pull. American Flyer bodied freights remained in the Ives catalog through 1929.

During this early part of the transition era, American Flyer passenger car bodies were also provided and placed on Ives trucks and fited with Ives couplers. The original Ives Black Diamond set is constructed with these parts. It is considered to be very rare and valuable. The original versions included a drum light on the rear platform of the observation car. This is a feature that Lionel never offered on any of their observation cars.

American Flyer took over the entire Ives line of clockwork trains in the acquisition. American Flyer clockwork mechanisms are typically found in many of the later Ives #1, #6, #10, #11, and #17 'O' gauge locomotives. There are also American Flyer cast windup locos with the Ives name on them from this era. In 1930 the numbers were changed as well - the #1 became the #10, the #6 became the #66, the #10 became the #100, the #11 became the #110 and the #17 became the #176. Many of the tenders are found with American Flyer tin-plate wheels and hook type couplers.

In 1930, Lionel purchased Flyer's portion of Ives, and closed the Ives factory in Connecticut, moving operations to Lionel's New Jersey factory. After Lionel bought out American Flyer’s shares, they replaced the Flyer bodied cars with their own bodies. They also modified the Ives trucks and couplers with their own. The Lionel cars also featured Snake pull. Lionel Standard gauge passenger cars #418 Parlor car, #419 Parlor car, #431 Dining car and #490 Observation car were renumbered as Ives #247, #248, #246 and #249. They were fitted with six wheel trucks, snake pull couplers, brass steps and American Flyer brass air tanks and shown in the 1931 Ives catalog. Labels found on the bottoms of these cars read, "Manufactured by the Ives Corporation, Irvington, N.J." Everything pictutred in the 1931 Ives catalogue was actually 100% Lionel. Lionel even modified the famous Ives waving boy logo. In 1932 Lionel catalogued and produced the all new Ives Standard gauge 6 wheeled #1766 Pullman, #1767 Mail Baggage car and #1768 Observation that were paired with the Ives #1764E 4-4-4 (b-2-b) Electric outline locomotive. This set was not very popular at the time and sales were poor, as 1932 was a depression year.

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In conjunction with release of the Standard gauge set, Lionel introduced an 'O' gauge version headed by the #1694E 4-4-4 electric outline locomotive accompanied by three matching cars. The cars were the #1696 Baggage, #1695 Pullman, and #1697 Observation. These cars were also available in the #1616X uncataloged Ives set headed by an Ives #258 2-4-0 Steam outline locomotive. According to McComas and Tuohy, from 1933 through 1937 these cars were sold only in uncataloged sets, usually "Department Store Specials." In 1933 the Ives Lines decals were replaced by rubber- stamped Lionel Lines and new rubber-stamped numbers of #1685-6-7. Lionel continued issuing these cars in 1934 painted dark red with maroon roofs and underframes. Lionel continued to release the cars in other colors in sets of varing car combinations, headed by many different locomotives, through 1935. The Standard gauge and 'O' gauge sets have become very popular with current day collectors. They are however, very rare and hard to find. It is widely specultated that Lionel, in its efforts to move the slow selling product, shipped all of these sets overseas. This is born out by the fact that almost all rare Lionel/Ives sets from 1931-1932 were obtained from owners outside the United States. The Ives 4-4-4 engines were the only unique locomotives sold by Ives after the move to New Jersey. Reproductions have been made by several manufacturers and there are many more repros in existence than originals.

Lionel continued to build Ives trains through 1931 when train sales plummeted. Lionel kept the Ives brand on the market through 1932, then repositioned Ives for 1933, branding its entry-level trains as Lionel-Ives. The Ives name was dropped altogether in 1934. All Ives inventory was evidently shipped overseas by the Lionel Export department. Although re-issues were occasionally made, the Ives name never re-appeared on the marketplace with any kind of regularity. Lionel mostly wanted Ives for their superior and patented three position reversing unit. The Ives transition pieces, from both manufacturers, are scarce and desirable. A combination of small production runs, and the short amount of time in which they were produced have made them some of the most prized trains ever manufactured, and highly sought after and prized by collectors.

Although Joshua Lionel Cowen would later claim that he dumped all of the Ives molds in the Connecticut River, Ives' influence lived on. Lionel continued the Ives practice of issuing low-end train sets that ran on a circle of 'O' gauge track with a 27-inch radius, and Lionel incorporated some Ives-designed freight cars into its product line. The Lionel #1680 tanker car, for instance, was an Ives design that remained in Lionel's catalogs right up to the start of World War II. Even more significantly, the Ives e-unit first introduced in 1924 lived on in Lionel locomotives, with a modified version of the Ives design first appearing in Lionel trains starting in 1933. Some historians have said Cowen coveted the Ives e-unit, and

35 that it was the primary reason Lionel bought the company. It would remain present in Lionel trains for more than 50 years.

The Ives name is owned by Lionel LLC. Ives products are not produced regularly today except occasional reproductions by licensed third parties. Because of the popularity of the original items with collectors and operators, there has been a very wide assortment of Ives train reproductions. In the 1970's, Williams Trains licensed the rights, and manufactured reproductions of some of the the classic Ives trains such as the #1694 from 1932. Also in the 1970's, Varney & Sirus created reproductions of the transition era Prosperity cars and the Olympian. In the 1980's, Rich-Art issued a reproduction of the Ives Model #3245L Cascade electric bi-polar locomotive from the late 1920's. Richart also made reproduction versions of the Ives standard gauge #241 Club car, #242 Parlor car, and #243 Observation car. More recently, M.T.H. Tinplate Traditions has issued several Standard gauge reproductions of classic 1920's and 1930's locomotives, passenger cars and freight equipment, including the popular #3236 Ives Electrics, the #3245R in wide gauge, the Ives Black Diamond passenger set, the Ives National Limited 4 car #240 series Wide gauge passenger set, and the Ives version of the #1134 4-4-2 Steam Outline locomotive. In 2007, M.T.H. released the reproduction Lionel-Ives #1694E set in 'O' gauge. The #1764E has been reproduced in Standard gauge by M.T.H., James Cohen and by Pride Lines. Pride Lines also reproduced two versions of the Ives glass domed train shed (24" and 18") and the classic lithographed tinplate Ives station that is normally paired with these sheds. Original Ives toys are highly sought after by collectors.

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Metropolitan Division TCA

Prototype Artwork Shown - actual graphics may vary

Order NOW – First Come – First Served The New York, Susquehanna & Western Railway, more commonly known as the Susquehanna, utilizes a striking bold color scheme for their corporate identification. Although usually applied to only their locomotives, the Susie-Q did paint one of their box cars (#526) in the locomotive scheme. METCA is proud to release this 9700/6464 sized box car with a prototypical flat panel door. This 100% Lionel made and decorated 6-83866 box car is molded, decorated, and assembled in the USA. The car features a stamped metal frame, metal brake wheel and die-cast sprung trucks. Please, do not delay; order today. You can also order online and pay with your credit card or Paypal. Go to www.METCA.org

Available exclusively from METCA Division.

Only orders received by December 30, 2016 can be guaranteed. Quantity may be limited to 100 cars. ------First Come-First Served. Only limited quantities will be made. Order early, avoid disappointment. All checks or money orders must be in U.S. funds. Make checks payable to METCA. Questions? Email: [email protected] To see other cars offered visit www.METCA.org

Mail to: Susquehanna Box Car Your cancelled check will be your only receipt. c/o Stuart Rankin Please return the below form with payment. 6 Packard Drive Delivery expected by July 2017. Middletown, NJ 07748 Please print clearly. ------cut here ------cut here ------cut here ------cut here ------I would like _____ Susquehanna Box Car(s) at $79 ea $______Alaska, Hawaii, and Canada extra shipping (include $5 per order) $______Total $______

Name ______TCA #______-______Address ______Phone No. ______City ______State ______Zip Code ______Email Address ______(WAY)

Abandoned in METCA

So here’s a good one for the last edition of the year, can you guess where it is?