11 Volume 41 Number 2 February 2010

Dues Are Due Now Riding the Chicago, Milwaukee and North Shore Railway, The North Shore Line by Russ Isbrandt

Southbound North Shore Electroliner January 6, 1962 at S. 6th and National Ave. Milwaukee, back when trains were an all weather means of transportation. Photo by Russ Isbrandt Contents Meeting Notice The February meeting of the Northstar Chapter of the NRHS will be held in the Como Park Officer Contact Directory P.2 Streetcar waiting station, February 20th, at 7pm Map to the Meeting Location P.2 CDT. See map on following page. Riding the North Shore Line P.2 Purchase Plans for the Metro Council There will be a pre-meeting get-together at the Light Rail Lines P.4 Keys Cafe and Bakery at the northeast corner of From Trains Newswire P.5 Lexington and Larpenteur starting about 5:15 Small Roads and Passenger Trains A Natural Fit? pm. Call Bob Clarkson at 651-636-2323 and leave From January 2010 Railway Age P.6 a message with your name and the number of Chapter Group Trip to Big Lake P.7 persons coming with you. Meeting Minutes from January 16th Meeting P.7 Railfan Calendar P.8 Program: John Cartwright will present a slide Iowa Interstate Heritage Unit P.8 show of Lost Minnesota Railroading sites.

1 Northstar Chapter Officers

Board of Directors Office Name Email Phone President Cy Svobodny [email protected] 651-455-0052

Vice President Dawn Holmberg [email protected] 763-784-8835 Past President Mark Braun [email protected] 320-587-2279 National Director Bill Dredge [email protected] 952-937-1313

Treasurer Dan Meyer [email protected] 763-784-8835

Secretary Dave Norman [email protected] 612-729-2428 Trustee Bob Clarkson [email protected] 651-636-2323

Staff Program Chairman John Goodman [email protected] Newsletter Editor Russ Isbrandt [email protected] 651-426-1156 Webmaster Dan Meyer Website: www.northstar-nrhs.org Chapter Mail Box Northstar Chapter PO Box 120832 St. Paul, MN 55112 NRHS NOTE: Consult the website for any announcements regarding chapter activities including cancellation of any meeting for any reason, including weather. MEMBERSHIP INFORMATION Dues are $48 ($36 for the National dues and $12 for the local dues). Family memberships are $5 per person additional. The student rate is $22 ($16 for the National, $6 for the Northstar Chapter). If you want to join, an application is available at http:www.northstar-nrhs.org/. Print out this application and send it with a check made payable to “Northstar Chapter NRHS” to Northstar Chapter NRHS Membership Services, P.O. Box 120832, St. Paul, MN 55112. Photo Credit Corrections For those of you who received the January electronic edition and extra page, the center and bottom photos were taken by Dawn Holmberg NOT Dawn Meyer. My apologies to the photographer. Apologies also to Gary Wildung who supplied the photo of NP painted St. Croix Valley unit in the December is- sue. Riding the North Shore Line By Russ Isbrandt Despite the fact that the Chicago, North Shore and Mil- waukee Railroad Company was in receivership, the bankruptcy court on November 15, 1939 authorized the receivers to order the construction of two streamlined, air conditioned electric trains. Proposed designs were drawn up and the Electroliners job awarded to the St. Louis Car Company, the low bidder at $300,000.

Assembly of the trains began in July 1940 and the trains were shipped over the Terminal Railway of St. Louis, Al- ton (later the GM&O), Belt Railway of Chicago and deliv-

2 Roosevelt Rd. terminal at 4:40 pm on a cool, low thirty- ish, gray day, just in time to see a local to Mundelein leave. Next up was our Electroliner for a 4:55 pm depar- ture. I'll give you one guess as to who made the bee line for the railfan seat next to the motor-man's cab. At the appointed hour two buzzes sounded on the communicat- ing signal and we were off, or were we? The motorman opened the controller, click, click. Zilch! He had blown the circuit breaker pulling up to the platform with the brakes not fully released. The reset switch failed to work, so out he dashed to reset the breaker underneath the car. With that task done we were on our way -- bangity bang, flash, flash, squeeeeel, screech around those Lionel curves on the El and through the switches and gaps in the third rail. Riding the El after dark was great fun with all the spark- ing which took place when the trains went through switches with power on.

Chicago Ave. was the last of many closely placed down- town stops. After the El made a detour around a protrud- ing church, we were on our way non-stop to Belmont Ave., passing numerous CTA trains on adjacent tracks. I might point out that the Electroliners rode as well or bet- ter than most steam road streamliners. The soft springing The lead car on the Electroliner, January 1959. Note gave the sensation of riding on a large stack of pillows the motorman’s cab door is open and usually was and the sound insulation turned the bangity bangs of the during the runs. The railfan seat is immediately to the El switches and crossovers into thumpity thumpsI left of the cab door. Photo by Russ Isbrandt Pulling out of Belmont Ave. our eager motorman did it again. He applied too much juice and popped the circuit breaker! One problem this time however, the head end of the train was stopped beyond the platform. Our intrepid motorman had to go through the whole train to the last car which was still at the platform and get out to reset the breaker under the south end cab. The CTA dispatcher was apparently notified because an electrician got on at the Howard St. station.

At Howard Street the North Shore crossed over five or so CTA tracks to join its own private right of way.

After two buzzes on the communicating signal we were off, this time gingerly accelerating down the long El plat- form. The controller was then closed, click, click, click, the lights went out while two dim battery operated lights came on, and we thumpity thumpa, thumpa, thumped through the crossing. The lights came back on and the controller was opened, one notch, then two and three, View of the Electroliner’s cab. This was taken August more speed, then four, five and six notches, doing about 2, 1982 just after the delivery of the train to the Illinois 50 now, then seven and finally the eighth notch, rolling at Railway Museum from Philadelphia’s SEPTA. Photo by about 60 and picking up speed rapidly. Whoosh, a Chi- Russ Isbrandt cago bound two car conventional train flew by, another ered in Racine, WI by the Milwaukee Road January 22nd, whoosh, as we passed an abandoned platform under a 1941. highway overpass.

The Christmas school break has always been a great time We had a full train but no standees, so my friend and I for railfanning for high school and college railfans. If you abandoned our railfan seats and repaired to the last of lived in Milwaukee, break time usually meant a trip to Chi- the interurban diners for an Electroburger. Just after be- cago. The last week in December '61 was no exception. ing seated we started our assent to the viaduct over the Chicago Sewage Canal and McCormick Boulevard. We After a day of riding the El, watching the action at Dear- noticed a bit more sparking than usual after we left How- born Station from the Roosevelt Rd. viaduct and seeing ard Street. There was a mist which froze as it hit the third the IC's Panama Limited and Seminole off, it was time to rail. What a show we got once we hit that viaduct. The head home on the North Shore's Electroliner. Therefore third rail had a good coat of ice and we lit the landscape my friend and I headed up to the North Shore's elevated below with an electrical display that would have turned Ma Nature green with envy. There was an almost con- 3 that single track stretch to cross the long trestle over the Milwaukee Road's mainline.

Our race to Milwaukee was just about over as the conduc- tor called out "Harrison Street, Milwaukee, Harrison!" From here we rumbled down South 5th and 6th Streets for another 2-3 miles to downtown, the "liner" making like a PCC car. After 10 minutes we were clumping across the drawbridge over the Menomonee River channels, and honking for the station crossing guard to stop the Cly- bourn Street traffic so we could tie up. Once more the North Shore had proved it could run with the best of the steam roads.

Service attendant cleaning up the Electroliner’s diner following a run to Milwaukee. This was the last dining car service on an electric interurban. Photo by Russ Isbrandt tinuous arcing all across the viaduct. Shortly thereafter the lights went out, the train slowed to a crawl and the crew put up the trolley poles. Once again the lights came on January 20, 1963, Electroliner 801-802 completed its and we accelerated briefly only to slow to 35-40 at the final run to Milwaukee. Our motorman, a former Oakton St. curve, then onto the long tangent from Skokie Southern Pacific engineer, was almost apologetic to near Lake Bluff. We were well along the Skokie Valley that he couldn’t get the train above 90 mph due to Route when we returned from the diner. It seemed to us stiff journal grease in the below zero weather. Note the motorman was sparing the rod a little because of the the frosted drop window on the side. Our motorman circuit breaker problems. A glance at the speedometer had some rubbing alcohol he would occasionally needle hovering at 90 said otherwise. apply to the windshield to keep his vision clear. Photo by Russ Isbrandt For the next hour we sped through a corridor of wooden trolley support poles, the scream of the wind around the Purchase Plans for Metro Council Light Rail nose was interrupted from time to time by single tone bari- Lines tone air horn blowing for occasional grade crossings. From Bob Clarkson North of Racine the motorman opened the cab door. Coin- The base order for the Central Corridor trains will be for cidentally our conversation worked its way around to pas- 31 LRVs intended for two car operation. The estimated senger train speeds, and how the North Shore out-ran its cost is $138 million. steam road competitors between stops. All this talk was not lost on the motorman who did his best to coax more Design and fabrication of cars 201 - 202 is scheduled to speed out of the Electroliner as we headed downgrade begin in July of this year. Acceptance testing is sched- from the Ryan Road crossing with the North Western's uled to begin in June 2012 with complete delivery of the Milwaukee-Chicago freight line. Near the end of the down fleet to be January 2014. grade, the tracks curved from their northwesterly heading to a due north heading to parallel Milwaukee's South 6th The new LRVs will be mechanically compatible with the Street. Our 90 mph pace was now quite noticeable as we existing Hiawatha line fleet but will incorporate modifica- passed cars on 6th Street as if they were standing still. tions to address cold weather conditions. Other purchase options include 17 more cars for the Hiawatha line, 16 Near Howard Street the only single track running on the additional cars for the Central Corridor, and 35 cars for North Shore was located. The restricted approach signal the Southwest Corridor. could be seen in the distance; the crossover had a 25 or 30 mph restriction. We were still doing well over 80 as that The above information was gathered by Bob Clarkson signal was starting to get uncomfortably close. Our many from a presentation by Chris Weaver, Director, Transit previous rides told us the brakes should be on by this time. Systems Design and Construction at a September 9th Finally our motorman made a heavy air reduction, just meeting of the Central Corridor Management Committee. short of an emergency application, and we lurched onto

4 From Trains Newswire The $8 billion investment is expected to create or save Milwaukee Road 261 sold tens of thousands of jobs over time in areas such as By Steve Glischinski track-laying, manufacturing, planning and engineering, Published: Friday, January 22, 2010 and rail maintenance and operations. More than 30 rail- GREEN BAY, WI — Milwaukee Road 4-8-4 No. 261 has road equipment manufacturers, both domestic and for- been sold through rail equipment broker Sterling Rail to a eign, have agreed to establish or expand their base of California-based collector, the company reports. The lo- operations in the United States if they are hired to build comotive's present owners, the National Railroad Museum, America's next generation high-speed rail lines. had no comment on the possible sale. Wisconsin Department of Transportation; Minnesota Department of Transportation The -based nonprofit Friends of the 261 Total Approximate Funding (entire corridor): $823 million leased the locomotive from NRM and operated it from Benefiting States: Minnesota, Wisconsin, Illinois 1993 to 2008. The engine is presently in the Friends' Min- Miles of Track: Upgraded - 144 miles, New - 32 miles, neapolis shop, having been torn down for its federally Planned - 275 miles (est.), Total - Appx. 441 Miles mandated 15-year inspection. When talks between the NRM and the Friends on a new lease stalled last fall, Grants will establish passenger service between Milwau- overhaul work on the 4-8-4 ended and plans were to return kee and Madison at speeds of up to 110 mph with stops the engine to Green Bay for display. in Brookfield, Oconomowoc, and Watertown. Service is expected by 2013. Improvements between Chicago and While several stories have been floating around the Inter- Milwaukee will ultimately reduce travel time by more than net that the Friends will rebuild and operate 261 for the 30 percent and increase maximum speeds from 79 mph new owner, that's not the case, at least not yet, says Steve to 110 mph. Sandberg, the Friends' chief operating officer. "Our organi- Amtrak lays out plan to replace engine, car fleet zation has been engaged in talks with several organiza- Published: Thursday, February 04, 2010 tions about the possibility of leasing or acquiring other WASHINGTON — Amtrak plans to buy 1,200 passenger steam locomotives," Sandberg told TRAINS. "We have an cars, 334 locomotives, and 25 high speed trainsets over obligation to our organization and to those we are in dis- the next 14 years under a fleet plan it unveiled today. The cussion with to carry those talks through and see what the new equipment would aim to both replace the current outcome will be." However, Sandberg didn't completely fleet of aging locomotives and cars, as well as expand it rule out working with 261's new owner. "We are looking to accommodate new business and provide operational forward to talking with the new owner to see if there is an flexibility. economically viable plan where we can cooperate," he said. Aging locomotive and car fleets have become problems for Amtrak as it's been forced to get by on subsistence While the Friends has leased the 261 for 15 years, it's levels of funding. Average equipment age is approaching really not a party to the sale, and Sandberg says that he 25 years for the railroad. The railroad already has plans has not yet been formally notified that the sale has gone in place to acquire replacements for aging AEM7 electric through. If or when a sale is completed, there are several locomotives and the Heritage fleet of long-distance business issues that would have to be resolved. For ex- single-level cars. No orders have yet been placed, how- ample, while the Friends were required to carry insurance ever. on the 261 under the agreement with the museum, if the engine were sold, the insurance would be the obligation of The next plan, currently considered "under development," the new owner. involves buying bi-level cars in concert with the California High Speed Rail, Jobs, and the Recovery Act Department of Transportation. These would likely have By David Lustig the flexibility to serve on corridor and long-distance Published: Thursday, January 28, 2010 trains, though their primary goal would be to replace the TAMPA, FL — President Barack Obama announced this first generation of long-distance Superliner coaches. afternoon awards for the $8 billion in Recovery Acts grant for the development of the U.S.'s first nationwide program Longer term, Amtrak plans to spread acquisitions out of high-speed intercity passenger rail service. over time. The plan lays out a proposal to add equipment faster than old equipment is retired so as to grow the fleet In his State of the Union speech in Washington, the presi- to meet anticipated growth. The plan calls for 65 single- dent said, "We can put Americans to work today building level cars and 35 bi-level cars to be delivered annually the infrastructure of tomorrow. From the first railroads to beginning in 2012. That same year, the railroad would the interstate highway system, our nation has always been begin accepting electric locomotives to replace AEM7s built to compete. There's no reason Europe or China and push newer-but-unreliable HHP8s into a reserve should have the fastest trains, or the new factories that fleet. In all, 70 new electrics would be delivered. manufacture clean energy products." High speed sets would also begin arriving in 2012, with According to the White House, rail-related awards will go approximately 25 locomotives needed per year. In 2014, toward developing or laying the groundwork for 13 new, the railroad would acquire five additional Acela trainsets, large-scale high-speed rail corridors across the country, and the existing fleet of 20 would be replaced in 2019. part of a total of 31 states receiving investments, including New switchers would also be ordered. Delivery of a new smaller projects and planning work that will help lay the fleet of 41 locomotives for switching duty would begin in groundwork for future high-speed intercity rail service. 2012 and finish in 2016.

5 As for funding, Amtrak says the bottom line is this: Federal ners" because they welcome the Amtrak presence and appropriations will be needed. The report's authors consid- are "creative and flexible." They work hard to seek new ered the possibility of direct federal appropriations versus a Amtrak revenue sources and earn Amtrak incentives, and federal loan versus a private loan, but concluded that over generally have less conflicting freight traffic. That said, time, "given Amtrak's inability to service debt to fund its Vilter properly suggested that the small carriers' slower existing capital needs from its own revenues, federal in- speeds and modest resources can be limiting, though vestment will be required." ARRA-related funding may offset some of these factors. Small Roads and Passenger Trains Regardless of where the money comes from, with more A Natural Fit? investment comes more passenger trains and less capac- By Roy Blanchard, Contributing Editor ity to run freight trains, which can lead to higher variable From January 2010 Railway Age costs for the freight operation. If a tenant passenger op- Short lines and regionals have opportunities to partner with erator wants to run faster, somebody has to maintain the local communities, balancing developing passenger rail track to a higher FRA class. How does one divide that needs with freight business. between tenant and host?

Springdale, AR covets a 30-mile stretch of the Arkansas & A&M Chairman Reilly McCarren related how, as COO at Missouri short line for a commuter operation. The upside the Wisconsin Central, he oversaw the creation of Metra's for the A&M is getting a better railroad than it might other- North Central commuter line. Ten trains a day on 40 miles wise ever have. The downside is more people living along of railroad grew to 22 in just nine years. The key issue the route may mean less property available for industrial was allocation of capacity. Adding capacity through development and increasing the value of the freight fran- double-tracking, reverse signaling, replacing medium- chise. It's a predicament many short lines face. weight jointed rail with heavier CWR, and running bigger trains faster was expensive, but the benefits to WC were When Burlington Northern first leased its 139-mile ex- significant. Everything ran faster, crews turned better, Frisco Fort Smith, AR branch to the start-up A&M in 1986, power cycles improved, and the freight traffic did not suf- little could it have known that 23 years later the city of fer. Springdale would take an interest in the line for its pas- senger potential. As a result, the A&M finds itself between RailAmerica VP Operating Strategy Josh Putterman a rock and a hard place: make way for passengers, poten- talked about its four freight railroads that share track with tially limiting access to industrial sites, or turn down the passenger trains: Amtrak on the New England Central, passenger operators and never gain the freight business VIA on the Goderich-Exeter in Ontario, light rail on the anyway. Not that Springdale had never known passenger San Diego & Imperial Valley, and Dallas' DART, TRE and trains. The Frisco's Meteor had sleepers to and from St. DCTA on the Dallas, Garland & Northeastern, NECR Louis calling at Springdale on 12-hour schedules in 1953. hosts one train pair a day while GEXR hosts three. In San Diego, SDIY is a tenant on the San Diego Metropolitan Fast forward to 2009, and Springdale is clamoring for an Transit System's Blue Line, operating during a narrow electrified light rail route that extends 15 miles through night-time window. In Dallas, the DGNO provides freight prime industrial land. A&M's dilemma: If industrial sites service on 227 route-miles of railroad whose ownership is give way to residential use, the need for a freight railroad split among three local government entities. diminishes. The Watco experience, like RailAmerica, is also as a ten- This scene is repeating itself in many municipalities. As ant where government agencies own the host properties. more cities discover the virtues of passenger rail, they of- Chief Commercial Officer Ed McKechnie showed how ten find area short lines are the cheapest, best, and quick- Watco's Pacific Sun Railroad provides local freight serv- est route home. The reason why short lines often hold the ice over 62 route-miles of former Santa Fe track now op- key to passenger rail? As industrial bases shrank, short erated by the North County Transit District for Sprinter line spinoffs were the result. That's why Springdale is eye- DMUs and Coaster commuter trains. Watco's latest ing the A&M, not BNSF. passenger-tenant addition is the Capital Metro Rail in Austin, TX. This DMU operation, scheduled to open in The Springdaie experience shows how and why short lines 2010, will run on the mid-section of Watco's Austin & and regionals can be part of the solution to highway con- Western, a 155-mile former Southern Pacific property gestion. And it's one reason Railway Age invited three operating between Giddings and Llano. The passenger small-road representatives plus the Amtrak AVP in charge service extends 32 miles north from the center of Austin of host railroad relations to address its 16th Annual Pas- to Leander and is expected to operate between the pre- senger Trains on Freight Railroads conference last Octo- dawn hours and midnight, limiting the window for A&Ws ber. 49,000 annual carloads. However, says McKechnie, the San Diego experience has proven invaluable in meeting Amtrak's Paul Vilter—a former Class I marketeer who dealt freight customer needs within the required temporal sepa- regularly with short lines while at Conrail—noted that ration. nearly 500 route-miles of Amtrak's 21,000-mile system are on non-Class I’s. The biggest single non-Class I host is The broader message is that short lines and regions have Rail America's New England Central, followed by Pan Am a major part to play as communities seek to become Railways, Virginia's Buckingham Branch Railroad, and greener, swapping the unhealthy inconvenience of Vermont Rail. Vilter said they are "excellent Amtrak part- clogged highways for the clean convenience of rail tran- sit. 6 However, as panalists are seeing in their own operations, the challenges are many.

First is the type of passenger operation that shares your track. The infrastructure requirements will vary. Early on, the participants need to reach agreement as to who pays for what and when, the ongoing infrastructure upgrades and improvements, and how to handle Positive Train Con- trol, Hours of Service changes, or regulations for handling hazmat.

On the other hand, the panelists have found that the im- proved track and signaling that passenger trains need lowers the cost of running the core freight franchise. Tran- sit times over the road get shorter, and variable expens- January 30th nineteen members of the Northstar Chapter es—fuel, labor, car-hire, and non-program track mainte- rode the Northstar Commuter line between Minneapolis nance—all go down on a per-unit basis. and Big Lake, MN. Here is the group at Big Lake. Addi- tional pictures on the extra page of the electronic edition. Photo by the train’s conductor with Dawn Holmberg’s camera. The downsides, though minimal, are still there. Total track maintenance expense and capital spending can go up be- Meeting Minutes From the cause running passenger trains may require maintaining January 16th Meeting to a higher FRA class of track than one might otherwise. Temporal separation is required for diesel multiple-unit The meeting was called to order at 7:01 pm by chapter presi- dent Cy Svobodny in the historic Como Park streetcar station (DMU) or similar operations. And there are the uncertain- with 19 members and guests present. Introduction of members ties of dealing with government, where knowledge of rail- took place. It was noted that we had a guest, Duane Durr, of roading may be limited. the Red River Chapter. A motion was made, seconded, and carried to approve the minutes of the November 21, 2009 meet- As a genera! rule, big organizations are used to dealing ing, as printed in the January 2010 issue of Northstar News. with other big organizations, and sometimes don't deal National Director Bill Dredge reported on the NRHS Board of well with smaller organizations without the same staffing Directors meeting held January 9-10 in Charleston, SC. Bill level. However, McCarren was quick to note, "While gov- reported that they voted to implement the governance concept, ernment entities will deal with Class Is as equals, they but it will take a while to put into effect. He also reported on tend to treat Class II/III carriers as less consequential. many of the other things discussed at the meeting. Future NRHS national conventions are scheduled in Scranton, PA this Thus, the latter may at times get a better deal than a large summer, in 2011 at Tacoma, WA, and plans are being made for carrier might realize." a convention in Cedar Rapids, IA in 2012. Bill made a presenta- tion of service awards to several chapter members. Marty On the other hand, small-railroad owners may experience Swan got a certificate and pin for 25 years of NRHS member- difficulty obtaining the same value for their properties as ship. Russ Isbrandt got a certificate and pin for 50 years of the Class I’s might— big vs. big as opposed to big vs. membership. Although she wasn't present to receive the honor small again. But these are small potatoes in the high- in person, Peg Herzog, wife of member Bill Herzog, was also stakes game of maintaining fluidity in the movement of honored for 25 years of membership. Duane Durr noted that goods and people. John Goodman, a founding member of the Northstar Chapter, is very involved with the planning of the 2012 convention, which will be held in Cedar Rapids. The convention has been offered Regionals and short lines are part of the solution because $5,000 in "seed money," to cover expenses in planning and these one-time light density lines were sold off by Class I's preparing for the convention. John Goodman, who is trip direc- shrinking their freight franchises and are now the only tor, is at a meeting this weekend, so he is not present to present game in town. It's a big game, too. American Short Line a report in person. The only event planned is a group ride on and Regional Railroad Association President Rich Tim- the Northstar commuter rail train on Saturday, January 30th. mons says there are about 150 member roads with pas- They are planning to meet at the 28th Ave. light rail station, then senger operations— exclusive of tourist gigs— operating ride the Hiawatha line to station, where they will on about 1,800 route-miles, either as hosts or tenants. have lunch at Gaviidae Common before they take the Northstar train. There was a discussion about plans for the trip. As for Chapter Group Ride to Big Lake programs, we will meet here at the streetcar station through Nineteen members of the Northstar Chapter rode the Metro April, but then we will meet at the Jackson St. Roundhouse for Transit’s Hiawatha light rail line and Northstar commuter trains to the meetings in May, June, and July. We will decide later where Big Lake, MN and return on a bright sunny but cold Saturday to meet for the meetings later in the year. Dan Meyer presented January 30th. The group paused for a noon lunch at the Gavii- the treasurer's report. He talked about the chapter's proposed dae Commons fourth floor food court, which provided a wide va- budget for this year. One item that was noted that the chapter's riety of food. long-term savings are currently earning little or no interest. A motion to accept his report was made, seconded, and carried. The Northstar train was composed of engine 501, coaches President Svobodny asked if there was any other Old Business. 711,704,705 and cab car 602. Marty Swan reported that the Cheer Committee sent a card to John Goodman because of the death of his mother. The Holi- The Hiawatha fare machines are now programed to sell through day Banquet had 33 paid guests, plus two free for the speaker round trip tickets from points of the Hiawatha line to points of the and his wife. There was a brief discussion about plans for this Northstar commuter route, both full and discounted fares. year's banquet. Marty has already made a tentative reservation at Tinucci's for us, but we must decide soon. Another sugges- 7 tion was made that we go to Jax Cafe instead. It was moved, A motion to adjourn the meeting was made, seconded, and seconded, and carried that we table a decision on the matter carried at 7:31 pm. until the March meeting. There was no other Old Business. There was brief break. It was announced that some exchange New Business - Bill Dredge said that he needed input for our newsletters are available at the front table. The program was a listing in the NRHS yearbook, which has a deadline of February showing of a Railroad Video Quarterly, made by Revelation 1st. Bill said Woodbury flea market of railroad and model rail- Video. It covered a wide variety of topics. road items was earlier today. Bob Clarkson talked about the Railfan Calendar, which he had complied for the chapter. Three Respectfully submitted, hundred copies had been printed. He still needs to get them to two more hobby shops. Volunteers spoke up, offering to deliver Dave Norman, Secretary Northstar Chapter NRHS them. There was no other New Business. Railfan Calendar Gopher Rail 2010 Saturday February 27th, 9:00 am - 7:00 pm, University of Minnesota Building 1701, 1701 University Ave. SE, Minneapolis. Admission $7.00, under 18, $5.00, University students and staff, free. Greater Upper Midwest Train Show Saturday, April 10th, 9:00 am - 2:00 pm, Century College, White Bear Lake, MN. Admission $5.00, children under 12 free. Woodbury Flea Market Saturday, April 17th, 10 am - 3 pm, Woodbury High School, 2665 Woodlane Dr. Admission $5.00, under 12 years free. Granite City Train Show Saturday, April 24th, 9:00 am - 3:30 pm, National Guard Armory, St. Cloud, MN, 1710 Veteran’s Drive. Admission $5.00, 12 and under free. Iowa Interstate’s heritage unit at Mid America Car in Kansas City. The unit will work between Blue Is- land, IL and Council Bluffs, IA. Photos by Mid America Car from email from John Goodman.

Northstar News Northstar Chapter National Railway Historical Society 4036 Birch Knoll Drive White Bear Lake, MN 55110

Address Correction Requested

8 Left: Northstar Chapter members riding downtown on the Hiawatha light rail train. Right: Chapter members headed down the Nicollet Mall platform on their way to lunch at the Gaviidae Commons food court. All photos this page are by Dawn Holmberg.

Left: The equipment for our Northstar commuter train arriving at the . Right: Our Northstar commuter train at the Big Lake station.

Left: Northstar Chapter members enjoying the return trip to Target Field. Right: Our return Hiawatha train at the Target Field platform. Right: Twenty-five year member H. Martin Swan, Chapter Director Bill Dredge and fifty year mem- ber Russ Isbrandt receiving their commemorative pins from Bill at the January 16th meeting. Photos by Dawn Holmberg, photo stitching by Russ Is- brandt 9