LEGACY OF QUALITY TODAY Herzog is one of the country’s largest & most respected private rail and heavy/highway construction organizations in the industry

Herzog Technologies, Inc. 2011 becomes the newest member of the Herzog family

2004 Herzog Caribbean, Ltd. is formed and construction begins in the Turks & Caicos Islands

Herzog Transit Services, Inc. 1993 is formed

1992 Herzog Services, Inc. is formed & Ultrasonic Rail Testing begins

Herzog serves as the prime 1979 FRQWUDFWRURQLWVȨUVWWUDQVLWMRE

1978 Herzog Railroad Services, Inc. stakes its claim in the MOW services business

Herzog expands into the railroad 1972 construction & rehabilitation business

Herzog Contracting is founded 1969 by Bill Herzog as an asphalt paving contractor

Contact us for more information! www.herzog.com Meet a dealer, rebuilder, and broker p. 44

www.TrainsMag.com • January 2019 Going AWOL for steam p. 56 hot spot p . 60 Snowplow action! Fighting snow through the years p. 68 ’s money mystery Long distance vs. corridor p. 50 Ogden: Forgotten genius of the transcontinental railroad p. 28 No. 1 in a series: The other transcons,

Great Northern p. 36

BONUS PLUS ONLINE Farewell to New Haven’s classic look p. 24 CONTENT CODE PG. 5 Hunter Harrison’s ultimate revenge p. 16 SMARTER RAIL STARTS HERE Always Innovating to Bring Your Rail Operations Into the Future

www.wi-tronix.com 631 E Boughton Rd #240 +1 888 WITRONIX [email protected] Bolingbrook, IL 60440 FROM THE EDITOR

Welcome to 2019 and our new look Jim Wrinn This is a special year in railroad history, and we’ve got [email protected] @TrainsMagazine great stories, photos, and video to enrich your experience @trains_magazine

between a guide to a short line and a hot spot TWO DVDS FOR 150 YEARS you should know. Also starting with this issue, Our made-for-PBS documentary you’ll ind a spot to the right of this column that DVD on the first transcontinental I’ll use to call out special products and events railroad, “Journey to Promontory,” from Trains that you’ll want to know about. is ready. It’s 60 minutes of great With this issue, we’re launching our count- storytelling history. And you get 15 down to May 2019 and the 150th anniversary of minutes of bonus footage. Our the irst transcontinental railroad. We’ll carry one second DVD, the story per month about this monumental feat in “Golden Spike our Journey to Promontory series, which is also Route Today,” is the name of a special issue set for release in late the companion Westbound Union Pacific merchandise drops down January 2019. DVD to “Journey to grade through Utah’s magnificent Echo Canyon, hen, in May, we’ll publish a special 100-page Promontory,” and where the first transcontinental railroad opened up anniversary issue of Trains that you won’t want takes you on a tour the West 150 years ago. TRAINS: Jim Wrinn to miss. If you’re not a UP fan, don’t fret; we’re of the Union Pacif- also reviewing the other big western transconti- ic main line today from Omaha, elcome to a new year, a big year nental railroads, starting this month with Great Neb., to Sacramento, Calif., with for railroad history, and a new Northern. In this series, we’ll also look at emphasis on Donner Pass, Sher- look for Trains magazine’s Southern Paciic, Northern Paciic, Santa Fe, and man Hill, and the world’s largest news columns and depart- . yard at North Platte. Both available W ments. Art Director Tom hank you for joining us on this journey in at KalmbachHobbyStore.com Danneman and his crew of designers, Scott Krall railroad history. he transcontinental railroad and Drew Halverson, have done a magniicent was a major event 150 years ago, and we’re happy PENNSYLVANIA TOUR job refreshing our look. We’ve aimed to keep the to celebrate it in the pages of the magazine of Our new tour is ready. Enjoy best of what was and bring it up to date. railroading, with events and tours, and special Keystone State railroading with What’s new? Our “-Watching” depart- content at TrainsMag.com. us next October. Details at ment in the back of the magazine will alternate hank you for coming along! specialinteresttours.com

Editor Jim Wrinn CUSTOMER SERVICE SELLING TRAINS MAGAZINE OR PRODUCTS IN YOUR STORE: Subscription rate: single copy: $6.99; U.S. 1 year Art Director Thomas G. Danneman phone: (877) 246-4843 phone: 800-558-1544 (12 issues) $42.95; 2 years (24 issues) $79.95; 3 years Production Editor Angela Pusztai-Pasternak Outside the U.S. and Canada: (903) 636-1125 Outside U.S. and Canada: 262-796-8776, ext. 818 (36 issues) $114.95. Canadian: Add $12.00 postage per Associate Editor David Lassen Customer Service: [email protected] email: [email protected] year. All other subscriptions: Add $15.00 Associate Editor Brian Schmidt website: www.Retailers.Kalmbach.com postage per year. Payable in U.S. funds, drawn on a Associate Editor Steve Sweeney ADVERTISING SALES U.S. bank RT. Editorial Assistant Diane Laska-Swanke Advertising Sales Representative Mike Yuhas TRAINS HOME PAGE ©2018 Kalmbach Media Co. Any publication, reproduc- Senior Graphic Designer Scott Krall Ad Services Representative Christa Burbank www.TrainsMag.com tion, or use without express permission in writing of any Senior Graphic Designer Drew Halverson phone: (888) 558-1544, ext. 625 text, illustration, or photographic content in any manner Lead Illustrator Rick Johnson email: [email protected] KALMBACH MEDIA is prohibited except for inclusion of brief quotations Production Specialist Sue Hollinger-Klahn Executive Oicer Dan Hickey when credit is given. Title registered as trademark. Librarian Thomas Homann EDITORIAL Senior Vice President, Finance Christine Metcalf TRAINS assumes no responsibility for the safe return of Editorial Director Diane M. Bacha phone: (262) 796-8776 Vice President, Content Stephen C. George unsolicited photos, artwork, or manuscripts. Acceptable email: [email protected] Vice President, Consumer Marketing Nicole McGuire photos are paid for upon publication. Photos to be Columnists fax: (262) 798-6468 Vice President, Operations Brian J. Schmidt returned must include return postage. Feature articles Vice President, Human Resources Sarah A. Horner Fred W. Frailey, Brian Solomon P.O. Box 1612 are paid for upon acceptance. For information about Waukesha, WI 53187-1612 submitting photos or articles, see Contributor Guidelines Correspondents Senior Director, Advertising Sales and Events David T. Sherman at www.TrainsMag.com. Printed in U.S.A. All rights Roy Blanchard, Michael W. Blaszak, Al DiCenso, Advertising Sales Director Scott Redmond Founder A.C. Kalmbach, 1910-1981 reserved. Member, Alliance for Audited Media. Hayley Enoch, Justin Franz, Steve Glischinski, Circulation Director Liz Runyon Chase Gunnoe, Chris Guss, Scott A. Hartley, Art and Production Manager Michael Soliday Bob Johnston, David Lustig, Bill Stephens New Business Manager Cathy Daniels Retention Manager Kathy Steele Contributing Illustrator Bill Metzger Single-Copy Specialist Kim Redmond

TrainsMag.com 3 January 2019 In this issue Vol. 79, No. 1 Features 50 years after the New Haven p. 24 The Department of Transportation introduces new image, retires NH “McGinnis” scheme Scott A. Hartley The forgotten genius of the transcontinental railroad p. 28 William B. Ogden, Union Pacific’s first president, made a true transcontinental railroad possible Jack Harpster Making Great Northern great p. 36 James J. Hill’s northernmost U.S. transcontinental railroad was something special Steve Glischinski Recycle, rebuild, repeat p. 44 A small locomotive dealer is more than just a parts supplier In My Own Words: Tom Danneman AWOL for steam p. 56 Amtrak’s money A railfan in search of steam mystery p. 50 learns that railroads don’t always run on military time Why we don’t really William S. Kuba know how trains perform financially COVER STORY Bob Johnston Gallery p. 68 Snowplows through the decades Greg McDonnell

>> Former and Hudson Bay Railway GP30 No. 2508 awaits the call of duty at Western Rail’s Airway Heights, Wash., facility. Tom Danneman Online Content Code: TRN1901 Enter this code at: www.TrainsMag.com/code In every issue to gain access to web-exclusive content

News Departments Commentary Meet a locomotive dealer, rebuilder, and broker p. 44 www.TrainsMag.com • January 2019 Going AWOL for steam p. 56 Oregon News p. 7 From the Editor p. 3 Fred W. Frailey p. 16 hot spot p . 60 Intermodal innovations, legal Welcome to 2019 and our Hunter’s triumph from troubles for train crews new look the grave Snowplow action! Fighting snow through the years p. 68 Amtrak’s money mystery Locomotive p. 20 Preservation p. 58 Brian Solomon p. 18 Long distance vs. corridor trains p. 50 Union Pacific double- Skookum lives! John Gruber’s photography, Ogden: Forgotten genius of the diesel era influence, and legacy transcontinental railroad p. 28 No. 1 in a series: Train-Watching p. 60 The other transcons, Great Northern p. 36 Passenger p. 22 Hot spot: Klamath Falls, Ore.

Amtrak growth flat in 2018 PLUS Farewell to New Haven’s classic look p. 24 Ask TRAINS p. 62 Hunter Harrison’s ultimate revenge p. 16 usage, distributed power unit ON THE COVER: placement, origin of railfan Ontario Southland Railway photography, and more snowplow No. 401005 clears a path on the Port Burwell Subdivision at Mount Elgin, Ontario, on Jan. 27, 2014. Greg McDonnell

On the web TrainsMag.com

TRAINS BLOGS TRAINS NEWS WIRE TRAINS INSTAGRAM TRACKSIDE WITH TRAINS Check out what TRAINS’ staf and Subscribers can access all the Share your photos and videos Submit your photo to our themed contributors say about railroads latest railroad industry news with @trains_magazine. photo competition by email to and train-watching. and updates to stories daily. Photo by A.C. Kalmbach [email protected]. Photo by George W. Hamlin Photo by Scott A. Hartley Photo by David Scharenberg

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News LOCOMOTIVE P. 20 • PASSENGER P. 22

Intermodal innovations Railroads, shippers think deeply about how they move boxes for the holidays

YOUR ONLINE PURCHASES are technological solutions. sales were strong in 2018, led by BNSF Railway crews load trail- helping put an increasing BNSF this spring will begin 12-percent growth in e-com- ers onto flatcars at the number of containers and an autonomous crane pilot pro- merce through September. Intermodal Facility in March 2017. trailers on intermodal trains gram at its intermodal terminal In some ways, railroads play Railroads and shippers are work- across North America. in City, Kan. Canadian a traditional retail role in the ing on ever better intermodal And that’s one reason rail- Paciic has tamed day-of-the- e-commerce inventory pipeline tech. TRAINS: Steve Sweeney roads are looking at ways to week swings in volume using a for online sellers. increase intermodal capacity homegrown algorithm that “As larger players, and one maintain and balance stock and eiciency amid strong schedules domestic container really large player in the space, among regional distribution demand and a widespread moves, efectively creating space build out their fulillment cen- and fulillment centers. Plus, truck-driver shortage. on peak days. And Amazon, the ters and distribution centers in consumers are more likely to Kansas City Southern last giant internet retailer, has iled a key population areas, they’re return items if they buy online fall doubled capacity at its Dal- patent application that envisions able to use intermodal much the than in a store. las-area intermodal terminal, using stack trains as rolling same way brick-and-mortar re- Amazon, the proverbial as an example. And BNSF fulillment centers. tailers are for the inbound ship- 800-pound gorilla of e-com- Railway added sections of Early on, there were ques- ment to those fulillment cen- merce, provides a platform for triple and quadruple track at a tions whether railroads would ters,” Williams told the North smaller merchants to sell their trio of crew-change points on it into an Amazon world. Now East Association of Rail Ship- products online. Absent that its , allow- there’s no doubt that intermodal pers conference in September. platform, the smaller retailers ing priority trains to pass beneits from online sales: But e-commerce puts difer- are unlikely to use intermodal slower freights. Canadian E-commerce was the biggest ent demands on transportation because they’d be shipping in National is adding to its con- driver of domestic intermodal than traditional retail. E-tailers small lots. tainer and chassis leets to growth on BNSF in 2018, says carry much larger inventories “But when you package that expand domestic service. Tom Williams, BNSF’s group than brick-and-mortar stores, into fulillment by the largest But railroads also are vice president for consumer Williams said, so they need e-commerce player, they’re able enlisting eiciency boosting products. Overall U.S. retail more transportation to to take your product, package it

TrainsMag.com 7 NEWS up into full truckloads, efec- “E-COMMERCE IS A BIT OF A DOUBLE-EDGED inventory. But that could change tively use intermodal, and get if Amazon has its way. that product into fulillment SWORD FOR INTERMODAL.” he e-tailer’s 48-page patent centers close to population — LARRY GROSS, INTERMODAL ANALYST application, published in Sep- bases,” Williams said. tember 2018, calls for getting Oicials from CP, CSX arrive in North America in 7.5 percent through September. railroads involved in last-mile Transportation, Norfolk South- international containers. Stack BNSF’s trailer-on-latcar busi- package delivery. he concept ern, and Union Paciic have all trains take those loads into ness surged 22 percent in 2018, works like this: Amazon would cited e-commerce as a factor in interior markets across the with 28-foot pups leading the take an order and send it to their domestic intermodal continent, whether they move way. Trailers are imperfect for the intermodal fulillment cen- growth. And while CSX has in international containers or railroads, however, because they ter that’s closest to the custom- been simplifying its intermodal are shited to domestic boxes can’t be stacked, consuming er. Doors atop the container network to focus on point-to- at warehouses near ports train capacity. E-commerce would open, and a drone point service between high-vol- before winding up on the rails. delivery demands are also would be launched to deliver ume terminals, e-commerce still Either way, railroads play a shiting toward faster service. the item. he lying vehicle igures in its intermodal plans. role in putting products on “his mandates staging in- would return to the train ater “While the emerging e-com- warehouse shelves. ventory in multiple locations delivery within a 5-mile-or-so merce market has brought new “E-commerce is a bit of a close to the consumer,” Gross radius of the tracks. challenges for supply chain double-edged sword for inter- says. “So the network becomes Amazon’s patent applica- managers to overcome, our new modal,” says Larry Gross, an more complex and dispersed tion also considers using the operating model presents intermodal analyst. On the plus just as intermodal is pulling container-based fulillment e-commerce companies with side, Gross says e-commerce is back to a corridor-oriented, centers on trucks and ships. It reliable transportation solutions behind the rising number of 28- simpler intermodal structure.” remains to be seen whether to ensure their shipments arrive foot pup trailers that are riding Aside from slower ground- the scheme — a kind of high- on time and as planned,” a CSX on latcars. Intermodal moves of based shipping options consum- tech version of Santa’s sleigh representative says. small trailers, favored by parcel ers can select at checkout, the — could be technically feasi- Consumer products — from shippers such as United Parcel need for delivery speed has ble, commercially successful, clothing to electronic gadgets — Service as well as less-than- largely limited railroads to in- and clear various regulatory are typically made in Asia and truckload companies, were up bound moves of e-commerce hurdles. — Bill Stephens Legal troubles for train crews Case against Amtrak engineer inches closer to trial; NS crew sued by railroad

THREE RAILROADERS are trading slow the train suiciently. employer are rare, says John the inside of a locomotive cab Bostian was charged with The railroaders: Risch, national legislative direc- for the inside of a courtroom in involuntary manslaughter and tor for the SMART labor union. a pair of high-proile court cases reckless endangerment, but in Brandon Bostian, Amtrak Risch says he believes NS’ law- that are slowly moving through 2017 a judge dismissed the case, Engineer and sole crew suit sets a dangerous precedent. the justice system. saying it was an accident, not a member in the cab of east- “It’s outrageous behavior by Brandon Bostian, the engi- criminal act. In early 2018, the bound Norfolk Southern,” Risch says. neer at the controls of Amtrak prosecutors appealed the deci- train 188 when it derailed in “hey’re going to have to start train No. 188 when it derailed sion, and a judge ruled that there May 2015 paying railroaders $1 million or in Philadelphia in May 2015, is was enough evidence to go to $2 million annually so they can expected to stand trial on trial. Attorneys have been pre- Kevin Tobergte, Andrew pay for when their employer multiple counts of involuntary paring for the case ever since. Hall; Norfolk Southern sues them.” manslaughter and reckless en- In Kentucky, two former Engineer and conductor, Dennis R. Pierce, president dangerment sometime in 2019. Norfolk Southern employees respectively, in the cab of of the Brotherhood of Locomo- Eight people died and more are facing a civil suit ater being an NS train that passed a tive Engineers and Trainmen, than 200 were injured in the involved in a March 2018 de- stop signal in Kentucky in wrote in February that the derailment on the Northeast railment. NS is suing engineer March 2018 increase of lawsuits and crimi- Corridor in Philadelphia’s Port Kevin Tobergte and conductor nal cases against railroaders is Richmond neighborhood. A Andrew Hall, alleging that they concerning to him. National Transportation Safety failed to stop at a signal near Liability Act, a 1908 law that “In the wake of recent dra- Board investigation found the Georgetown, Ky., on March 18 shields railroaders injured on matic and highly visible rail- train was traveling at 102 mph and caused a head-on collision the job. A judge has not yet road accidents in the United on a curve with a 50-mph that injured four people, in- ruled on the motion. States and Canada, there has speed limit at the time it cluding themselves. In August, While criminal charges been a trend to criminalize derailed. An NTSB investiga- attorneys for the two men iled against a railroad employee in- railroad workers and prosecute tion found that Bostian had a motion to dismiss the case, volved in a fatal derailment are them as the sole cause of these been distracted by radio chat- arguing that the lawsuit violat- not unheard of, civil lawsuits tragedies,” Pierce wrote. ter and therefore was unable to ed the Federal Employers’ against railroaders by their — Justin Franz

8 JANUARY 2019 THE TRAINS INTERVIEW Wi-Tronix CEO Larry Jordan Positive train control options and advanced monitoring are set to mark railroading’s future

LARRY JORDAN thinks about Silicon Valley-style tech more than most people in railroading. He has to: His company New locomotive systems, including ones from Wi-Tronix, help detect crew cellphone use in the creates sotware and hardware railroads cab and are already cataloging grade-crossing near misses and trespasser incidents. Wi-Tronix can use to detect cellphone use in locomo- tive cabs and enables companies to view roads are in the right and so it avoids liti- deep learning where our system on board the data coming from onboard sensors — gation. However, those systems aren’t will detect that there is a person even video cameras — in real time. Jordan leveraged for their capability when there’s on the side of the track and within a certain spoke with Trains recently about the not an accident. Wi-Tronix has a digital distance from the track — or that a car was future of railroad tech, and speciically video event recorder that we call Violet. in the crossing very near the time the loco- about where legal mandates for positive And it is analyzing the imagery informa- motive was in the crossing. hose will be train control in the U.S. intersect with tion and creating a vision system that’s autonomously detected and cataloged. It’s where technology is headed. looking at that infor- not practical to have a human go through all mation all the time. ... that footage. We have to use the technology Q In the U.S., PTC specifically means We’re not going to be that is available today. he technology is that a system will prevent trains from able to stop the train developing very quickly. A lot of it comes running stop signals, speeding, violating before a trespasser is from work that companies like Waymo and work-zone limits, and from running hit. We have the capa- Tesla [self-driving and electric car compa- through misaligned switches. But there is bility to record and nies, respectively] are doing in autonomous an alphabet stew of PTC-like technologies catalog near misses passenger vehicles. And some of it is tech- and protocols in place around the world. Is and ind areas that are nology that’s coming out of less transporta- PTC more like a menu of options? risky and use that tion-oriented functions like Facebook tag- information to apply Larry Jordan ging. his is where Wi-Tronix is really keen. A Where it’s not legislated, I think it is a capital in a way that’s We’re technologists and we’re railroaders. menu. I think there are items on that menu most eicient. You could say, ‘here’s al- What we do is igure out how to integrate that can be implemented economically in a ways trespassers in this area. It’s between a those two spaces to fundamentally improve very feasible way. When you say you have to school and a shopping mall. And there’s al- the rail systems from a reliability, eiciency, take all four, then you might take none. ... ways kids going there.’ Maybe a targeted and safety perspective. [As legislated by Congress] there’s no menu use of funding to put a fence up in that items that address trespasser strikes or area [is appropriate]. Or to have more Q How much information can your crossing safety. If you had a menu and you enforcement in that area. To say ‘I’m going cameras pick up from the right-of-way? were to add those two items to the menu, to send the railroad police to that area — then you might make a diferent choice than write a couple tickets to the teenagers, A We can see quite a bit. We have forward- the four menu items that are required from they’re going to get the story and not do it facing cameras, not staring down at the the PTC regulation. And you could do it in anymore.’ hat’s the type of technology that track. We can see gauge, ballast condition, such a way that you could save more lives. I we’re working on and it is close to deploy- we can see if the foliage is trimmed properly, think having a menu with a couple more ment within the next 12 months. We think if there’s been any incursions on the right- choices gives you lexibility and optimizes it can be efective at identifying risky areas of-way. Are the [crossing] gates down, are the economics. so that capital that already exists for this the lights lashing? Reading signals. It’s a purpose can be applied in a better way and high-deinition camera; it can pick up a lot Q How could locomotive-mounted have a better outcome as far as safety goes. of things. We were reviewing our system technology stop trespasser incidents? with a customer who said, “Wait, wait, re- Q Do you need a human to watch a video wind.” It was a pile of ties on the side of the A Most locomotives today have video- and identify near misses, or can a com- track. “hat’s my inventory.” If they leave it recording systems that are there to monitor puter do that for you? out too long, it gets stolen. [he system] — they are primarily there for crossing in- provides a set of eyes that are always looking cidents. hey almost always prove that rail- A We’re using [artiicial intelligence] and and watching and seeing. — Steve Sweeney

READ THE LATEST RAIL NEWS. VISIT TRAINSMAG.COM TrainsMag.com 9 NEWS

Warbonnet restored in Southern

SANTA FE FP45 NO. 108 is back in service Museum volunteers installed a new The only thing missing internally is the following a complete restoration at the Or- headlight between the number boards along steam generator, which Santa Fe removed in ange Empire Railway Museum in Perris, Calif. with an oscillating headlight, rebuilt the front the early 1970s. Williams used drawings of The rollout on Oct. 6, 2018, capped a six-year pilot to original condition, completely rebuilt the original air intake and exhaust vents for restoration efort led by museum volunteer the cab and control stand to 1967 appear- the steam generator and a local metal fabri- Jef Williams. His goal was to restore the 1967 ance and had a turbocharger rebuilt to cator created new ones. Externally, the fuel EMD product as closely as possible to its as- breathe life into the 20-cylinder EMD 654E3 tank retains the 1970s Santa Fe modification, delivered appearance, inside and out. prime mover. eliminating the water tank. — David R. Busse

TRAINS’ must-see rail events of 2019 Transcontinental anniversary headlines the year

MARK YOUR CALENDARS. without question, the biggest steam demonstrations, art and celebration will be in nearby his year is shaping up to reason to celebrate in 2019. history exhibits, and a re-cre- Ogden, where Union Paciic be a big one for railroad fans Railroads and preservation ation of a railroad laborers’ 4-8-8-4 Big Boy No. 4014, with a slate of events celebrat- groups already have a slate of traveling tent village. Some es- fresh from its historic rebuild, ing the 150th anniversary of events planned in Utah this timates place the number of will sit face-to-face with Union the irst Transcontinental Rail- spring and more are likely to participants at 50,000, double Paciic 4-8-4 No. 844 to road and more. Here’s a run- be announced in the coming the number for the centennial recreate the iconic 1869 down of some of the biggest weeks and months. in 1969. Many other cultural meeting of locomotives. events on deck for 2019. On May 10 and 11, a sesqui- events are taking place in Utah In conjunction with the A once-in-a-lifetime cele- centennial celebration will be during the year and the best transcontinental railroad anni- bration: he 150th anniversary held at the Golden Spike Na- place to learn about them is at versary, the National Railway of the completion of the tional Historic Site at Promon- www.spike150.org Historical Society’s annual Transcontinental Railroad is, tory Summit, featuring live Perhaps the biggest convention is in Salt Lake City

10 JANUARY 2019 railroadbooks.biz ORDERS: ³1R0RUH0LQGOHVV5XQE\V´ U.S. (800) 554-7463 has 1,800 plus new titles, Our DVD’s Show the Whole Train BUSINESS & from May 7 to 12. he Railway & 7KH/HDGHULQ&RQWHPSRUDU\7UDLQ'9'V all at discount! INTERNATIONAL: Domestic shipping FREE over $50.00 +01 (812) 391-2664 The picture in our DVD’s is only half the story. Locomotive Historical Society scheduled International SEND: All trains in our 39 Blu-ray and 311 regular DVD’s are shown E-mail for free printable Service. $2.00 for paper its annual convention in Ogden, Utah, as LQWKHLUHQWLUHW\DQGDUHLGHQWL¿HGE\WUDLQV\PERORULJLQ PDF list. Book Search. book list. have the Union Paciic Historical Society DQGGHVWLQDWLRQ([SHUWFRPPHQWDU\WHOOVWKHVWRU\RIWRGD\¶V [email protected] and Southern Paciic Historical & Techni- railroading and how operations have changed in recent years. www.railroadbooks.biz PO Box 4, Bloomington, IN, 47402-0004 U.S.A. :HKDYHEHHQPDNLQJYLGHRVVKRZLQJDOOWKHWUDLQIRU\HDUV  cal Society. hese railroad-speciic organi- “%16)LQWKH&ROXPELD5LYHU*RUJH´ zations are holding a joint convention in %16)¶V IRUPHU 63 6 PDLQ OLQH DORQJ WKH QRUWK EDQN the days ahead of the May 10 anniversary RI WKH &ROXPELD KRVWV DOPRVW DOO RI %16)¶V ZHVW- ERXQG PDQLIHVW DQG ORDGHG XQLW WUDLQV ERXQG IRU DOO celebration. Look for many joint activities SRLQWVLQWKH3DFL¿F1RUWKZHVW$QGZLWKWKHQXPEHU among all three history organizations, of oil, coal, and grain trains increas- including an excursion on the Heber ing, the unit train count on this line FDQ EH VWDJJHULQJ  7KLV '9' VKRZV Valley Railroad tourist line. over 24 hours of action in the scenic On display through Jan. 6 at the Joslyn KHDUWRIWKH&ROXPELD5LYHU*RUJHERWKVLGHVRI%LQJHQ Art Museum in Omaha, Neb., is a new :$LQ0D\RIPLQ'9'RU%OXUD\ travelling exhibition in recognition of the “8QLRQ3DFL¿FLQWKH%OXH0RXQWDLQV´ 7KHPRVWGLI¿FXOWRIWKHVXPPLWVLQWKH%OXH0RXQWDLQV Over 150 pages — Fully updated for 2019 150th anniversary of the completion of the LQQRUWKHDVW2UHJRQWKDW83KDVWRFOLPELVWKHRQHZHVW including the Second Avenue Subway! transcontinental railroad. “he Race to RI /D *UDQGH  7RGD\ WKLV OLQH LV UXOHG E\ SRZHU GLV Promontory: he Transcontinental Rail- WULEXWHGDWXSWRSRLQWVLQWKHWUDLQ This DVD shows over 24 hours of ear- 2019 Revised Edition road and the American West” features the splitting action on the 2% grades of photographs and stereographs of noted 83¶V /DJUDQGH 6XE LQ 0D\ RI  COMPLETE TRACK MAPS OF photographers A.J. Russell and Alfred A. KRXUVPLQXWHV'9'VHW'9'RU%OXUD\ ³7KH7UDLQVRI1RUWKHUQ1HZ(QJODQG´ THE SUBWAY Hart. he images come from the Union This DVD covers the trains and operations on all of the Paciic Museum collection. regional railroads - Central, Central ‡EVERY Track ‡EVERY Yard Highlighting the exhibit at Joslyn will DQG4XHEHFWKH6DLQW/DZUHQFHDQG$WODQWLF9HUPRQW ‡EVERY Route ‡EVERY Station 5DLO6\VWHPDQGWKHODUJHVW3DQ$P5DLOZD\VLQ971+ be the three original ceremonial railroad and Maine in the spring of 2018. It ‡Full Colour Signs and Signals spikes that were presented during the fes- VKRZVZKDWKDVEHFRPHRIWKH0(& ‡Full listing of abandoned stations tivities at Promontory Summit on May 10, B&M, BAR, CV, Rutland, and CN and Includesl d ttrack k maps of fG Grand dC Central t l and dP Penn SttiStation! CP lines in northern New England. 1869. Reunited for the irst time in 150 $QG3DQ$PVWLOOKDVDQHFOHFWLFPL[RISRZHULQFOXGLQJ 973-228-5848 $41.95 + S&H Print edition years, the Gold Spike, the Silver Spike, and ³QHZ´*(V7ZRKRXUVDQGPLQ'9'RU%OXUD\ $24.95 Electronic PDF edition NEW! the Spike were given to railroad “16)RUPHU6RXWKHUQ5DLOZD\1RUWK&DUROLQD0DLQ´ www.nyctrackbook.com oicials to celebrate the laying of the last This shows over 24 hours of action in August of 2017 on Order online for FAST delivery! RQHRIPRUHKLVWRULFPDLQOLQHVLQWKHHDVWHUQ86WKH rail and have not been displayed together IRUPHU6RXWKHUQQRZ16:DVKLQJWRQWR$WODQWDPDLQ since that day. OLQHMXVWVRXWKRIWKH9LUJLQLDERUGHU There are few straight sections of MORNING SUN BOOKS he Russell and Hart photo exhibit will WUDFNLQWKLVUROOLQJFRXQWU\EHWZHHQ also be on display at the Utah Museum of the coastal plain and the . Available January 5, 2019 Fine Arts, Salt Lake City, Utah, Feb. 1– 7KLV OLQH FDUULHV DOO 16 WUDI¿F EHWZHHQ WKH 1RUWKHDVW Hardcover Books May 26, 2019; and at the Crocker Art DQGWKH6RXWKHDVWPLQXWHV'9'RU%OXUD\ “CSX’s I95 Corridor in the Carolinas´ Museum, Sacramento, Calif., June 23– 1LFNQDPHGWKH,&RUULGRUIRUWKHLQWHUVWDWHKLJKZD\ Sept. 29, 2019. LWSDUDOOHOVWKHIRUPHU$&/PDLQKDVDOZD\VEHHQWKH he Center for Railroad Photography EXVLHVW5RXWHIRUERWKSDVVHQJHUDQGIUHLJKWWUDLQVEH tween the Northeast and Florida. & Art is holding a spring conference at This DVD shows over 24 hours Brigham Young University Museum of Art of action around Ridgeland, SC, in Provo, Utah, on March 29 and 30. he  PLOHV QRUWK RI 6DYDQQDK *$ conference is being held in conjunction DQG WKHQ GD\WLPH DFWLRQ DW 3HPEURNH 1& LQ $X- NORFOLK & WESTERN POWER IN COLOR VOLUME 1 JXVW RI    PLQXWHV  '9' RU %OXUD\  by Stephen M. Timko Item# 1664 with the opening of the Center’s new “8QLRQ3DFL¿F¶V7H[DV&KHPLFDO&RDVW0DLQV´ exhibit, “Ater Promontory.” 7KHUDLOURDGKHDUWRI83¶V7H[DV¶V&KHPLFDO&RDVWLVWKH TRACKSIDE AROUND ONTARIO’S COTTAGE COUNTRY he Center will hold its regular Con- WZRH[63DQG03GLUHFWLRQDOUXQQLQJUDLOOLQHVEHWZHHQ By Bram Bailey Item# 1665 +RXVWRQ DQG %HDXPRQW  7KLV SUR- versations conference at Lake Forest Col- JUDPVKRZVKRXUVRIDFWLRQRQHDFK AUTO RACK COLOR GUIDE VOLUME 2 lege north of from Sept. 13 to 15. RI WKHVH PDLQ OLQHV EHWZHHQ +RXVWRQ By Jim Kinkaid and Jim Eager DQG%HDXPRQWLQODWH$SULODQGHDUO\ Item# 1666 BUT WAIT, THERE’S MORE May of 2017. Kansas City Southern and BNSF trains Prepublication date price: $59.95, afterwards $69.95. KDYHRYHUKHDGULJKWVRQWKHVHOLQHVGLVNVHWKRXUV Enter promo code PREPUB during checkout. While the big anniversary is the head- PLQXWHV'9'RUBlu-ray $40.95. No shipping charge in U.S. and Canada. Foreign $21. liner of 2019, there’s still plenty else to see. ³7KH$ODVND5DLOURDG´ NJ res. add Sales Tax. All books shipped U.S. Mail $ODVNDWKHODQGRIJODFLHUVLQFUHGLEOHYLVWDVDQGWKH To celebrate the 70th anniversary of the Find us on Visa/MC accepted – 9am-5pm PRXQWDLQNQRZQDV'HQDOLSHUFHQWRIWKH$ODVND5DLO- Facebook Call (908) 806-6216 Merci Train — 49 boxcars loaded with URDG¶VUHYHQXHVDUHIURPSDVVHQJHUV

TrainsMag.com 11 NEWS

he system uses a digital map of the network and the sotware is written so that the vehicle, once “trained,” knows a speciic route and uses the A computer screen array of sensors to image shows how establish where it is, the streetcar detects where it is going, its surroundings. and to manage all necessary stops. he test vehicle can travel at 32 mph Siemens’ autonomous test vehicle appears in Potsdam, Germany, on Sept. 18. The without an operator. he system aims to de- trainset is equipped with cameras, radar, and sensors. Two photos, Keith Fender tect all possible obstructions at 330 feet and can stop the vehicle in less than 264 feet, even at full speed. Trackside signals are used World’s first autonomous on the Potsdam system in some locations — the vehicles’ cameras are used to detect the signal aspect and the system then deter- light rail unit debuts mines what action, if any, is required. he system has a range of technologies THE WORLD’S FIRST LIGHT RAIL TRAIN cameras, radar sensors, a light detection used in other applications, but is unique in equipped with autonomous driving tech- and ranging laser-based measurement bringing all the technology together with nology was launched Sept. 18 in the Ger- system, a GPS system, plus powerful sotware that processes the data in real time man city of Potsdam, near Berlin. Engi- computer systems. his creates a light rail to control the vehicle. Siemens and the neering irm Siemens is behind the vehicle that can travel on regular routes streetcar agency plan further tests across the technology and has partnered with opera- without a human driver. he system detects Potsdam network. hey expect to expand tor Verkehrsbetrieb Potsdam to equip a and stops for obstructions such as people, automation from yards to regular service. light rail unit with a combination of digital cyclists, and vehicles. — Keith Fender

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12 JANUARY 2019 without a trained, dedicated workforce, this AAR’s chief reflects on industry goes nowhere. We might disagree about how employees are treated by management, but we can agree on what’s railroading and retirement important for this industry.” For the past 40 years, AAR has chosen its AT THE END of a House Transportation and in his 20 years as the leaders from the pool of Washington insid- Infrastructure Committee hearing last Sep- face and voice of the ers, policy experts, and the politically savvy. tember, Chairman U.S. Rep. Bill Shuster, AAR. he list of sub- Hamberger worked for the Department of R-Pa., addressed Association of American jects ranges from posi- Transportation during President Ronald Railroads President Edward R. Hamberger. tive train control and Reagan’s administration, and had some rail- “You’ve been a great ally at times, and a locomotive crew size, roads as clients in private law practice, but formidable opponent at times. Whoever has to long-standing he’s not someone who’s come up through to ill your shoes has some really, really big disputes with shippers the ranks of the railroad industry. shoes to ill,” Shuster said. Hamberger was about rates and access “When I interviewed for this job I said I among eight witnesses the subcommittee on Ed Hamberger to service. wanted to retire from the AAR, and I meant railroads called to discuss the state of “It’s absolutely a it,” Hamberger says. He had to become an positive train control. performance,” Hamberger tells Trains. expert in some of the most arcane subjects “his is an important hearing,” Shuster “You have to be prepared. And there’s some unique to railroads, such as testifying to the said, “but I would not miss a inal nervousness, just like anybody who’s going Surface Transportation Board. performance by Ed Hamberger.” on stage before a play. You have to get the “I realized that to do that I’d have to sit “I’m delighted to hear this is my inal adrenaline lowing. down with the attorneys who specialize in performance,” Hamberger said, laughing. “I try to be forward-leaning, and enthu- the STB. If I was going to be testifying Hamberger retires from the AAR at the end siastic, and aggressive in defending the there, I better know what I’m talking of 2018. He’s the longest-serving president industry where needed, but I always try to about,” he says. “You acknowledge that since ive rail groups merged to form the do it in a way that’s respectful,” he says. “I you don’t have the 30 years of experience AAR in 1934. Ian Jefries, AAR senior vice think we can be direct in disagreeing, but that they do.” — R.G. Edmonson president for government afairs, will as- our customers are our customers, and we’re sume the top job on Jan. 1. not in business without them.” READ MORE OF TRAINS’ INTERVIEW WITH Hamberger has faced bureaucrats and he same is true when working with ED HAMBERGER ON NEWS WIRE: politicians in formal hearings some 90 times labor groups. “You have to recognize that TRN.TRAINS.COM/NEWS/NEWS-WIRE

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TrainsMag.com 15 COMMENTARY

Hunter’s triumph from the grave

Every big railroad is either following his game plan or Fred W. Frailey [email protected] under pressure to do so. Will that change railroading? Blog: TrainsMag.com

Union Pacific began using Precision Scheduled Railroading principles in October 2018 on its eastern portions, with plans for full implementation in a few years. Two UP manifest trains pass each other on Donner Pass, at Cisco, Calif., on Nov. 11, 2017. Ryan Clark

n the year since Hunter Harrison’s death, Precision Scheduled Railroading wringer, emerging in every case much leaner Scheduled Railroading has progressed from crackpot in terms of productive assets — cars, locomotives, trackage, and em- railroading (in the eyes of some railroaders and ship- ployees. hat meant tons of savings to hand to investors. Interesting pers) to the gold standard. And it happened so fast we to me is what happened ater that. CN, which Harrison ran as presi- I are still trying to wrap our arms around what it means dent or CEO from 1998 through 2009, went on a growth spurt in for the future of this industry. that period that continues to this day. Revenue ton-miles at CN — he facts are these: Canadian National, Canadian Paciic, and the most basic measure of what a railroad does — rose 48 percent CSX Transportation have been put through Harrison’s Precision between Harrison’s retirement in 2009 and 2017. So it’s clear that

16 JANUARY 2019 Kansas City Southern is contemplating Precision Scheduled No telling if BNSF Railway will take on Harrison’s legacy principles. The Railroading elements that make sense, says CEO Pat Ottensmeyer. A crew of a manifest train performs a roll-by inspection of an eastbound KCS manifest train heads south at Page, Okla., Jan. 10, 2015. David Hoge loaded coal train at Ashland, Neb., April 29, 2018. Samuel Brodersen downsizing the railroad’s assets didn’t inhibit CN’s growth, because I’m continually asked two questions. First, can a railroad like UP no other railroad even approaches what it accomplished during this (or BNSF or KCS) successfully implement Precision Scheduled period. Revenue ton-miles rose slightly during Harrison’s tenure at Railroading and reap its inancial rewards without it being done by Canadian Paciic and are now rising faster. His successor there, Harrison or one of his disciples, such as Creel? Second, if you have Keith Creel, says CP is game to grow. hat’s the same story coming an entire railroad industry marching to the Precision Scheduled from Jim Foote, who succeeded Harrison late in 2017 at CSX. Railroading beat, what does this portend for the future? Harrison’s impact on the other railroads of North America is he answer to the irst question is not easily. To change the rail- palpable. he man was scarcely buried before inancial analysts road, you must change the culture. Harrison did it in every instance forgot the chaos he unleashed in his hurry to implement Precision by force majeure — if you didn’t embrace his plan, goodbye. Who Scheduled Railroading at CSX and began asking other railroads why will change the culture at UP? I am at a loss to know. My sources say they weren’t more like CN, CP, and CSX. Union Paciic, the oldest the impetus for Precision Scheduled Railroading came not from surviving nameplate in American railroading, capitulated and began within the railroad, but from the board of directors, which puts Chief implementing Precision Scheduled Railroading practices last Octo- Exec Lance Fritz in a thankless position. He must lead the efort, but ber on the eastern part of the railroad, with a goal of expanding the this isn’t his idea, and morale in management ranks is low to begin transformation to the entire system within several years. with. His chief operations oicer is new to the job, and nothing in Norfolk Southern, in rewriting its entire operating plan, began the man’s background shouts to me that he is up to this challenge. with improving terminals. Chief Executive Jim Squires, being pur- Yet there are a lot of smart people at UP, and no company of its posefully vague, says, “We will implement Precision Scheduled Rail- stature launches something of this magnitude with a will to fail. I am roading principles where they lead to a better result for customers heartened that UP began by pruning its management ranks — in and shareholders.” Translation: “We’re not going down the PSR route 2017 it counted 3,678 executives, oicials, and staf assistants, versus yet, but I realize there’s a gun to my head.” Kansas City Southern BNSF’s 1,511. (In fairness, BNSF outsources its information technol- CEO Pat Ottensmeyer said in late October that his railroad was ogy, whereas UP does not, accounting for some of the diference.) looking into “elements of Precision Scheduled Railroading that UP revealed in late 2018 it would eliminate 475 nonunion jobs by make sense” and also indicated it may follow UP’s year’s end, plus 200 contract workers. lead in this direction. Translation: “Talk to me later.” But let’s face it: As done by Harrison, you begin his leaves only BNSF Railway, which is wholly WE’RE NOT GOING the Precision Scheduled Railroading process by strip- owned by conglomerate Berkshire Hathaway and DOWN THE PSR ping a railroad to its underwear. At CSX, it meant supposedly immune from the inancial community’s ROUTE YET, BUT I cutting every conceivable cost, denuding the railroad obsession with Precision Scheduled Railroading and REALIZE THERE’S A of ield supervisors and just about everything else, how-low-can-you-go operating ratios. But things are GUN TO MY HEAD. until it began to be dysfunctional. hat’s when he changing there, too. Chairman Warren Bufett is age knew he had cut enough and could add back assets to 88 and early in 2018 named two new vice chairmen — WHAT NS CEO make the railroad workable. his method is like who will likely compete to be his successor. One of MIGHT BE SAYING becoming pregnant; there is no halfway. UP began the appointees, Greg Abel, oversees Berkshire’s non- Precision Scheduled Railroading with a go-slow insurance subsidiaries. Now instead of writing Bufett a quarterly approach, not wanting to punish shippers and arouse regulators. letter, BNSF Executive Chairman Matt Rose answers directly to Hmm. he way it looks to me now, UP may achieve some good Abel, and my sources say Abel is fascinated by the proits enabled by inancial results but not the sort that Harrison could or that its direc- Precision Scheduled Railroading. Abel perhaps forgets that Rose tors might expect. It would be a lot easier for UP to simply buy CP took BNSF from No. 2 in carloads, revenues, and net railway operat- and let Keith Creel, a Harrison acolyte who knows Precision Sched- ing income versus UP to No. 1 in each category, as of 2017. One is uled Railroading inside and out, come in as an outsider and do the forced to conclude that pressure from Abel contributed to Rose’s dirty work. And if the process will be hard for UP, imagine the barri- decision to retire in early 2019. BNSF’s chief executive, Carl Ice, may ers to Precision Scheduled Railroading in front of BNSF, KCS, and have little choice but to take on Precision Scheduled Railroading, NS, all under pressure to follow but so far unwilling to do so. thereby making Hunter Harrison’s triumph all but complete. hat brings me to the other question, whether a Precision

TrainsMag.com 17 Scheduled Railroading world would be a better one. It depends on “I don’t know in my heart that any railroad cares about customer how you deine better. I’m an old-fashioned Rob Krebs-type guy. service. hey’ve all improved their operational costs and grown their Like Matt Rose, his successor at BNSF, Krebs (CEO 1995-2001) businesses at the same time that service parameters are bad across sought to bake a bigger and more proitable pie by striving to be the board. If you want to be more than a proitable land-barge 99-percent dependable in delivering intermodal business, which is system, which combines high eiciency with low on-time results, BNSF’s linchpin. Do that, he said, and customers will come to you. you’ve got to grow with the economy, and that is not happening.” In other words, please the customer, and you will succeed. I guess I’m saying that good customer service that will entice By its deinition, Precision Scheduled Railroading requires that more business is possible with or without Precision Scheduled Rail- you get rid of assets until you size the railroad to its current volume; roading. hus it is irrelevant. So to repeat what I’ve said before: If otherwise, you are throwing away money. hat implies that a you want to attract satisied customers, then align the compensation Precision Scheduled Railroading-designed railroad could not grow. of your people to that end. We will all follow the money. Make right- Yet CN proved you can add back locomotives, cars, and people in a day delivery of whatever piece of the business is important a part of Precision Scheduled Railroading environment. everyone’s bonus and stock grant, and you will see miracles occur hat’s part of the deal, but I come back to pleasing the customer. here on earth. Who is doing that in a serious manner? Maybe To quote a well-connected railroad consultant who I cannot name: nobody. So Hunter wins, and it doesn’t matter. 2

John Gruber’s photography,

Brian Solomon influence, and legacy [email protected] @briansolomon.author Perspective on our quiet giant briansolomon.com/trackingthelight/ Podcast: TrainsMag.com

Jim Shaughnessy’s death, and my last communication with John was regarding Jim and his photographic legacy. Both men were pillars of railroad photography. he work of each of these artists was among the most inluential of their generations, helping to deine the content and direction of this magazine, and many American railroad publications. John introduced himself to me at Winterail in Stockton, Calif., 25 years ago: “Hello, I’m John Gruber. My son Dick said I should look you up.” I nearly fell over. I’d been admiring John’s photogra- phy in Trains for my entire life. his crucial moment refocused the course of my personal and publishing history. In 1995, when Pentrex Publishing was looking to launch the magazine Vintage Rails, I suggested John as editor because he was perfect for the job. Over the years, John and I collaborated on many projects. Before I was born, John Gruber’s photography caught the eye of Trains’ long-time Editor David P. Morgan. His clever lens- work stomped on tradition, ignored conventions, and ofered Morgan a bold way of portraying the railroad to an audience In 2016, surrounded by an exhibit of his Chicago North Shore & reeling from the loss of steam and decline of the passenger train. Milwaukee Railroad photos, John Gruber gazes out of an East Union Over the years the men became friends, which aided John in depot window at the Museum. Brian Solomon countless ways. John learned his lessons well, not just from Morgan, but also vents have dictated the course of my writing in ways I from other railroad publishing legends, among them Lucius neither desired nor expected. Twice in as many Beebe. He knew when to please, when to wind up his audience, months I’m compelled to help put a friend’s life in and when to push the boundaries. perspective. I’ve been fortunate not only to enjoy John’s accomplished published photography was merely his E friendships with my heroes and the opportunities to introduction. In the ield of railroad history and publishing, John work with them, but learn from their work, build on their emerged as a visionary polymath, yet his understated personal successes, and facilitate placing their work in the public eye. reserve and judicious use of language — spoken and written — It was John Gruber who brought me the news of oten masked his roll as one of our greatest facilitators. In his

18 JANUARY 2019 Above: Artist Ted Rose (left), Gruber, and former TRAINS Managing Editor Hal Miller next to Western Maryland Scenic 2-8-0 No. 734 at Cumberland, Md., Sept. 26, 1997. Right: Solomon was struck by this photo of Gruber’s used on the cover of TRAINS October 1969. As seen from the fireman’s seatbox of Denver & Rio Grande Western 2-8-2 No. 498, the train heads west from Alamosa, Colo., on Aug. 28, 1967. Bottom: In later years, John switched to digital, embracing a Canon DSLR in place of his battle-worn Nikon F. Above and bottom, Brian Solomon; right, John Gruber proliic publishing career, his generous nature and humanistic approach oten placed his own photography on the sidelines as he sellessly promoted the work of others. He had an outstanding ability to connect people, encourage them in their work, and enlist their cooperation. His reputation preceded him, and he leveraged his stature for greater good, facilitating the advancement of railroad photography, art, history, research, and preservation. His vision and respected network enabled him to reshape railroad literature, railroad image making, and railroad image preservation from the ground up. hrough his photography and writing, he looked beyond the obvious. He oten focused on railroaders rather than locomotives and encompassed a greater vision portraying railroads rather than merely trains. In the 1990s, he said to me, “I don’t take ‘wedgies’”— referring to the standard, uncluttered, front-lit, three-quarter views that too oten dominated published railroad images. John’s unassuming personality oten startled new acquaintances, yet his fearless, honest quest for access and knowledge enabled him to approach railroaders and oicials in all positions. his allowed him to gain an exceptional understanding of how railroads and their people interact. John sought to ind the reasons behind events that shaped railroad history, sometimes chasing leads for years in order to ind a story. John delighted in subtly ignoring expectation while gently poking in the ribs anyone who settled for mediocrity, yet like other visionaries he sometimes sufered because of his ability to see beyond the . He was frustrated, if not merely drowned out his clever whisper. HE KNEW WHEN TO disappointed, when stronger John’s legacy will be the many friendships he made, the PLEASE, WHEN TO personalities, inspired by his success, countless people he connected and inluenced, the projects he WIND UP HIS but lacking his foresight, compro- facilitated, and ideas he fostered, while subtly setting the bar ever AUDIENCE, AND mised his vision. higher for railroad image making and literature. WHEN TO PUSH He aimed to alter perception by I owe more to John than I can possibly articulate in this small example and preferred subtle space. I’ll miss his humor, his contributions, and collaborations. THE BOUNDARIES. inluence over strict mandates, But most of all, I’ll miss his friendship. hank you, John E. — SOLOMON ON GRUBER but sometimes a brazen shout Gruber, and goodbye! 2

TrainsMag.com 19 LOCOMOTIVE

Union Pacific double diesel era These distinctive locomotives were a hallmark of the 1960s and 1970s

Union Pacific U50C No. 5000 AS WE APPROACH the 150-year he model was successful, with A-B-A set of C855s, two lays over at the railroad’s North anniversary of the transconti- a total of 23 units arriving over A-unit C855As and a C855B Platte, Neb., shop on Jan. 21, 1975. nental railroad in May 2019, the next several years. unit. Its double-diesel design It was one of 40 such units on lets look back on one of the EMD’s design was second was based of its Century line the railroad in operation from most interesting eras of Union to arrive, albeit using a four- of locomotives and featured a 1969 to 1978. Bruce Barrett Paciic motive power: the unit consist instead of three. pair of 251C prime movers for double diesel. he company had produced a a total output of 5,500 hp per Following the steam turbine pair of twin-engine DD35 locomotive. While the C855s and gas turbine era, UP locomotives riding on two were the last to arrive, they UP double diesels management determined in the four-axle trucks that were es- were the irst to be retired ater early 1960s that the cost of sentially two of the company’s six short years on the roster Quantity and service life maintaining a locomotive was GP35 locomotives combined and one year ater Alco quit ixed, regardless of its size. his, on a single frame. he two cab- building locomotives. • DD35 (27) 1964-1981 coupled with the need for high- less locomotives were paired As the 1960s drew to a • DDA35 (15) 1965-1981 • DDA40X (47) 1969-1985 horsepower motive-power with GP35s on each end to close, two more double-diesel • C855A (2) 1964-1970 consists capable of whisking achieve 15,000 hp that UP re- models appeared on UP’s • C855B (1) 1964-1970 tonnage trains over grades like quested. he four-unit consist roster from GE and EMD. he • U50 (23) 1963-1977 Sherman Hill in Wyoming and was considered a demonstrator irst to arrive is possibly the • U50C (40) 1969-1978 Wasatch in Utah, prompted the set when released in late 1963 most recognizable model of all company to pursue large, high- and toured the country before time on UP’s roster, the horsepower locomotives to UP purchased it in May 1964, DDA40X. he model would be reduce maintenance costs. UP the same month the irst pro- a result of UP’s desire for an speciied a 15,000-hp, three- duction DD35s began arriving. upgraded version of the DD35 locomotive consist to each of he demonstrator consist line and would use compo- the three locomotive manufac- was a success, leading to the nents from EMD’s new turers at the time, Electro- purchase of 25 DD35s and 22 40-series locomotives that in- Motive Division of General GP35s along with a follow-up corporated the latest changes Motors, , and order for 15 DDA35s. he to EMD’s new 645-series American Locomotive Co. DDA35s were a modiication prime mover and used an GE was irst to deliver a to the original DD35 design instead of a genera- production locomotive with its with a cab added and a tor for power creation. U50 model arriving in fall rearrangement of equipment to he irst DDA40X was de- 1963. he large double-diesel accommodate the cab on the livered in April 1969 and the design was a combination of existing frame length. models were dubbed Centenni- two U25Bs on a single frame he Alco version came a als due to their arrival in 1969, and used two FDL16 prime month ater the arrival of the 100 years ater the completion

EMD-production Celebrating 150 years since the Golden Spike of the transcontinental railroad movers, each producing 2,500 Journey Promontory hp and riding on a pair of twin locomotives and How America built in 1869. hese units became the first transcontinental two-axle span bolster trucks. consisted of an railroad ... READ MORE ABOUT UP’S ROSTER

... and how it became a super railroad • Building the line • All about May 10, 1869 IN ‘JOURNEY TO PROMONTORY’ • Union Pacific: Answering today’s challenge PLUS • Famous Sherman hill • Union Pacific motive power 20 JANUARY 2019 • Then and now across 1,776 miles KALMBACHHOBBYSTORE.COM RAILROAD

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UNION PACIFIC C44ACM No. 7051 is one of the first rebuilt A.C. locomotives to be released by GENERAL ELECTRIC. The Get UP rebuilds focus primarily on control and electrical system upgrades, with the the railroad scheduled to upgrade 195 C6044ACs and AC4400CWs in the next three years, with a planned 1,000 units Inside total when the program is complete. Stephan M. Koenig Track! the most popular and most reliable of the double-diesel locomotives on UP’s roster with many lasting into the mid-1980s Subscribe at TrainsMag.com/Offer before being retired. he inal double-diesel model to arrive P30338 would be the U50C in late 1969. his model was, on paper, an improvement to GE’s U50 design earlier in the decade. he U50C was more than 4 feet shorter than the U50, due to the use of twin FDL-12 prime movers to produce the same 5,000- hp output of the U50s and the 16-cylinder FDL16. he shorter frame enabled the builder to use C-C trucks under the loco- motive instead of the span bolster trucks. Protect Your he U50C was the second-highest double- diesel produced at 40 units and while envi- sioned as an improvement to the earlier Investment! U50, these were anything but, and would be retired in eight short years. Preserve your While the 1960s were the heyday of double-diesel orders on UP, it started two library of decades earlier with an order from Baldwin Trains magazines Locomotive Works. In the mid-1940s, UP was trying to ind with durable a diesel big enough to replace some of the railroad’s largest steam locomotives. he hardcover binders. railroad turned to Baldwin with an order for two DR-12-8-3000 locomotives, better $13.95 Each known as the Baldwin Centipede. he mas- sive locomotives each used a pair of eight- Order Item No. 14002 cylinder 608SC engines producing 1,500 hp and rode on a 2-D+D-2 wheel arrangement with the four-axle trucks providing the trac- ORDER tion for the locomotives. Production delays spanning several years forced UP to cancel YOURS TODAY! its order, with both locomotives instead becoming part of Baldwin’s demonstrator leet when inished. — Chris Guss Shop at KalmbachHobbyStore.com P29528

TrainsMag.com 21 PASSENGER

Amtrak growth flat in 2018 A peek at what lies behind the up-and-down numbers

Coach passengers crowd the AMTRAK BARELY MISSED a rider- Terminal because of track negative impact, the platform for the eastbound ship record in 2018 because of construction had little efect on didn’t begin running to Cardinal at Charleston, W.Va., on hurricane-related cancellations ridership; in fact, patronage New York again until Nov. 9. June 14, 2017. The train’s ridership as its iscal year ended in Sep- slightly increased between suffered when it terminated at tember. But the company did Memorial Day and Labor Day. REDUCED CAPACITY: Both trains Washington, D.C., instead of New register a ticket-sales gain of But the decision to truncate the lost a York. Two photos, Bob Johnston nearly $30 million on revenues Cardinal at Washington and during their New York hiatus, of $2.27 billion. Operating and not ofer a dedicated which contributed to an almost pricing practices Trains ob- Limited New York section was a $2 million loss of sleeper reve- served throughout the year re- major blow to those trains. nue compared with the previ- veal why some results turned Ridership and revenue dropped ous 12 months. he Lake Shore out the way they did. Here are an average of more than 30 also ran with fewer coaches contributing factors that afect- percent each month the New during the summer, but its ed route and train performance: York-bound trains were cut. westbound capacity was already Why the Cardinal? It ties up constricted on the busiest travel PENN STATION DISRUPTION: Re- Penn Station tracks before days by the connecting north- routing trains 7 a.m. and ater 9 p.m. only bound Ethan Allen, whose con- to New York’s Grand Central three days per week, but sist was not expanded to absorb management apparently didn’t the additional demand. he AMTRAK 2018 HIGHS AND LOWS bother to study historical traic culprit: Amtrak’s “right-size” Overall performance by business unit, along with the best and worst per- patterns or worry about lost strategy — assigning only formers in each, ranked by percentage change in ridership: revenue [see “Amtrak’s Money enough cars to accommodate Passengers Revenue Pct. +/- Pct. +/- Mystery,” page 50]. Passengers average loads, without looking (thousands) (millions) traveling from most Northeast for exceptions with revenue- Long distance 4,513 -3.9 $486 -2.6 Corridor cities to Virginia and growth potential. he 5-year- 275 +6.2 $30.7 +7.3 were deprived of old concept is exacerbated by Cardinal 97 -14.0 $6.3 -23.9 State-supported 15,079 +0.4 $521 +3.1 a one-seat ride. hey were also current management’s ixation New Haven-Springfield, Mass. 286 +16.9 $9.7 +5.4 ticketed to wait 1½ hours west- on maximizing “load factor.” Chicago-Quincy, Ill. 192 -6.1 $5.0 -5.0 bound and more than 2 hours hat performance metric may 12,124 +0.8 $1,264 +2.2 eastbound in Washington, be valid for conveyances like Northeast Regional 8,687 +1.4 $656 +2.9 instead of being allowed more airplanes that ill up and empty Express 3,428 -0.4 $606 +1.6 convenient Northeast Corridor in one place; it becomes ques- Total 31,716 -0.1 $2,271 +1.3 connections. Despite months of tionable where city pairs other

22 JANUARY 2019 than the endpoints can attract of the 46 routes Amtrak reports, business if actively promoted. the “ticket revenue per rider” his may be the reason the metric moved in the opposite did not run in direction of ridership. When 2018 with an extra Chicago-St. prices went up, passenger counts Paul, Minn., short-haul coach. generally decreased. hat coach had previously Yet the most interesting served the 400-mile corridor, instance is the New Haven, which has enough demand to Conn.-Springield, Mass., corri- beneit from another round dor. here, Connecticut insist- trip, not just an extra car. A ed Amtrak match its cheaper was added to the CTrail fares when the state between launched its service in mid- Chicago and Kansas City ater June on the same tracks. he Ridership on Amtrak’s corridor service in Connecticut the “right-sized” train encoun- result: Amtrak patronage for jumped when ticket prices were cut. Here, P42 No. 109 pushes a tered sellouts on the segment in July through September on the northbound train at Hartford on July 12, 2018. Scott A. Hartley March, but the coach had corridor jumped more than 40 previously operated through to percent. Revenue per rider ridership and revenue gains. of Boy Scouts, because forest . Amtrak recently plunged about 25 percent, but hese include California’s Capi- ires wiped out the Philmont leased ive Superliner coaches overall gross ticket revenue tol Corridor (both categories up Scout Ranch’s season of week- and one Sightseer lounge to gained 6 percent. 6 percent), Maine’s long wilderness treks. Others California for use on the busy Exactly how much people (ridership up 5.1 percent and — especially the Empire Build- Paciic Surliner route. hat are willing to pay to travel revenue higher by 16.6 percent er, , and Cres- makes 19 Superliners the state depends on competition from through August; September cent — were unreliable because is utilizing that aren’t available other travel modes and other track-work cancellations hurt of massive freight-congestion to augment capacity on route-speciic circumstances. year-end totals), and North delays. he Crescent was able to national-network trains. Amtrak’s lack of rolling stock Carolina’s Piedmonts (which counteract the negatives with a dictates many of its pricing beneitted greatly from another 6-percent gain, in part because PRICING: When available seats policies, but the New Haven- round trip launched in June). coach capacity increased with or sleeping-car space are re- Springield example illustrates However, many long-dis- the elimination of business duced, prices go up and demand beneits that await when fares tance trains were consistently class, and because Northeast can be tamped down. Higher drop in conjunction with hammered by freight interfer- Corridor-only passengers can fares improve cost recovery and more frequencies. ence and other events. he now ride it southbound. make a transportation company, (ridership down he table on page 22 cer- with seat inventory that evapo- OTHER FACTORS: State-support- almost 5 percent) was plagued tainly makes long-distance rates with every departure, ed services with aggressive local by ires and a tunnel collapse; trains appear to lag the other appear to operate “like a busi- marketing and consumer the Southwest Chief (down categories. But numbers don’t ness.” But they could also turn outreach — activity Amtrak has about 9 percent) rolled through always tell the whole story. — away customers. In 2018, on 28 largely abandoned — notched the summer without thousands Bob Johnston Missed opportunity Can Amtrak sell what rail travel offers?

TOOLING UP THE HUDSON on the on a sunny Sep- tember aternoon, one could only imagine the inviting atmosphere a properly outitted Viewliner II diner Boston might ofer: a rolling restaurant with tablecloths, a varied and inviting menu, and a friendly serving staf to enhance the onboard experience. It’s not possible to say if Amtrak’s introduction of “contempo- rary” dining on the Lake Shore and Capitol Limited, or sidelining the Coast Starlight’s Paciic Parlour Cars, played a role in those The Lake Shore Limited’s Viewliner diner is almost empty on Sept. 16, trains’ 2018 ridership declines. Or if repeat business is discouraged 2018, after Lake Shore service to New York was restored. by full-service menus unchanged since September 2017. In August, Amtrak issued a request for information seeking itself become imprisoned by only what it is familiar with. Is that outside vendors to provide “transformational service models and what outside vendors will ofer too? Many Amtrak employees — industry best practices for Managed Food and Beverage Service.” past and present — have attempted to capitalize on the train’s Responses were due Oct. 16, so we may soon ind out if this initia- unique alternative to seat-belt modes, but will anyone dare step up tive will yield a creative approach to onboard hospitality, eicien- if the risk of doing so jeopardizes their job? cies, and innovation that continues to elude current management. At the very least, perhaps this search will yield some recogni- As the Lake Shore passed the trackside prison at Ossining, N.Y., tion the company needs to do more to grow its business by giving (“Sing Sing”) that aternoon, it was easy to imagine how company potential customers a reason to get on board and abandon existing leadership, lacking institutional passenger-rail knowledge, has travel options they grudgingly accept. — Bob Johnston

TrainsMag.com 23

The Connecticut Department of Transportation introduces new image, retires NH “McGinnis” scheme Story and photos by Scot A. Hartley

Above, FL9 No. 2012, wearing the McGinnis paint scheme, leads train No. 66 at Springfield, Mass., on the last day of New Haven operations, 50 years ago, on Dec. 31, 1968. Left, one of 10 Connecticut Department of Transportation FL9s repainted in honor of NH’s McGinnis scheme, takes Metro-North train No. 1904 through Union City, Conn., Aug. 8, 1998.

ec. 31, 2018, marked the 50th anni- made during the turbulent 21-month ten- ater the demise of the railroad continue to versary of the last day of the New ure of railroad president Patrick B. McGin- carry the New Haven scheme in revenue York, New Haven & Hartford Rail- nis was the company’s new corporate im- service today. road. Coincidentally, the Connecti- age. McGinnis hired New York industrial he irst hint that the New Haven had cut Department of Transportation design irm Knoll Associates to modernize not been forgotten came in 1973, when retired the former railroad’s famous the railroad’s appearance — from oices new electric multiple-unit cars purchased “McGinnis” logo and colors that and stations to stationery and trains — and by the states of Connecticut and New York the agency had used on its own rail the irm assigned Swiss-born graphic for New Haven, Conn.-New York City commuter equipment for more designer Herbert Matter to the task. commuter service received red-orange than three decades. NYNY&H had used versions of its bands on their lanks, perhaps to distin- he New Haven, as the railroad well-known script herald since 1891, but guish them from similar blue-striped cars was known, was the result of multiple Matter quickly chose to develop the rail- that ran on the Penn Central’s Hudson and mergers and takeovers of smaller railroads road’s new image around the more com- Harlem lines. But for rail enthusiasts, the that culminated in 1872. For nearly a cen- mon “New Haven” name. He proposed unbelievable occurred a decade later when tury, the company dominated transporta- dozens of designs, all with an “NH” as its the Connecticut Department of Transpor- tion in southern New England. But with center, before McGinnis inally selected the tation sent four former New Haven FL9 lo- huge passenger deicits and the loss of “N-over-H” that survives to this day. he comotives for rebuilding. A small group of much of its freight business, the 1,500-mile logo was introduced on the cover of the local rail enthusiasts, led by the late Joe Tri- railroad entered bankruptcy in 1961. Seven New Haven’s 1954 annual report, and soon fono, had presented the agency with a pro- years later, the Interstate Commerce Com- began to appear on locomotives and rolling posal that included painting diagrams, col- mission ordered the newly merged Penn stock — along with bold red, white, and or information, and stencils, suggesting Central to include the New Haven in its black colors. When the New Haven van- that the McGinnis scheme be applied to system efective on the irst day of 1969. ished into Penn Central 50 years ago, it was one of the four locomotives that Chrome he New Haven brought a colorful col- logical that the “McGinnis scheme” would Locomotive in Illinois were to rebuild. lection of locomotives and cars to its new vanish as well. Remarkably, that did not he transportation department must have owner. Perhaps the longest lasting change happen, and locomotives and cars built well been impressed: Instead of just one FL9,

TrainsMag.com 25 Connecticut Department of Transportation GE P32AC-DM No. 229 leads Metro-North Hudson Line train No. 833 at Cold Spring, N.Y., on July 18, 2018. No. 229 is one of four Connecticut P32AC-DMs and will continue to wear the McGinnis paint scheme in Metro-North pool service.

on road- and GE Genesis units as well. Model railroaders in the mid-1960s had scofed when manufacturer Athearn produced a McGinnis-schemed New Hav- en model of the then-new EMD SDP40 passenger road- — knowing that the bankrupt railroad could not aford to purchase the prototype. But more than two decades later, Connecticut EMD hood units on trains would look quite natural wearing that paint scheme. he full McGinnis image eventually would be worn by a total of 25 Connecticut diesel units: 10 rebuilt FL9s, two F7s, one GP7W, Connecticut Department of Transportation GP40-2H No. 6696 is seen with a Hartford Line two GP38s, six GP40-2Hs, and four train at Hartford, Conn., on June 12, 2018. This locomotive will join five other GP40-2Hs getting P32AC-DMs. Except for the GP40s and new paint and the rebranding logo agency officials nicknamed “the Orb.” P32s, all have been retired. Following that incredible run of 25, the state ordered all four to be painted that between Connecticut and New York routes, Connecticut strayed from the McGinnis way. Connecticut’s Public Transportation “New Haven” engines also have operated scheme in 2008, when six new Brookville Chief Richard W. Andreski says that in regularly on Metro-North’s Hudson and Equipment BL20GH locomotives assigned 1983 commuter railroad employees were Harlem lines. to Metro-North’s branch-line pool arrived veterans of the “legacy railroads,” and there Connecticut and New York’s Metropoli- from the builder wearing an ersatz New was a great deal of support by railroaders tan Transportation Authority would con- Haven image. Painted in a black-and-or- to honor the former New Haven Railroad. tinue to paint orange stripes on EMU ange scheme, the small road-switchers car- At the time, the dual-mode FL9s (capable equipment assigned to the New Haven ried Matter’s N-over-H logo, but were let- of running as electric locomotives in New Line. Connecticut applied similar schemes tered “New Haven” in a new font. York City’s tunnels) were part of the state’s to its locomotive-hauled coaches. Although Connecticut’s commuter rail services contribution to a Metro-North equipment the New Haven Railroad used the elaborate have been a somewhat confusing mix: Am- pool for services Metro-North operates in full McGinnis paint scheme only on cab trak has operated the state’s Shore Line East Connecticut. Because the diesel leet cycles units, Connecticut oicials made it work trains between New London and New 26 JANUARY 2019 IT WAS TIME FOR A COMMON IDENTITY OF THE STATE’S RAIL Connecticut Department of Transportation Brookville Equipment BL20GH No. 130 leads a Metro-North train northward on the at Beacon Falls, Conn., on Feb. 28, 2015. This locomotive also will receive new paint to reflect the agency’s new branding.

Haven, using state equipment, since 1990. New York’s Metro-North Railroad runs commuter trains between New Haven and New York’s , as well as on three branches in Connecticut, all un- der contract with the state. Each operation has maintained its own distinct identity. By 2017, Connecticut was preparing for the startup of a third service, designated the Hartford Line, running on Amtrak’s New Haven-Springield, Mass., route. Branded “CTrail,” the new service began in June 2018, and is operated by a consortium of TransitAmerica Services Inc. and Inc. Connecticut’s Andreski says that it was Featuring CTDOT’s new paint scheme and branding, CTrail GP40-2H No. 6694 is seen at time for a common identity for all of the Hartford, Conn., June 11, 2018. Illinois-based National Railway Equipment performed overhaul state’s public transportation modes. A new services to this and other former McGinnis-liveried GP40-2Hs. logo — referred to as “the Orb” by agency oicials — already was being applied to in Connecticut) are to be rebuilt by Amtrak really pops” on the black carbodies. he 12 state-run buses. Connecticut oicials decid- at Beech Grove, Ind. P40s, as well as the six Brookville Equip- ed to adopt the Orb for rail. “Rebranding he rebuilding programs included fresh ment BL20GHs assigned to Metro-North our rail services is part of an overall strategy paint for all of these Connecticut-owned branch services are expected to receive simi- to better integrate Connecticut’s public locomotives, and the Department of Trans- lar schemes. Andreski says that the agency is transportation system,” Andreski says. portation is using the opportunity to present working with Metro-North to determine he new Hartford Line service would a common brand on its leet, Andreski says. how CTrail locomotives working on Metro- draw locomotives from the Shore Line East A working group within the agency elected North will be lettered. leet of McGinnis-liveried GP40-2Hs and to use the “CTrail” name and use the Orb as New Haven Railroad enthusiasts have tattered silver-and-blue P40s. All were due part of the new paint scheme. he former enjoyed seeing locomotives painted for the for major overhauls, and the six GP40-2Hs, New Haven Railroad image would be retired fallen lag company for a half-century ater which had been rebuilt from Clinchield by the state, although the group chose to its demise. And the wonderment is not over and Chesapeake & Ohio EMD hood units retain the red, black, and white colors. he yet. Connecticut’s four GE P32AC-DM by AMF Technotransport in Montreal in irst rebuilt GP40-2Hs returned to Connect- units, all in Metro-North pool service, have 1996, were sent to National Railway Equip- icut wearing a mostly black scheme, with received midlife overhauls in recent years ment in Illinois. he 12 ex-Amtrak P40s red-and-white highlights. Black was chosen and continue to wear the full McGinnis (four of which had been purchased from in- partly to facilitate maintenance and clean- scheme. here are no immediate plans to re- terim owner NJ Transit, and had never run ing, Andreski says. He adds that “the logo paint those units, Andreski says. 2 SERVICES AS WELL AS OTHER PUBLIC TRANSPORTATION MODES. TrainsMag.com 27 THE FORGOTTEN GENIUS OF THE TRANSCONTINENTAL RAILROAD

William B. Ogden established Chicago as an early Midwestern rail- road center and positioned the Chicago & North Western as a vital link in the transcontinental railroad. This 1895 view shows Illinois Central’s Randolph Street Station. C.W. Witbeck collection William B. Ogden, Union Pacific’s first president, made a true transcontinental railroad possible by Jack Harpster

n public parlance, the Union Paciic and Central Paciic railroads are commonly referred to as “the irst transcontinental I railroad.” However, that is not an accurate description. In fact, those two historic rail- roads only completed the irst transconti- nental railroad. hose roads, created by the Paciic Railway Act of 1862, and completed 150 years ago, represent only 57 percent of the distance from coast to coast. he other 43 percent was covered by the Chicago & North Western and the Pennsylvania Railroad. his story is about that oten neglected 43 percent, and of the railroad genius who stood head and shoulders above all others in the creation of the eastern and Midwestern portions of our nation’s irst coast-to-coast rail network. Creating a railroad advocate William Butler Ogden was born on June 15, 1805, in Walton, N.Y., the son of Abigail and Abraham Ogden. Abraham was a shrewd, hardworking man; and by the early 1820s he had built a successful lumbering, sawmilling, and cloth fulling and carding businesses in upstate New York. His son William worked in all three businesses growing up and quickly grasped the funda- mentals of successfully operating such enterprises. However, William had other career plans, and when he was only 15 years old, he let Walton for New York City to begin studying for a legal career.

TrainsMag.com 29 Symbol of mid-19th century steam power and early railroad expansion, the 4-4-0 American type dominated the railroad scene in the 1850s and 1860s. This new locomotive at Baldwin’s plant in Philadelphia is ready to do business for a growing Union Pacific. TRAINS collection

But fate had other plans for mostly out of convenience. and Van Buren believed an the teenager. Only a year ater In 1832, William’s brother- orator of Ogden’s skill was Ogden and Chicago William let home, his father in-law, his older sister’s husband needed for one last attempt. Ogden’s brother-in-law had a massive stroke and Charles Butler, a successful Ogden agreed to run; he Charles Butler and Butler’s called his son home to run the Albany, N.Y., attorney and real won the election easily; and he wealthy New York City friend, family businesses. Despite his estate investor, invited Ogden did indeed convince fellow leg- Arthur Bronson, had become youth, by the time Abraham to attend a meeting with him. islators with a passionate partners in a New York irm passed away in 1825, then Ogden accepted the ofer, speech to approve $3 million in named American Land Co. 20-year-old William was a sea- and at the meeting he was funding for the New York & Typical of such companies in soned business professional; somewhat surprised when he . he speech the irst half of the 19th century and over the next 10 years he was introduced to U.S. Vice would also mark Ogden as one when liberal credit policies would carry the family busi- President and fellow New York- of America’s earliest visionaries were rampant, American Land nesses to even greater success er Martin Van Buren. Ogden of the value of embracing this Co. purchased vast parcels of and proitability than his father soon learned the true purpose new technology. vacant land in the Northwest, had. However, in 1835 every- of the meeting: the Vice Presi- “I see continuous railways called the Midwest today, and thing would change once again dent wanted him to run for the from New York to Lake Erie ... in southern Cotton Belt states. for young William. Delaware County seat in the and south through Ohio, Indi- hese parcels would then be During his years running upcoming New York State ana, and Illinois to the waters of subdivided into housing, farm- the family businesses, William Assembly election. the Mississippi, and connecting ing, and/or business lots and had met the girl of his dreams. Ogden had earned a reputa- with railroads running to Cin- resold to other speculators or to Her name was Sarah North, tion as an eloquent and con- cinnati and Louisville in Ken- new arrivals as the population and she lived nearby. Ater vincing speaker; and Van Buren tucky, and Nashville in Tennes- expanded westward. In mid- waiting a suitable amount of had an important job for him. see, and on to New Orleans. 1833 Butler, Bronson, and some time, the young couple had an- Following the election, hey will present the most of their investors, including nounced their marriage for which Van Buren promised splendid system of internal June 1829, but shortly before would be a shoo-in, Ogden communication ever devised by Ogden became the first presi- the wedding, Sarah passed away would address a joint session of man,” Ogden had accurately dent of the Union Pacific in 1862 unexpectedly from pneumonia. the New York legislature and promised in his speech before and served for a little more than William went into a severe try to convince lawmakers to the legislature. a year before stepping down to grieving period that would vir- approve inancial aid for the his was Ogden’s irst brush return his attention to the tually immobilize him for the foundering New York & Erie with the most important tech- Chicago-Council Bluffs main line. next three years. Ultimately, Railroad, lest it fail. It was nological advance in the irst This UP 4-4-0 No. 77 was some of Ogden would not marry until something the legislature had half of the 19th century; but it the railroad’s earliest power. he was 70 years old, and then refused to do in past sessions, would be far from his last. TRAINS collection

30 JANUARY 2019 William Ogden, purchased a they had initially paid. Over the 182-acre parcel of unoccupied next few years, once he had land abutting Lake Michigan decided to remain in Chicago, on the north side of the Chica- Ogden continued to sell of go River in a muddy little their original land at huge prof- village of the same name. its, and he began actively solic- In late 1836, Ogden was dis- iting capital from other eastern patched to the village to begin investors, and making real subdividing the land for resale. estate purchasing decisions in An article from the Dec. 9, their behalf. 1836, edition of the Chicago His brother-in-law’s Ameri- Democrat newspaper recorded can Land Co. would remain his that there were 3,279 residents largest client in years to come, living in Chicago at that time. but he would ultimately service he article continued that nearly 100 other eastern clients there were three taverns, ive in the purchase and sale of churches, and seven schools in Northwest and Southern land, the village. If nothing more growing extremely wealthy in could be said for the condition the process. Chicago & North Western, typified by this early 4-4-0, started out of Chicago at that time, at least In 1837, Illinois granted small but grew into the largest railroad in the land with its merger its churches and schools out- Chicago a city charter, and Og- with the much larger Galena & Chicago Union. TRAINS collection numbered its taverns four-to- den was elected the city’s irst one. Only three years earlier, it mayor. But soon thereater, the South Side businesses that far had been three-to-nothing in national inancial Panic of 1837 Move aside St. Louis surpassed them in revenue, the favor of the taverns. occurred. It was a major eco- St. Louis, sitting astride the Illinois Legislature rechartered Ogden established the nomic recession that would last mighty , had the lapsed Galena & Chicago Ogden Land & Trust Agency to until the mid-1840s and leave what Chicago wanted: the dom- Union Railroad charter on manage and oversee the prop- Chicago, like the rest of the inant position in Midwest trade. Jan. 16, 1836. hrough Ogden’s erties. He opened a small oice U.S., in inancial doldrums. he irst mention of a railroad hard work, crystal-clear vision, on Kinzie Street near State, and When the inancial crisis for Chicago appeared in the and a few backdoor dealings, hired a local fellow to assist and its lingering efects inally Chicago Democrat on Dec. 3, he and a small group ended up him. Ater staking out the indi- ended in 1843, William B. Og- 1834, but the idea had not taken as the majority owners of the vidual lots, the men began to den was one of the few money- root in the city due to the inan- stock in the new railroad, with post “For Sale” signs on the men who emerged poorer but cial panic. However, Ogden Ogden serving as the railroad properties, and within a couple still quite wealthy, and he began now sensed that the timing was president. of days, Ogden discovered the executing his next move. It was right. At the urging of he and he next few years were not properties were already selling to be a power play that would other Chicago North Side busi- easy for Ogden and his part- for more than three times what position Chicago for greatness. nessmen, who wished to trump ners, as there were numerous

TrainsMag.com 31 William B. Ogden was involved in a dizzying array of railroad development and construction efforts. Among them, Ogden would be a major stockholder in the nation’s second transcontinental railroad, the scandal-laden , in the late 1860s. Burlington Northern barriers to building and operat- now, and soon thereater he at- Chicago on the to ney and politician Samuel J. ing a successful railroad so tended the National Paciic Mobile on the Gulf of Mexico. Tilden, drew up a plan for the early. But primarily through Railway Convention in Phila- he land grants program railroad’s reorganization. hey Ogden’s personal eforts — for delphia that would again thrust proved to be the kick-start to renamed the line the Pitts- instance, he sold shares in the him front and center in the ex- developing a railroad network burgh, Fort Wayne & Chicago enterprise by going door-to- pansion of the nation’s rudi- that would eventually connect Railroad and began work to door in the farming-rich com- mentary rail network. the West and Great Plains to merge it with the struggling munities in the Midwest — the he convention’s main agen- the rest of the country, Pennsylvania Railroad. On Feb. group persevered, and by the da that year, as it had oten although its realization was 10, 1860, attorney Tilden wrote early 1850s, with their enter- been in past years, was to pro- still years in the future. to N.H. Swayne, attorney to the prise inally operating in the mote a transcontinental railway In the meantime, Ogden’s Pennsylvania Railroad, advising black, the Galena & Chicago bill in Congress, and to propose interest in railroads intensiied. him of the steps underway to Union Railroad was celebrated routes to the West. Ogden was hroughout the 1850s and ’60s, legalize the merger, and adding, as the irst railroad west of so well known nationally for he would be president, an “Mr. Ogden is today in Pitts- Lake Michigan. his vision for railroads to investor and board member, burg with authority to have a he Chicago Daily Journal, expand across the country that or a bondholder of a dizzying settlement efected if it can be,” on Nov. 21, 1850, proclaimed delegates elected him as presid- array of small or ledgling rail- which it soon was under the accomplishment, writing, ing oicer. Later that same year, road enterprises. In 1853, he Ogden’s direction. he newly “he ‘Iron Horse’ is now fairly Ogden and other champions of was named president and a consolidated Pennsylvania harnessed in the Prairie land.” the cause were overjoyed when director of the Chicago & Fort Railroad thus became the irst Ogden would soon resign his President Millard Fillmore Wayne Railroad, but when that to forge a direct connection be- position as president, and re- signed the irst railroad land line became insolvent in the tween New York City and Chi- turn to his numerous responsi- grant bill, granting 2.5 million Panic of 1857, Ogden was cago, and this would eventually bilities in Chicago. However, acres of right-of-way to two named its receiver. He and his become the irst of four legs in railroads were in his blood by railroads to lay track from friend, wealthy New York attor- the transcontinental railroad.

32 JANUARY 2019 West to Omaha In 1855, on the occasion of his 50th birthday, Ogden invit- ed a number of friends, busi- ness acquaintances, and fellow railroad enthusiasts to join him for dinner. It was not a celebra- tory event as the guests had ex- pected. Instead, Ogden laid out his vision for a grand new rail- road, a vision he had nurtured since the day he had founded the Galena & Chicago Union nearly a quarter-century earlier. His guests listened intently as Ogden described a totally inte- grated rail network running throughout the entire Midwest to the edge of the Great Plains. His proposed system would was the first locomotive to operate in Chicago. Built in 1837 by Baldwin, William B. Ogden serve the middle of the nation purchased it from the Utica & Schenectady in New York for his Galena & Chicago Union, which he later — the heartland — and con- merged into his Chicago & North Western Railway. It began service in 1848. Union Pacific Museum nect Chicago to Omaha just as Chicago was currently connect- seceded from the Union, their was raging throughout the liest arrivals were called, not ed to the eastern rail network. pleas became moot. A northern country. he commissioners de- only had his hand in building Chicago, he explained, would route, espoused by the northern termined when and where the most of the city’s physical, cul- eventually be the nexus of a na- states and territories, never had company’s $1,000 bonds would tural, and societal infrastruc- tional rail system that covered a serious chance, as everything be ofered for public sale. When ture, but he also had his money the entire country from coast to west of Wisconsin was virtually $2 million worth of those bonds in it. hese Old Settlers had coast. He explained that his unpopulated. Ogden would, had been sold, with a 10-per- proited signiicantly from Chi- Midwest rail link would be however, eventually be a major cent down payment required, cago, but they also gave back. called the Chicago & North stockholder in the nation’s sec- the oicers would supervise an Ogden had his hand, and his Western Railway. ond transcontinental railroad, election for a 13-man board of money, in building the city’s he names of the existing the scandal-laden Northern Pa- directors, which would be aug- irst steamship line so mail railroads that Ogden would ciic Railway, in the late 1860s. mented by two directors could enter and leave the city; cobble together over the next he 1862 Paciic Railway Act appointed by the president of and he inanced the Chicago few years was mind-boggling: authorized the creation of a the . hereater, Lyceum for Social and Intellec- the Beloit & Madison; Illinois & board of commissioners of 163 the commission would be tual Pursuits, and the Chicago Wisconsin; Chicago, St. Paul & men from 20 states and territo- disbanded, its work inished. Historical Society. Fond du Lac; Milwaukee & ries to work out the organiza- William Ogden, the natural He also helped found and Mississippi; Ontonagon & State tion of the Union Paciic Rail- choice, was selected by fellow fund the University of Chicago; Line; Marquette & State Line; road & Telegraph Co. Ogden directors to be the Union Pacif- the Illinois and Michigan Ca- Wisconsin & Superior; and the was one of those commission- ic’s irst president, and it was nal, which transported trade list went on. While Ogden con- ers. A meeting was called for hoped that his name and repu- goods through the area; and the tinued building his railroad September 1862 at Chicago’s tation would enhance the UP’s Rush Memorial Hospital, to into the early 1860s, the War Bryan Hall. When chairman chances of getting of to a name but a few of the many in- Between the States began tear- Samuel Curtis convened the strong start during the initial stitutions he was instrumental ing at the fabric of the nation. meeting of the “Board of Special subscription drive. It was not a in bringing to Chicago. If this, Despite that, in 1862 Congress Commissioners for Construc- job Ogden had sought, nor one and his railroad endeavor, were inally passed, and President tion of a Railroad and Telegraph he was particularly inclined to not enough, the man had also signed, the Line from the River to accept. He had his hands full founded and built he Peshtigo Paciic Railway Act that would the Paciic Ocean” with a roll with his many responsibilities Co. in Wisconsin in 1864, and create the Union Paciic and call, more than 75 members in Chicago, and even more so it would become the largest Central Paciic railroads. were in attendance, a good with the building of his Chica- lumber and milling operation Ogden had long felt, and turnout considering that a war go & North Western Railway in the nation. had so advised leading Con- that he planned to drive west- While this was going on at Celebrating 150 years since the Golden Spike Journey gressmen and President Lin- Promontory ward to the for home, Ogden’s top priority was the first transcontinental coln, who he knew personally, railroad ... a connection with the UP in still the Chicago & North West- that a route through the central Omaha. In spite of those things, ern, which he realized would be

... and how it became a super railroad part of the country — the route • Building the line he accepted the job. a vital cog in the completion of • All about May 10, 1869 • Union Pacific: Answering today’s challenge PLUS • Famous Sherman hill • Union Pacific motive power ultimately selected — was the • Then and now across 1,776 miles the transcontinental railroad. In most appropriate for a coast-to- LEARN MORE IN 1863, he resigned as president coast rail network. Southern JOURNEY TO PROMONTORY UP president briefly of the UP to spend more time states had been lobbying for a AVAILABLE AT Ogden, like most of the on his own plans, an auspicious southern route, but when they KALMBACHHOBBYSTORE.COM “Old Settlers,” as Chicago’s ear- move as it would turn out, as

TrainsMag.com 33 the UP’s nasty Crédit Mobilier er deal, a coup de grâce that have accomplished.” scandal would eventually poi- would shake the railroad world. he article continued, cred- son the reputations of those still he Galena & Chicago iting “ ... the fertile brain of involved with the railroad. Union Railroad that Ogden had William B. Ogden, the king of Ogden’s purchase of Wis- founded in 1836, nurtured, western railroads. With some consin’s and Illinois’ Kenosha, then backed away from, al- men this concentration of pow- Rockford & Rock Island Rail- though continuing to hold a er would be dangerous, but we road moved his C&NW along, sizable stake in, had grown into think there is little fear that Mr. but the seminal event in com- a huge regional success cover- Ogden will use the power he pleting the C&NW and making ing 545 route-miles. Ogden and has acquired in any other way it one of the four legs of the Tilden now announced plans than to beneit the community.” transcontinental railroad would for the smaller C&NW, with When Ogden had resigned occur in mid-1864 when Og- only 315 route-miles, to pur- from the presidency of the na- den and his attorney Samuel chase the larger Galena, result- scent UP, he believed he could Tilden announced a blockbust- ing in a C&NW that would be be more helpful by connecting an 860-mile monolith, the the UP’s eastern terminus in largest railroad in the nation. Omaha with leading Midwest- he purchase did not pro- ern and eastern cities. When the ceed smoothly, but it was ac- C&NW’s irst passenger train complished. he minnow had made the 488-mile trip from swallowed the whale! On June Chicago to Council Blufs, , 4, 1864, the Chicago Daily Tri- directly across the Missouri Riv- bune lauded the consolidation: “ er from Omaha, in February ... these two inluential compa- 1867, he had proven his point. nies have consolidated, and will he irst and second legs of henceforth form one company, our nation’s irst transcontinen- acting in diverse directions, yet tal railroad were now a done with one aim, subject to one deal, and William B. Ogden was controlling power [William B. the man behind both successes. Ogden] and achieving results Without a doubt, the con- which singly they could not struction of the Central Paciic

Impossible without William B. Ogden’s imagination and drive to complete the Chicago-Council Bluffs, Iowa, section of the transcontinental railroad, a UP stack and automotive train moves eastbound near Westside, Iowa, in December 2014. TRAINS: Jim Wrinn and UP roads had been heaped praise on the man in Vanderbilt, J. Pierpont Morgan, Sadly, today in 2019 as we physically more diicult than his obituary, writing: “In the and John D. Rockefeller. He celebrate the sesquicentennial the building of the Midwestern development of the railroad referred to them as buccaneers, of the completion of the and eastern legs of the irst system of the country, Mr. Og- rascals, and plunderers. He nation’s irst transcontinental Transcontinental Railroad, but den has been one of the fore- wrote more favorably of the railroad, that is still true. 2 the latter two had deinitely not most and most potent of coad- earlier generation of builders — been easy. jutors. he Times has before the true pioneers of the indus- his article was adapted by now had occasion to criticise try, he called them — men like JACK HARPSTER from his [sic] methods of railroad con- William B. Ogden, John Alfred 2009 book, “he Railroad Ty- Ogden’s legacy struction with which he was Poor, and J. Edgar homson. coon Who Built Chicago: A Bi- William B. Ogden died on identiied ... but the most cen- He reserved his highest ography of William B. Ogden,” Aug. 3, 1877. he Great Chica- sorious criticism cannot de- praise for Ogden, writing: “ ... published by Southern Illinois go Fire in October 1871, which prive him of the credit of being he pioneer roads ... were pro- University Press, Carbondale, Ill. destroyed much of what he had one of the most enterprising jected and built by all sorts of In 2019, in conjunction with the built, and the concurrent ire in and far-seeing of the railroad men, some of them able, some 150th anniversary of the comple- Peshtigo, Wis., that destroyed magnates who have opened up dismally unit, but among tion of the nation’s irst transcon- his lumbering enterprise and the virgin lands of the them none ... of whom one tinental railroad, Southern Illi- killed between 1,500 and 2,500 continent to the settler.” could say: ‘Here was a true nois University Press will reissue people, took an incalculable toll Mid-20th century author, prophet and great genius of the book in socover. Find it at on the then 66-year-old man. writer, and historian Stewart railroads.’ It remained for Chi- www.siupress.com/railroadtycoon Ogden was never the same Holbrook wrote oten about cago to present the irst great again, though he would live on late 19th-century railroad ty- railroad man. He was William for six more years. coons like Daniel Drew, James Butler Ogden ... and now, in he New York Times Fisk, , Cornelius 1947, [he] is all but forgotten.” THE OTHER TRANSCONS Making

James J. Hill’s Editor’s note: As the United States celebrates already linked the Midwest and the Paciic the 150th anniversary of the irst transconti- Coast. Harriman made his mark by northernmost U.S. nental railroad, Trains is taking a look at rebuilding and modernizing UP, but he America’s other transcons. his is the irst didn’t build it from scratch. transcontinental article in that series. What made Great Northern great? James J. Hill’s ambition developed a small railroad was something IS THERE A SINGLE RAILROAD more closely Minnesota carrier into a transcontinental associated with its founder than James J. railroad between Minnesota and the Paciic special Hill and his Great Northern Railway? Cer- Coast, a move made not with government tainly the Harrimans are linked to Union assistance, but with his (and investors’) Paciic, but by the time E.H. Harriman capital. Even more extraordinary: When by Steve Glischinski entered Union Paciic’s sphere in 1897, it Great Northern extended its line in the Northerngreat

Two Great Northern paint schemes are on display as GN Extra 312-A passes Extra 311-C, waiting in the siding at Floodwood, Minn., on Aug. 16, 1969. Doug Wingfield

1890s to become the nation’s northernmost GN’s greatest legacy. Great Northern was a States at low cost. Hill invested to found transcontinental railroad, Hill sought a pioneer on many fronts: like Union Paciic, schools and churches for communities route not based on economy of construc- it tried to entice settlers to its sparsely popu- along GN’s routes. He was out to build an tion, but on the productivity of the territo- lated territory, but GN went further. Hill empire with his own hands and not wait for ry his railroad would serve. He built with advocated crop diversiication to improve development to run its course. an eye to the future and the long-term via- yields on lands near GN lines, and imported Hill constantly sought ways to better his bility and economy of operations. he only purebred cattle to distribute among farmers. railroad’s operations. hroughout the life of government lands the company received Great Northern bought land from the feder- the Great Northern, Hill and his successors were attached to 600 miles in Minnesota al government and resold it to farmers at worked to improve GN’s physical plant to constructed by predecessors. cheap prices. GN operated agencies in cut costs and improve operating eiciency. he opening of the Paciic Northwest Germany and Scandinavia that promoted its In annual reports, the company pointed and the spread of agriculture are arguably lands, and brought families to the United with pride to the latest improvements:

TrainsMag.com 37 Improving and serving agriculture was a point of emphasis for GN. At the time of this photo in 1956, this GN-owned grain elevator in Superior, Wis., was the world’s largest. William D. Middleton in 1862 it completed 10 miles of track between St. Paul and St. Anthony (later replacing the original main line in western The founder part of Minneapolis). he rail, cars, and Montana over Haskell Pass with a latter James J. Hill was born in Rockwood, locomotives had to be shipped upriver by route via Whiteish and Eureka (1904); the Ontario, in 1838. He reached St. Paul, Mississippi River barge. he irst run was Surrey Cutof across , reduc- Minn., in 1856 at age 18, and landed a job made on June 28, 1862, pulled by 4-4-0 ing the transcontinental line by 52 miles with a steamboat company as an agent. He No. 1, the , named for the (1912); the 7.79-mile Tunnel and gradually learned the transportation busi- line’s chief engineer and preserved today in the Chumstick Line Change, reducing the ness, working with wholesale grocers, fuel Duluth, Minn. he invitation-only afair Cascade Mountains crossing by 9 miles, (coal) suppliers, and railroads and steam- included Minnesota’s governor and lieuten- lowering the line’s elevation by 502 feet and boat companies to handle freight trans- ant governor, St. Paul’s mayor, directors of eliminating 6 miles of snow sheds (1928- fers. Eventually, he struck out on his own. the St. Paul & Paciic, and about 100 citi- 29); and the extension of centralized traic In 1867, Hill entered the coal business, zens. It let St. Paul “at about half past two control in the 1950s and 1960s. hese were and by 1874 had expanded it ive times o’clock and returned at six o’clock,” accord- major undertakings, but hundreds of over. In 1872, he and his partners started ing to newspapers of the day, in time for an minor improvements bore Hill’s touch. the Red River Transportation Co., which evening banquet and general celebration In 1951, Great Northern operated 8,316 ofered steamboat transportation on its of the historic event. miles of railroad. Its main line covered namesake river, along Minnesota’s western he StP&P “branch” reached the St. approximately 1,800 miles from the Twin border, to . Cloud area by 1867, but construction on Cities to . In between, it served only While Hill was diligently building his the main line was slow, primarily due to one city in excess of 100,000: Spokane, businesses, railroading came to Minnesota. the company’s limited funds and the need Wash. he states with larger populations Work had begun in St. Paul in 1861 on the to cross the Mississippi River between St. that it did serve — Minnesota, Washing- St. Paul & Paciic, the irst predecessor of Anthony and Minneapolis. In 1864, main- ton, and Oregon — were concentrated at Great Northern. Its genesis was the Minne- line construction was assigned to a separate the eastern and western extremes. here- sota & Paciic Railroad, chartered by the corporation organized under St. Paul & fore the railroad had to depend on long- Minnesota territorial legislature to build Paciic’s charter, the First Division of the St. haul shipments, which were more proit- from Stillwater to St. Paul to Breckenridge, Paul & Paciic, but it did not begin work able, and became a model for handling this on the border with , with a until 1867. he line started west that year type of traic, just as Hill had envisioned. branch from St. Paul to St. Cloud and St. on what would eventually become the GN never went bankrupt. It remained Vincent on the Canadian border. he Great Northern main line. It reached proitable until March 2, 1970, when it Minnesota & Paciic received a grant of Breckenridge in 1871. he Northern Paciic merged with Chicago, Burlington & Quin- 2.46 million acres of land. briely owned the line, but the Panic of cy; Northern Paciic; Paciic Coast Rail- Construction began in autumn 1856, 1873 forced NP into bankruptcy. NP sold road; and Spokane, Portland & Seattle to but the line went bankrupt in 1860. Reor- its holdings in the StP&P, which then was form Burlington Northern. ganized as the St. Paul & Paciic Railroad, pushed into receivership by Dutch inves-

38 JANUARY 2019 J. Hill was in the railroad business, and was named president of the railroad in 1882. Building an empire he engaged in a blizzard of acquisitions that provided connections from the Twin Cities to the Red River Val- ley and its wheat-growing areas. By 1881, it operated 695 miles of road. During this expansion, the railroad worked to attract settlers to buy the millions of acres provid- ed by the land grant in Minnesota, and in lands the railroad purchased in Dakota Territory. Settlement was important to provide dependable freight traic and laborers who would build more rail lines. In 1881, the Hill group purchased the 1856 charter of the Minneapolis & St. Cloud Railroad, and the following year used it to begin construction of a line toward the ports of Duluth and Superior. Rails reached west to Devils Lake, N.D., by 1885, and attained Montana in 1887, with GN splitting the area controlled by North- ern Paciic to the south and Canadian Paciic to the north. Colonization pro- gressed, branch lines were built to feed the main line, and traic grew. Despite Hill’s view that the Northern Paciic had been poorly constructed and GN territory was sparsely populated, with one city over 100,000 between its endpoints. Here, errantly routed, he looked admiringly at 2-8-2 No. 3117 is westbound at Richmond, Minn., in 1955. James Kreuzberger; Steve Glischinski collection NP, which obtained transcontinental status in 1883. By the end of the 1880s, he faced tors that held most of the Paciic’s stock. trader; Donald Smith, a Montreal banker the decision whether his railroad should For three years, the receivers did little, and executive with Hudson’s Bay Co. who build to the Paciic Coast as well. Why go and the railroad sufered under the inan- would go on to co-found Canadian Paciic west? Author Albro Martin, in his land- cial burdens of the , but Hill Railway; and George Stephen, Smith’s cous- mark book “James J. Hill and the Opening was studying it closely. Its land grants were in who helped raise the funds to build CP. of the Paciic Northwest,” writes, “By then valuable, and he foresaw that operating By Hill’s estimate, a $5.5 million investment regional railroads like his were inally changes could make the railroad highly would bring them a railroad and holdings facing the decision whether to become proitable. Hill assembled a group of part- worth $19 million, so the group purchased transcontinentals in their own right or to be ners known as the Associates: John S. the line in 1878. he following year they absorbed by men of larger vision and dar- Kennedy, a New York banker who had rep- formed the St. Paul, Minneapolis & Mani- ing.” A more fundamental reason, Martin resented the Dutch bondholders; Norman toba, which took over the assets of the St. explains, was as the nation became more Kittson, a friend of Hill’s and wealthy fur Paul & Paciic and the First Division. James industrialized and thus more regionally

James J. Hill, who built the Great Northern The William Crooks, shown at Elk River, Minn., in 1864, made the first run on GN predecessor and shaped its success, in 1915. TRAINS collection St. Paul & Pacific. Today, the locomotive is at the Railroad Museum. Great Northern

TrainsMag.com 39 Vancouver

Seattle Tacoma Spokane

NP WASHINGTON

Pasco Portland

The Spokane, Portland & Seattle was jointly owned Eugene Bend by GN and Northern Pacific. It is included to show the connection to the otherwise OREGON isolated “Inside Gateway” line to Northern California.

SP The Oregon Trunk, to Bend, Klamath Ore., was wholly owned by Falls the SP&S.

Bieber GN found the lowest-altitude U.S. passage through the Rockies via Marias Pass. A trio of Geeps leads a train over the pass on May 20, 1969. Robert L. Hogan without him under management backed by a Hill ally, inancier J.P. Morgan. Late in specialized, through traic grew much of large parcels of land on Minnesota’s 1900, Morgan ended his voting trust of the faster than local business. he need to Mesabi Iron Range, allowing GN to begin NP, and Hill and the Associates, and increase traic, especially more proitable large-scale shipment of iron ore. Hill German bondholders who owned a large through traic, could no longer be ignored. gained a nickname: “Empire Builder.” minority of common stock, exercised Hill committed his railroad to head to the working control of NP. Paciic in early 1889. The “Hill Lines” Seeking a route from the Twin Cities to On Sept. 16, 1889, the Minneapolis & Hill’s actions at the turn of the 20th cen- Chicago and its railroad interchanges, Hill St. Cloud’s name was changed to Great tury presaged the megamergers of the 1980s set his sights on acquiring the Chicago, Northern Railway Co. On Feb. 1, 1890, Hill and 1990s. In summer 1893, Northern Burlington & Quincy. Union Paciic, con- transferred ownership of the Manitoba, Paciic collapsed into receivership. Hill and trolled by Harriman, hoped to obtain the Montana Central Railway, and other rail his associates saw that NP, now freed from CB&Q as well. Harriman began buying properties he owned to GN, and the mod- paying interest on its bonds, might be able stock in Northern Paciic with the inten- ern-day Great Northern was born. to slash rates and cut into GN’s proits. NP’s tion of using it to gain control of CB&Q. Construction of GN’s Paciic Coast ex- German bondholders were worried about Hill learned of his activities and contacted tension began in 1890 just west of Havre, the value of their bonds, and Hill’s friend Morgan, whose company quickly began Mont. Standing in the way were two moun- George Stephen suggested a solution: “uni- buying more NP stock. tain ranges, the Rockies and the Cascades. ication” of the NP and GN under James J. he result was the “Northern Paciic A low-level passage through the Rockies Hill. But the railroad would be reorganized Corner,” the irst U.S. stock market “crash.” was found by GN locating engineer John F. Stevens and a Flathead Indian guide named Coonsah in December 1889. Marias Pass would become the lowest rail crossing of the Rockies south of the Canadian border. Stevens moved west to locate the line over the Cascades, and found a passage that would come to carry his name. was at the head of Nason Creek, a tributary of the Wenatchee River. But the route was fraught with problems: to get over the mountains required eight switch- backs, with grades up to 4 percent. Tre- mendous operating problems caused by heavy snowfall were partially solved with snow sheds and opening of the irst Cascade Tunnel, a 2.6-mile bore completed in 1900 and electriied in 1909. he inal spike to complete the trans- continental project was driven near Scenic, Wash., on Jan. 6, 1893. More expansion fol- Great Northern’s first great transcontinental train was the Oriental Limited. A westbound lowed: in the , Hill purchased control Oriental Limited passes through Fargo, N.D., in an undated photo. Robert A. Hadley

40 JANUARY 2019 The Great Northern Railway MANITOBA Winnipeg

Shelby Havre

Williston Minot Crookston Great Falls MONTANA Grand Forks Fargo Duluth Superior Butte NORTH DAKOTA Moorhead

Billings St. Cloud NP WIS. Great Northern N Aberdeen Spokane, Portland & Seattle 0 Scale 200 miles Willmar St. Paul NP Rights on Northern Pacific SOUTH DAKOTA Minneapolis SP © 2018 Kalmbach Media Co. Rights on Southern Pacific TRAINS: Bill Metzger and Rick Johnson Huron MINNESOTA

Sioux Falls For four days in , common stock March 1908; acquisition of other railroads of the NP rocketed from $110 a share to pushed SP&S and its subsidiaries into $1,000. Panic followed, with the near-col- central Oregon. Sioux City lapse of Wall Street brokerages and banks, Hill let management of Great Northern IOWA and the most precipitous decline ever in in 1907 but remained chairman of the board American stock value. Harriman and Hill until 1912. By the time of his death in May worked to settle the issue to avoid panic, 1916, James J. Hill was worth more than $53 Great Northern. It was Louis Hill who and NP and CB&Q stayed in Hill’s orbit. million (more than $1.2 billion today). coined such GN slogans as “See America Hill, Morgan, and Harriman then formed First” and “Glacier National Park Route.” the Northern Securities to control the stock GN after Hill Great Northern reached California in of the three railroads. Great Northern experienced superior 1931. It built 91 miles of new line from he public feared Northern Securities leadership following Hill’s tenure (see page Klamath Falls, Ore., (reached via SP&S’ would create a railroad monopoly. President 43). His second son, Louis W. Hill (1872- Oregon Trunk Railway) to Bieber, Calif., heodore Roosevelt saw it as a violation of 1948), is remembered for his enthusiastic while Western Paciic built 112 miles from the federal Sherman Anti-Trust Act. In promotion of Montana’s Glacier National Keddie to Bieber. he route became known 1902, the government sued Northern Park. Ater graduation from Yale, he as the “Inside Gateway” — WP connected Securities. In 1904, the case reached the became a successful businessman in his with Santa Fe in Stockton, Calif., and Supreme Court, which ordered the consor- own right. He was named GN president in together the three railroads competed with tium be broken up; each railroad was then 1907 and board chairman in 1912. Southern Paciic for traic between managed independently. he victory earned In 1910, Great Northern backed federal California and the Paciic Northwest. Roosevelt the title “trust buster.” Yet the legislation to create Glacier National Park. Great Northern ielded several ine pas- close relationship between GN and NP To generate tourist traic for its trains, GN senger trains despite Hill’s admonition that remained, and the two railroads jointly began advertising the splendors of the passenger trains were “like the male teat — owned the Burlington. park. Under Louis Hill’s tenure, GN subsid- neither useful or ornamental.” From 1905 Great Northern moved forward. In iary Glacier Park Co. built and operated to 1929, GN’s premier transcontinental 1905, the Portland & Seattle Railroad hotels and chalets throughout the park. train was the Chicago-Seattle Oriental (Spokane was later added to the name) was hey were modeled on Swiss architecture, chartered to connect GN and NP’s lines part of Louis Hill’s vision to portray Glacier GN dieselized with FT locomotives, which from Spokane and Pasco, Wash., to Port- as “America’s Switzerland.” Until the advent debuted the classic orange and green paint land, Ore. Jointly owned by the two rail- of better roads and automobiles, thousands scheme. Here, a matched set of FTs departs roads, SP&S’s main line was completed in of Americans enjoyed the park courtesy of Willmar, Minn., in the early 1960s. Perry Becker

TrainsMag.com 41 stripe paint, created in 1941 for freight FTs. In 1951, the Empire Builder was stream- lined a second time, and its old cars plus new equipment stocked a new secondary , the Western Star, with the Oriental Limited name retired. GN took its short-haul passenger business seriously, and operated frequent service between the Twin Cities and Twin Ports, and from Portland to Seattle and Vancouver, B.C. GN’s last new steam locomotive pur- chases were 20 4-8-4s from Baldwin Loco- motive Works in 1929-30. GN created the heaviest Mikado-type ever when it rebuilt older Mikes into Class O-8 Mikados. he irst three O-8s were created in 1932 when GN rebuilt three older 2-8-2s with new boilers from Baldwin, and 22 rebuilt Mikes joined the O-8 class in 1944-46. Oil burn- ers with roller bearings on all axles, they had more tractive efort than ’s S-3 Class Berkshires, but their reign was brief, as GN dieselized in 1957. GN in the diesel era included a heavy GN O-8 No. 3396 leads the first section of train 402 at Harlem, Mont., in August 1948. The O-8s, dose of GP7s, GP9s, and F units. In 1966 it rebuilt from older engines, were the heaviest Mikado types ever. Frank McKinlay; N.F. Priebe collection purchased the irst production 3,600-hp SD45 from EMD, which it dubbed “Hustle Limited. Meant to evoke the Far East — to the Empire Builder. Inaugurated in 1929 Muscle.” he locomotive survives today. Sec- passengers could connect to GN steam- and named for Hill, it operated from ond-generation passenger power also came ships in Seattle — it introduced the Rocky Chicago to St. Paul via CB&Q, thence GN in 1966 with six 3,000-hp SDP40s, followed Mountain goat as GN’s symbol in 1921, to Seattle, and Spokane to Portland via in 1967 by eight SDP45s, the latter received when the goat emblem was carried on its SP&S. In 1947, GN streamlined the train in “Big Sky Blue” colors adopted that year. for the irst time. (he goat and used its former heavyweight equip- GN used electric locomotives to con- didn’t receive the name “Rocky” until 1955 ment for a secondary train on the route, quer mountain grades in the Cascades. In when he appeared in GN television adver- which carried the Oriental Limited name. 1909, the company electriied its line tising.) he Oriental Limited was dropped he streamlined Builder marked the irst through the original Cascade Tunnel with in 1931 as the Great Depression raged. By passenger-train application of GN’s Omaha four GE-built boxcabs that pulled trains then the Limited was playing second iddle Orange and Pullman Green with gold through the tunnel with their steam

SDP45s were the last passenger locomotives GN purchased. A few months after the BN merger, SDP45 No. 9860 leads the Western Star at Eureka, Mont., on Sept. 7, 1970. Doug Wingfield locomotives still attached. When the new Cascade Tunnel opened Great Northern’s great leaders in 1929, electriication was expanded to 73 miles, using 18 boxcabs supplied by Alco- GREAT NORTHERN WAS BLESSED with GE and Baldwin-Westinghouse. In 1947, extraordinary leadership in the decades two 5,000-hp streamlined electrics arrived after James J. and Louis W. Hill. Among from GE. hey only saw service for nine them were a father and son, and a man years as GN itted Cascade Tunnel with who rose through the ranks. ventilation fans for diesel operation in 1956 and the electriication was abandoned. (1879-1962) served as GN president from to 1919 to 1931, and was the Great Northern today youngest man to assume the presidency of Great Northern’s footprint remains, a major railroad at age 40. In the 1920s he nearly 50 years ater the BN merger. Towns began another attempt to merge the Hill and cities have made depots into museums. Lines after the infamous Northern Securi- Hill’s 36,000-square foot mansion, built in ties case of 1904. Ultimately, the Interstate St. Paul in 1891, is a National Historic Commerce Commission approved the Landmark. Amtrak’s Empire Builder is a merger, but without the Burlington Route direct link to Great Northern’s heritage, and and its important Chicago connection — a BNSF’s colors harken back to those of GN. condition GN and NP could not accept. GN president Ralph Budd speaks at the Its history is studied and promoted by Budd was cut from the James J. Hill last-spike ceremony for the Inside Gateway the widely respected Great Northern Rail- cloth, observing in 1928 that the main paths in Bieber, Calif., in 1931. Great Northern way Historical Society that carries the Great to successful railroad operation “lie through Northern torch to new generations. Former reduction of costs, which could be produced only by a company ... able to reduce its employees, although reduced in number by grades, improve its roadbed and best equip and maintain its line,” and in expanding the year, remain devoted to the company. volume of business. One such employee, Gary Nelson, hired Budd acted on those words. In 1925, GN’s board approved his Cascade improvement out on GN in 1967 in Willmar, Minn., and plans that included the 7.79-mile Cascade Tunnel, a 43-mile line relocation that eliminated retired from BNSF in 2009. He has a direct curves and grades, and extended and improved the electrified line through the new connection to Hill, and his story helps tunnel. This cost $25.6 million — approximately $368 million today. Ralph Budd went on to explain why GN employees were so loyal. greater fame at the Chicago, Burlington & Quincy as the man who brought the U.S. its first “My grandfather on my mother’s side stainless steel streamliner, the . He was also at the helm when Burlington built the was Francis Bergland. He began his career first in 1945. in Great Northern’s bridge and building de- partment in 1892,” Nelson said. In 1914, he Frank J. Gavin (1880-1962) came to the presidency in September 1939. Like Hill, a Canadi- was injured in an accident that resulted in an by birth, he started as a clerk for GN in 1897 and worked his way through the ranks. He the amputation of his leg. Ater the accident, was an operating man, and approved expenditures for more freight cars and roadway he lived in a house on the north end of the improvements. He mobilized the railroad to war following the attack on Pearl Harbor on yard in Willmar (which still stands). “James Dec. 7, 1941. Gavin embraced diesel power — by the end of 1941, GN had 49 diesels, includ- J. Hill had that house built for my grandfa- ing nine FTs, the first locomotives to wear the famous paint scheme of Omaha Orange and ther due to the loss of his leg. Not only that Pullman Green separated by imitation gold stripes. At the end of 1945, only 17 percent of but he gave him 3 acres of land. Great train miles on GN moved behind diesels; by 1951 it was 63 percent. Northern retained him as an employee (he In 1943, Gavin and his management team decided a new streamlined Empire Builder had a 50-year career on the railroad) and should enter service after the war; the new train debuted on Feb. 23, 1947, and generated gave him a job as a cook on B&B outit cars, $5 million in revenue in its first year. In 1949 he approved purchase of 66 passenger cars and he also arranged that in the future my for another new Empire Builder, with other new cars joining the 1947 equipment to create grandfather’s sons would get jobs with Great the Western Star, which allowed GN to ofer double daily streamliner service on its trans- Northern. In 1926, my dad married my continental route. The new trains debuted in 1951, the year Gavin retired. In 1956, Gavin mom, and his brother married my mom’s Yard in Minot, N.D., was named for him. sister. Both my dad and his brother became employees of Great Northern, like their John M. Budd (1907-1979), Ralph Budd’s son, served as president from 1951 until the Burl- father-in-law. My two sisters also became ington Northern merger in 1970. Passenger-train fans remember Budd for maintaining GN’s PBX operators for GN when it had its own passenger service at a high level. In a speech in the 1950s, he spoke for many when he said: system. his all came about “The world judges the railways by their passenger services. If this is the window through because my grandfather lost his leg and Jim which we are viewed, we must wash it and shine it, or else cover it with a dark shade.” To Hill put out a directive to take care of him.” his credit, he continued his “clean window” passenger policy right up to the BN merger. he majority of GN’s transcontinental Budd’s greatest accomplishment was what neither James J. Hill nor his father could line across the northern tier is today achieve: merger of the Hill Lines. It was John Budd who, along with Northern Pacific’s BNSF’s “Hi Line.” Trains still streak across Robert Macfarlane, initiated discussions in 1955 that began the torturous process of the plains, rumble over Marias Pass, and merger, which would take 15 years to complete. Always referred to by employees as “Mr. take the long plunge through Cascade Budd,” he earned the respect of not only his oficers, but also labor. Third-generation GN Tunnel — just as Great Northern’s founder employee Gary Nelson said: “John Budd directed that his oficers treat everyone with re- intended. It’s an ot-used Hill quote, but it spect. That included the union’s general chairman and the local chairman. He knew the seems appropriate: “I’ve made my mark on only way they were going to be successful was to have a harmonious working relationship. the surface of the earth and they can’t wipe That was true right up to, and in some cases after, the BN merger.” — Steve Glischinski it out.” Indeed. 2

TrainsMag.com 43

Former Canadian National locomotives, including a GP9RM and a GMD-1, frame a former CSX B40-8 at Western Rail’s Airway Heights, Wash., facility. A former CSX GP40 pokes out of the awning at Western Rail’s Airway Heights facility. Workers perform maintenance here as weather permits.

orth Little Rock, Roanoke, which Western Rail ran for several years be- industries every two months, looking for Topeka, and Waycross are syn- fore Eastern Washington Gateway Railroad opportunities to buy parts and locomotives. onymous with Class I railroads’ took over. Western Rail also acquired ware- hose contacts are anyone from a railroad’s major locomotive maintenance houses in Illinois and Arkansas to better chief mechanical oicer to an independent shops. hese comprehensive serve its Midwestern and Eastern customers. mechanic. Typically, the parts supply and facilities and extensive stafs can accomplish Meanwhile, in 1999, a handshake deal locomotives come from an industrial or just about any work their owners need. But was struck with Pend Oreille Valley Rail- short line that is shutting down and liqui- what about the more than 550 smaller rail- road, a short line operating between Meta- dating. For example, in 1989, Western Rail roads in North America? From single com- line Falls, Wash., and Sandpoint, Idaho. he acquired an SD7 and an SD24 from ponents such as a control stand or engine deal allowed Western Rail to contract out Kennecott Utah Copper when they were block to full locomotive rebuilds and units services for rebuilding and repairing removed from service. Kennecott SD7 for short-term lease, Western Rail Inc. has locomotives at Pend Oreille Valley’s shop in No. 903 and SD24 No. 904, the last SD24 them covered. Usk, Wash. built, were used to haul copper ore in Salt Back in 1989, President Todd Havens “Why we decided to go that route, and Lake County, Utah. Both locomotives were started the business in downtown Spokane, not build our own shop at Airway Heights, qualiied for service by Western Rail, and Wash., as a family-owned locomotive bro- is simply the lack of overhead,” Havens resold to the now-defunct Minnesota Val- kerage irm. In its early days, the company says. “We just pay them a rate and keep ley Railroad. Railroads are also looking to owned just four or ive locomotives that them busy.” Western Rail also helped Pend trade in older locomotives for those that were scattered throughout Oreille Valley build two the country. state-of-the-art additions As the company Usk to the shop, including a lourished, and the Airway Heights $2 million paint booth. number of locomo- WASHINGTON Five of Pend Oreille tives grew, so too did Valley’s seven mechanics the need to ind a work full time under a location to maintain special agreement for and store them. Western Rail. “We were just getting too big. We had Western Rail’s primary business is parts. locomotives stored all over the country,” “From grain elevators to Class Is, someone is Havens says. “I sold RailAmerica their irst always looking for parts,” Havens says. He eight locomotives, back in 1993.” igures the company has $5-to-6 million in In 2000, Havens and Vice President Pat parts, 90 percent of which are EMD. hat Rowe found a former wood-chip mill for does not include the complete locomotives sale in Airway Heights, Wash. While this stored there and in Usk. In addition, Western Mechanics work on Western Rail’s first “in- location did not have a shop building, the Rail is continually looking to acquire locomo- house” rebuilt EMD 16-645 engine in Airway 26-acre plot did include two tracks that were tives to strip for parts, resell, rebuild, or lease. Heights. The finished engine was dynamome- once used for wood-chip loading. It also Rowe igures he talks to 1,300 people ter tested and delivered to a dredge boat had a connection to the outside railroad, from the U.S. and Canadian railroad operator for installation.

46 JANUARY 2019 Western Rail and Pend Oreille Valley’s facility in Usk, Wash., includes this state-of-the-art paint booth. Leased Rogue Valley Terminal SW1500 No. 1500 rests inside. are more powerful and fuel eicient. On A former Oregon, Pacific & Eastern SW8 sits in storage on Pend Oreille Valley in Usk, Wash. average, Western Rail sells 10-to-15 The classic switcher can be ready for service at a moment’s notice. locomotives a year to customers ranging from a small grain elevator to larger corporations such as Cargill or ADM. Western Rail: keepers of the classics Larger railroads have also come calling. Beginning in 2007, BNSF contracted with EVEN THOUGH IT IS KNOWN for rebuilding “Electric” was dropped from the name in Pend Oreille Valley and Western Rail to second-generation locomotives, Western 1939 after a bankruptcy. The railroad contin- install fuel-saving SmartStart systems into Rail holds several units that could be con- ued to serve its freight customers until 1952. 40 locomotives, which automatically shuts sidered museum pieces. Its oldest locomo- After the railroad’s demise, No. 602 was sold down or starts the locomotive, saving fuel tive, a rebuilt EMC SW (now considered a to Yreka Western where it worked until 1978, and cutting emissions. hat work was done SW9), was built in 1938. But one switcher when it was sold to Oregon, Pacific & East- in Usk, and half of the units were also re- stands out among them. ern. In 2010, Western Rail and the short line painted there. In addition, regional railroad Former Oregon, Pacific & Eastern SW8 made a deal to acquire the 602 in trade for a came to Western Rail for No. 602 was built by EMD in 1952 for Bam- GMD-1. Amazingly, No. 602 was in mostly repainting work. berger Railroad in Utah. Bamberger was a original condition, including plain bearing Typically, work starts at the Airway railroad that started out in 1891 as the trucks and original cab controls. Heights facility. here, the locomotive is Great Salt Lake & Hot Springs Railway, Today, No. 602 is stored for Western Rail evaluated and slated for sale, lease, or re- later the Salt Lake & Ogden Railway. The on the Pend Oreille Valley Railroad in nearby build. If a locomotive is deemed unsuitable railroad was oficially named Bamberger Usk, Wash. The locomotive remains intact, for rebuilding, it will be stripped of usable Electric Railroad after its owner and Utah and is serviceable, but its future has yet to be parts. “he best place to store a part is inside Governor Simon Bamberger in 1917. determined. — Tom Danneman a locomotive,” Havens stresses. “We never scrap them until they are out of useful parts.” Even though many of the locomotives in Airway Heights and Usk could be consid- ered museum pieces, most could be put into revenue service quickly. “Ninety percent could go out in service tomorrow,” Havens says. With the occasional help from Havens and Rowe, who are certiied mechanics themselves, the two mechanics in Airway Heights can handle work such as changing a generator or air compressor and even a full engine swap or rebuild. Since the Airway Heights facility has no indoor shop, the weather dictates how much work is done there. Because of that, most of the heavy work is done at Pend Oreille Valley’s shop in Usk. When an engine swap or generator is done in Airway Heights, the locomotive will get shipped to Pend Oreille Valley for inal alignment, testing, and sometimes paint. Left: The classic EMD SW8 still retains its original plain bearing trucks. Above right: The Rebuilding locomotives has also become cab interior also sports original equipment including control stand, headlight and class big business for Western Rail. Depending light controls, as well as a wooden floor. Unfortunately, vandals have broken some glass. on time frame, customer’s requirements, Below right: No. 602’s twin-beam headlight housing awaits its next illumination.

TrainsMag.com 47 390

650

Savage Services No. 7100, a former CN SW1200RSm, is completely rebuilt inside the Pend Oreille Valley’s Usk, Wash., facility. The switcher was completed and repainted in March 2018.

locomotives. Recently Western Rail in Air- way Heights completed its irst “in-house” overhaul of an EMD 16-645 engine. he work was completed and successfully dyna- mometer tested in August 2018, and was de- livered to a dredge boat operator. Haven says 602 this new phase of engine rebuilds will keep busy the mechanics in Airway Heights dur- ing their “spare down time,” fulilling a need in the industry for rebuilt engine blocks. Western Rail is also developing a Tier 3 emissions-qualiied locomotive. In summer 2018, Western Rail entered a partnership with Cummins, which will supply the genset ( and electric generator) for the rebuilds. Western Rail will be using GP35 Western Rail Mechanic Brett Schultz checks No. 2000 for the core locomotive, and will the crankshaft on Savage Services SW1200RSm incorporate a TMV Control system (a mod- 311 No. 7100 inside the shared facility. ern locomotive control system that incorpo- rates features such as wheel slip, cooling fan, and the type of locomotive needed, it is engine, air compressor, and generator con- determined what parts a locomotive will trols) to interface between the Cummins need, when it will be delivered to the genset and the locomotive itself. “We plan to customer, and whether the work will be reuse as much of the original EMD parts done in Airway Heights or Usk. and design as possible, making it an easier “What we are is a Progress Rail or transition for the mechanical personnel to National Rail Equipment on a small scale,” work on them,” says Rowe. Western Rail Havens says. “hey get contracts to rebuild hopes to have the locomotive ready for 15 locomotives; we get contracts to rebuild testing in summer 2019. It will serve as a test two. We want the smaller ‘mom-and-pop’ bed for future Tier 4 locomotives. 3043 railroads’ business. Western Rail has per- “Our goal is to make an easy single- formed and will continue to do work for the engine repower package for SW- through Class Is, but it is not our core business.” SD-type locomotives,” Rowe says. For Western Rail, rebuilding a locomo- Western Rail has a parts supply that tive could mean an engine swap, a turbo to would be the envy of many railroads, a leet roots-blown conversion, or a complete re- of locomotives ready at a moment’s notice, build including Dash-3 electronics and a and is capable of bringing its old irst- and fresh paint job. “What we’re known for is second-generation motive power into fuel- converting GP35s to GP38-3s, from a turbo eicient, state-of-the-art locomotives that to roots-blown engine with the newest elec- meet modern emission standards. While it tronics,” Havens says. Western Rail is also may not have a marquee name, known for completing the fabrication and 30,000-square-foot shop, or hundreds of installation of short hoods and new cab employees, Western Rail is a go-to shop and windows on original high-hood SD9 supplier for railroads big and small. 2

48 JANUARY 2019 Western Rail locomotive roster 5954 Current as of October 2018. Some locomotives may not be shown or may have left the property Number Builder Model Original railroad Built Notes 50 EMD SD40T-2 Denver & Rio Grande Western 3/80 51 EMD SD40T-2 Southern Pacific 1/79 102 EMD SW9 Chicago, Rock Island & Pacific 3/38 1 102 EMD SW14 Illinois Central 6/51 159 EMD SD9 Duluth, Missabe & Iron Range 4/59 311 GE 65-tonner U.S. Army 3/43 2 315 EMD F40PHR Amtrak 8/79 376 EMD F40PHR Amtrak 6/81 390 EMD F45 Burlington Northern 4/71 3 602 EMD SW8 Bamberger Railroad 6/52 102 602 EMD SD9E Southern Pacific 1/55 650 EMD SD-M Duluth, Missabe & Iron Range 3/58 651 EMD SD-M Duluth, Missabe & Iron Range 3/57 803 EMD SW8 Texas & New Orleans 3/53 849 EMD GP30 Union Pacific 9/62 4 999 EMD SW9 Bellefonte Central 7/53 1001 EMD SW1 New York Central 6/49 1009 EMD GP35 Pennsylvania Railroad 5/64 1203 EMD GMD-1 Canadian National 4/60 1360 EMD MP15DC Missouri Pacific 1/82 3006 1384 EMD MP15DC Missouri Pacific 11/82 1407 EMD GMD-1 Canadian National 12/59 1415 EMD GMD-1 Canadian National 8/58 2000 EMD GP35 Louisville & Nashville 5/64 2001 EMD GP35 Gulf, Mobile & Ohio 4/64 2001 EMD GP38AC Illinois Central 2/70 5 2002 EMD GP38AC Illinois Central 2/70 5 2250 EMD GP35 St. Louis Southwestern (Cotton Belt) 12/64 2500 EMD GP35 Southern Railway 2/65 2508 EMD GP30 Denver & Rio Grande Western 4/62 1415 3006 EMD GP30 Reading 4/62 3043 EMD GP20u Atchison, Topeka & Santa Fe 10/61 3043 EMD SW1000 New Orleans Public Belt 7/71 3108 EMD GP40 Chesapeake & Ohio 7/71 3510 EMD GP35 Norfolk & Western 11/63 3514 EMD GP35 Pennsylvania Railroad 5/64 4201 GE B23-7 4/78 4202 GE B23-7 Conrail 4/78 4404 EMD SD9E Southern Pacific 4/55

4508 EMD GP35 Southern Railway 2/65 315 5057 GE U25B Milwaukee Road 8/65 6 5954 GE B40-8 CSX Transportation 4/88 6526 EMD GP35 Southern Pacific 12/63 6756 EMD GP40 Seaboard Coast Line 5/70 7216 EMD GP9RM Canadian National 12/57 8305 EMD GP10 Illinois Central 1/56 8319 EMD GP9R Southern Pacific 2/55 9161 GE C40-8 Union Pacific 2/88 9968 EMD GP40 New York Central 12/65 Notes: Some may be rebuilt and carry diferent model designations. 1 Rebuilt from EMC SW in 1959. 2 Built for Sioux Ordnance Depot, Panhandle, Neb. 3 Stored for private owner. 4 Previously owned by Feather River Rail Society, Portola, Calif. 5 Rebuilt by Western Rail to GP38-3 standards. 6 Stored awaiting cosmetic restoration for the South Cle Elum Rail Yard National Historic District.

SEE A WESTERN RAIL ROSTER GALLERY AND FULL LOCOMOTIVE HISTORIES AT TRAINSMAG.COM TrainsMag.com 49 ANALYSIS AMTRAK’S MONEY MYSTERY Why we don’t really know how trains perform financially by Bob Johnston hen the Southwest Chief 125-to-160-mph standards. cuts, and reduces passenger options. And rumbles across ’s he quest to stem the sources of red ink cost cutting through 2017 management buy- , with sleeping-car has been blessed by Amtrak’s board of outs eliminated ield personnel and resulted passengers paying as much as directors and orchestrated by CEO Richard in a loss of institutional knowledge — per- W $1,058 to ride in a roomette, Anderson and Executive Vice President and haps the biggest such loss in the company’s what is the train’s revenue-versus-cost Chief Commercial Oicer Stephen Gard- 47-year history — that has permanently efect on Amtrak’s bottom line? ner. It has led to sharply reduced food diminished U.S. passenger-rail expertise. According to the “route level results” of service on the Lake Shore Limited, Capitol As Trains was preparing this report, the iscal 2017 performance report, the Limited, and Silver Star; curtailed excur- the Rail Passengers Association issued a Chicago-Los Angeles train generated $49.9 sions and carriage of private cars; eliminat- white paper titled, “Amtrak’s Route Ac- million in revenue but racked up $104 ed revenue-growth initiatives, other than counting: Fatally Flawed, Misleading, and million of so-called “operating” expenses. ticketing penalty fees and periodic internet- Wrong.” On the following pages we high- So the train “lost” more than $54 based fare sales; and threatened the Chiefff’s light some of its indings — such as a million? Really? future. Company oicials told Kansas, snow-removal charge for a station in Flori- he expense burden has become Colorado, and New Mexico stakeholders in da. We also present examples we uncovered Amtrak’s justiication for systemwide cost August that maintaining the Chieff route will that attempt to shine a light on a book- cutting. he company estimates those require $254.7 million over the next 10 keeping system that distorts a nationwide expenses at more than $1 billion for all years — on top of those annual losses. transportation mission, a mission thou- long-distance trains, and $793.6 million hroughout Amtrak, short- and long- sands of current and former employees for Northeast Corridor Acela Express and term management bonus incentives are tied fought to maintain. But be warned: exactly Regionall trains running over multitrack, to slashing expenses. his fails to take into how Amtrak attributes expenses continues electriied infrastructure maintained to account potential revenue lost from such to be shrouded in mystery.

Starvation Peak forms the backdrop for the eastbound Southwest Chief at East Chapelle, N.M., on Aug. 25, 2018. By Amtrak accounting, the train loses $54 million. David Styffe

TrainsMag.com 51 Former CEO Wick Moorman says long- AMTRAK PERFORMANCE TRACKING million on a fully allocated cost basis. distance trains (like the , at Following a Chicago luncheon on Moorman was referring to the “Amtrak Houston’s Buffalo Bayou) lose about $500 May 25, 2017, former Amtrak President Performance Tracking” methodology. It million once overhead is allocated. Mark Griffiths and CEO Wick Moorman told Trains that was developed at the request of Congress long-distance trains “break even on direct in 2005 to deinitively categorize the com- keep the company solvent. It would also costs.” But when Amtrak allocates overhead pany’s expenses, according to how and make a concerted efort to assign costs to using a formula developed by the Volpe where they are incurred. he Volpe Center, the revenue-producing entities that incurred National Transportation Systems Center, he an arm of the U.S. Department of Trans- them. What happened, however, is that said, “based on rational types of things like portation, was chosen to construct clear Volpe enlisted Amtrak’s help. he multivol- passenger-miles and train starts, [they] end assignments of revenues and costs to ume blueprint of the system’s methodology up with about a $500 million loss.” State- replace Amtrak’s previous system. hat uses the term “professional judgment” to supported trains, he added, lose about $90 system failed to provide “reliable cost describe how rules were jointly developed accounting information by Volpe and Amtrak inancial analysts to essential to making prudent distribute company overhead expense. business decisions,” accord- (Trains obtained a copy, in part through a ing to a 2013 U.S. DOT In- Freedom of Information Act request.) spector General’s report. In that 2013 document, the Department of Transportation Inspector General deter- ASSIGN OR ALLOCATE? mined that Amtrak Performance Tracking Amtrak lirted with bank- directly assigns 90 percent of its revenue to ruptcy earlier in the 2000s. In a given route, but “Amtrak assigns only 20 part, this was because in percent of its costs and allocates the rest.” A striving to achieve a “glide 2016 report by the Government Account- path to self-suiciency,” as ability Oice states, “Indirectly allocating a then-President George high percentage of costs, rather than di- Warrington promised, its rectly assigning costs, increases the risk reporting systems lost track that revenues and expenses for a cost cen- of expenses and the money ter or line of business will be misstated.” The Downeaster, shown here at Freeport, Maine, saw its coming in to pay them. In States had already begun to protest equipment charges double when Amtrak updated how it theory, choosing an indepen- some decisions. Section 209 of 2008’s Pas- assigned costs to state-supported trains. Its operating dent entity like Volpe to senger Rail Investment and Improvement agency questioned some charges, such as items pertaining devise an accounting system Act required operating authorities of short- to unrelated activities in Chicago. Two photos, Bob Johnston would help management distance trains to pick up a greater

52 JANUARY 2019 percentage of operating costs — as deter- mined by Amtrak. [See “Passenger Train Game Changer,” October 2013.] hat’s when David Kutrosky, managing director of California’s Joint Pow- ers Authority, discovered Amtrak was us- ing a formula to allocate the cost of diesel fuel for his trains’ locomotives rather than measuring it directly. In Maine, Northern New England Passenger Rail Authority Ex- ecutive Director Patricia Quinn saw equip- ment charges double, and questioned line items for unrelated Chicago activities. “We’re not getting credit for eiciencies,” she told Trains in a September 2014 inter- view, adding, “We’ve committed to paying the costs of operating our services. he question remains how much of that over- head are we going to take responsibility for when we have no input.” She had just spent A rail gang works on the Northeast Corridor at Madison, Conn., in 2009. The corridor’s track two days in Washington, D.C., “with media- maintenance is treated as a capital expense, not charged against Acela and Northeast Regional tion trying to igure out how we are going trains. It’s an operating expense for state-supported and long-distance trains. Robert A. LaMay to get to the point where the states are assuming an appropriate amount of cost.” AMTRAK PERFORMANCE TRACKING COST TYPES FOR THE SOUTHWEST CHIEF Direct (avoidable) Apportioned Synthetic Fully allocated BEHIND THE CURTAIN Would go away if the train Would shift to other route Determined by “use” metric Calculated by “total Rather than collecting speciic data that were discontinued served (depreciation substitute) activity” such as revenue other costs would clearly show what costs would dis- appear if, say, the Southwest Chief were Example: Example: Example: Example: • Crew base in • Kansas City, Mo., ticket • Superliner replacement • CEO’s bonus eliminated — “avoidable costs,” in the par- Albuquerque, N.M. agent • Locomotive replacement • Corporate engineering lance of Congress’ 2005 directive — alloca- • Ticket agent in Flagstaff, • Redcap in Los Angeles staff salaries tion protocols permit Amtrak to use mea- Ariz. surements it already has or believes it can estimate. he resulting process has 60,000 route to which it is assigned. he expense is claim that those trains are proitable “above allocation rules, with 1,600 “responsibility irrespective of costs incurred for overhauls the rail.” centers” grouped into nine similar “cost and maintenance of fully depreciated roll- Other questionable allocations or families” (for example, transportation op- ing stock. he Volpe report claims this indefensible errors noted in the Passenger erations), which are divided into 36 “sub- “provides a more representative measure of Association report include: families” (onboard service), and inally 44 the resource cost of all capital equipment • Miami station expense included a “subcategories” (linen). and property, regardless of how inanced, portion for snow removal. “Because Amtrak has many activities and currently used by Amtrak to produce vari- • A total of $3 million in electric- types of expenses,” says Volpe’s latest meth- ous services and outputs.” Alas, it’s not a traction maintenance costs were assigned odology summary, from September 2017, “real” expense, but an accounting device. to non-Northeast Corridor routes. “Amtrak Performance Tracking uses 45 dif- • Charges ranged from $400,000 to ferent ‘allocation statistics.’” hese include: MISCALCULATION AND MYSTERY $900,000 for moving diferent long- • Passenger-miles Not covered by Amtrak • Boarding or deboarding for individual Performance Tracking are stations and by trip length Northeast Corridor track • Number of irst-class passengers maintenance costs. Amtrak • Frequency of train trips treats these as a capital • Estimated diesel power and electric expenditure rather than traction “usage factors” showing them as part of • Talk time at reservation centers operating expenses. he Rail • Labor hours Passengers Association • Ticket revenue white paper uncovered the Identifying these metrics provides a fact that in iscal 2017, state- roadmap of how otherwise amalgamated supported routes were costs, including over $1 billion in general charged $5.1 million and and administrative expenses, are to be long-distance trains $5.6 assigned to each train or operation. million for track mainte- Volpe describes another rough estima- nance. Yet, because of this tion, “asset usage allocation,” as a “synthet- accounting treatment, Acela Longview, Texas, agents Pat Calton (left) and Doug Nies ic” substitute for interest and depreciation. Express and Northeast Re- retrieve baggage from the in 2012. At stations It is calculated by type of asset, such as a gionals chalk up less than served by multiple trains, costs of baggage handling and Viewliner or locomotive, and the amount $90,000 in such expenses. redcaps are charged only against long-distance trains, even shows up as an expense charged against the his, of course, aids the though those employees serve passengers on all trains.

TrainsMag.com 53 So whatever amount the company decides to spend, the Chief and other DAVID GUNN: THE CASE FOR AVOIDABLE COSTS routes are “charged” a portion based on performance tracking formulas, not WHEN IT COMES TO AMTRAK’S APPROACH to accounting, David Gunn doesn’t whether the resources were deployed to mince words. actually beneit the services. “The debate about allocating cost in railroading is a foolish argument!” the former Am- trak president and CEO says at his retirement home in Nova Scotia. “Amtrak isn’t profit- INCENTIVIZING CUTS able. You have to get into subsidizing passenger trains the way you do roads and airlines.” Controlling costs is important to every Gunn contends any attempt to grow or contract any element of Amtrak’s route struc- organization, and Amtrak has periodically ture must trace the costs and revenue generated by that service. “Can you imagine what reshued personnel and organization happens to revenue if trains are cut? Instead of allocation, I would start with labor costs; charts to make the company more eicient they are the bulk of a train’s budget and you should be able to trace (the efects) back to since its inception in 1971. But several corporate, where there would be little saving, and what jobs are going to go. That begins years ago, the company began paying bo- to tell you what you are going to save on the cost side, and of course nuses to managers who meet inancial you are going to lose revenue.” goals, largely based on trimming expenses. Hired in 2002 when Amtrak teetered on the brink of bankruptcy, “he new performance management Gunn knew from his previous rail experience that establishing a process and Short-Term Incentive Plan functional organization chart — and filling it with knowledgeable reward employees based on their perfor- railroaders — is key to running a safe and eficient company. A mance as it relates to our strategic plan,” principal concern now is the loss of talent in the management buy- former Executive Vice President and Chief out program that occurred under his successors. Human Capital Oicer Barry Melnkovic “Amtrak has been a principal brain pool of running passenger told the in-house Amtrak Ink publication trains: people who know high speed, signal systems, and maintain- in 2015. He also said, “If we aren’t driving Former Amtrak ing the track. That’s being destroyed — and there’s not going to be alignment to our strategy, improving ei- CEO David Gunn any Amtrak left.” — Bob Johnston ciency, reducing waste, fostering innova- tion, and tapping into our employees’ dis- cretionary efort, then there is no need for distance trains from New York’s Penn ernment Accountability Oice’s 2016 report, the [Human Capital] function.” Station to Sunnyside Yard in Queens. and state operating authorities continue to An employee who requests anonymity • Yard and equipment charges for over- comb invoices for questionable allocations. tells Trains, “If you meet the goals that the night servicing at Chicago ranged from But exactly what expenses comprise that board gives you, in management you get a $300,000 for the Texas Eagle to $1.8 million hety long-distance tab remain a mystery. In bonus based on the percentage your de- for the . 2017, Amtrak sharply curtailed the amount partment makes in achieving the goal.” he • All redcap labor and baggage handling of information publicly disclosed in its result, the person says, is that managers are costs are allocated to long-distance trains, “Monthly Performance Report” (from 66 working for their bonuses, “with marching according to trip length, even though pages in August to 7 pages in September). orders to cut, cut, cut.” wheelchair service and baggage handling Trains asked Amtrak to itemize the Such bonuses may reach to the top of are provided to all trains, especially at New costs allocated to the Southwest Chief — management. Former Amtrak CEO Moor- York and Chicago. over and above running the train, paying man and current CEO Anderson both • Connection revenue is not tracked, so the crew, and paying BNSF on-time perfor- publicly stated, and Amtrak documents if one train is discontinued, the company mance incentives — that cause it to “lose” conirm, that they came out of retirement can’t determine the resulting negative almost $55 million. In response, the compa- to work without a salary. In April, Trains monetary impact on other services. ny ofered no numbers, only this statement: iled a Freedom of Information Act request he Miami error was caught by the sta- “National assets are the nation’s core asking for details of their total compensa- tion manager there and revealed in the Gov- rail assets shared among Amtrak services, tion, including bonuses. Amtrak docu- including systems for reser- ments received in mid-October revealed vations, security, training, only that both men were eligible to receive training centers, and other up to $500,000 in annual bonuses, based assets associated with Am- on goals speciied in written memoranda trak’s national transporta- they agreed to with the Amtrak board of tion system. Corporate ser- directors. Trains asked to see the bonus vices are deined to include criteria as part of its request, but Amtrak company-wide functions had not responded by press time. Details such as legal, inance, gov- from any subsequent Amtrak response will ernment afairs, human re- be reported on Trains “News Wire.” sources, information tech- nology, among others. hese CORRUPTING THE MISSION resources play a vital role in he emphasis on belt tightening is a ensuring that Amtrak can response to the Amtrak Performance develop and consistently Tracking methodology, which in turn gov- provide competitive prod- erns how much states pay to tap Amtrak The eastbound Southwest Chief (center) overtakes a BNSF ucts and services, as well as resources to run trains. But recent develop- freight and meets the westbound Chief at Hinsdale, Ill., in delivering investments that ments have prompted an intervention by March 2018. Amtrak declined to provide numbers on will sustain, improve, and lawmakers from Kansas, Colorado, and overhead charged against the Chief. TRAINS: David Lassen grow our business.” New Mexico, who drated funding

54 JANUARY 2019 Acela Express trains use more power and cause more electrical-system wear but are Misplaced priorities also afect growth for revenue gains (because the company’s charged only marginally higher overhead than of Amtrak’s existing business. Take Miami, regional marketing positions have been other corridor trains. Three photos, Bob Johnston where last May launched eliminated), what Amtrak manager would service from a new downtown complex. A advocate for the venue change? legislation requiring Amtrak to keep the centrally located station to be shared with he bottom line: management’s Southwest Chief running. hey became commuter service Tri-Rail at Miami Inter- no-growth priorities are a reality, but involved because “America’s Railroad” was national Airport has languished without Amtrak Performance Tracking is the created to sustain and grow surface-trans- Amtrak trains since it opened in 2015. he culprit facilitating them. 2 portation mobility options nationwide. Silver Star and Amtrak’s accounting system and man- still call at a facility miles agement priorities mitigate against that. If from the center city, beret the Chief is discontinued, the non-direct of convenient rental-car or corporate overhead assigned to it will be public-transportation con- redistributed to other services, increasing nections. It is, however, near the costs for state-operated trains and forc- Amtrak’s Hialeah mainte- ing more expense on long-distance ledgers. nance facility. Moving to the he performance-tracking system also new station would clearly plays into the continuing challenges previ- produce a leap in customer ous Amtrak managements, boards, and convenience and revenue, Department of Transportation overseers but would introduce higher have failed to address. he biggest is a long- crew costs for a backup overdue acquisition of new cars and loco- move from the existing motives. Performance Tracking’s inherent yard. And, with more biases make the investment case hard to boardings, the station’s cor- prove, with revenue and customer-useful- porate-allocated share of The track in the foreground at the Miami International ness beneits buried beneath massive over- system costs would rise. Airport station is for Amtrak trains. It has never been used, head charges that would low elsewhere as Under current directives, in part because Amtrak accounting works against moving services are discontinued. which provide no incentive trains from their current, remote Miami terminal.

TrainsMag.com 55 IN MY OWN WORDS AWOL for steam A railfan in search of steam learns that railroads don’t always run on military time by William S. Kuba Pennsylvania 2-10-4 No. 6456 is similar to the locomotive that pulled No. 90 into Indianapolis. It was an uncommon locomotive for a passenger train, even when steam ruled the rails. TRAINS collection

AFTER THE KOREAN WAR, the U.S. Army devel- actually ind being late to be fashionable. But oped a plan to strengthen its Army Reserve the military takes a much diferent view, and it units. he plan had enlistees go through six is drummed into recruits constantly what months of basic and advanced training, then could happen if you were just “a little” late. return to civilian life with assignment to a And my “little” would amount to hours! reserve unit. hat intersection between mili- I had no idea if anyone could help me, and tary and civilian life can lead to great anxiety. just as things appeared at their worst, a little Fresh out of high school, I enlisted in light came on. Literally. January 1956. Ater basic training I was It was at a booth directly across the con- assigned to Supply Clerk School, at Fort Knox, course from where I was sitting. he sign read Ky., starting April 22, 1956. “Traveler’s Aid.” I told myself, “here’s no one By 1956, railfans wanting to photograph in this building that needs aid more than I do.” steam locomotives were having more and he wonderful woman there couldn’t get me more diiculty. We had to travel farther and back any faster, but she did advise me to get a the pickings were slimmer. In this case, the statement from the conductor, which would Army provided the “travel” by placing me on satisfy the military. I gathered that I wasn’t the Illinois Central’s Kentucky Division. While the irst AWOL soldier on her watch. rest of the IC was proceeding to dieselization, Some time before 5 p.m., the train was the Kentucky Division was nearly all steam. called, and I was irst in line to board. his Photographing at Fort Knox and Louisville would not get me to Louisville any faster, but it regularly, and with weekend passes to Central did get me on the station platform in time to City, Princeton, and Paducah, Ky., it wasn’t witness an amazing sight. Train No. 90 arrived long before I had caught up with most of the behind a steam locomotive. 100-plus assigned steamers. In 1956, the only Pennsylvania steam With the July 4 weekend approaching, I felt passenger engines let were K4 4-6-2s in New a need to expand my territory. With a two-day Jersey. Yet, here was 2-10-4 No. 6414 on a pass in hand I was headed for a diferent “Cen- passenger train. One month to the day later, I tral” — the New York Central at Indianapolis. caught up with the 6414 in the rain and fog of Ater photographing various NYC 4-8-2s at its the Columbus, Ohio, engine terminal. downtown facility and some Pennsylvania he railroad replaced No. 6414 at Indianap- Railroad steam at its large east-side yard, it was olis with a couple of Geeps, and the trip to Lou- time to head back to camp. isville was otherwise unremarkable. I did get Transportation back to Louisville was to be my statement from the conductor to present to Pennsylvania train No. 90, scheduled to leave my commanding oicer, and I was full of ques- Indianapolis at 12:40 p.m. arriving in Louis- tions as to the delay, but it was obvious the con- ville at 2:50 p.m. with plenty of time to make ductor was not having one of his better days. bus connections back to Fort Knox. No. 90 was Train No. 90 only got me to Louisville. I had the every-third-day South Wind, a joint to run from the railroad station to the bus de- Pennsylvania-Louisville & Nashville train. pot and plead with the bus driver to wait while All my life I’ve had an aversion to being I got my ticket for the last bus that evening. late, so I was at the Indianapolis Union Consequences? here were none! he note Station well before train time. I found that from the conductor apparently took care of my No. 90 was to arrive from Chicago 1 hour problem. My commanding oicer seemed quite late. No problem, it just gave me time for a amused by the incident, much to my relief. more leisurely lunch. Everyone in my platoon was aware of my As the aternoon advanced the 2:40 became hobby, and they thought it couldn’t have hap- Military personnel in uniform 3:40. Diving into my timetables I was faced pened to a more deserving soldier, and I took crowd the platform at Richmond, with only one, awful conclusion. plenty of ribbing through the next month. 2 Ind., giving the same sense of I was AWOL! — “Absent With Out Leave.” urgency as the author’s trip at In civilian life, consequences for being late WILLIAM S. KUBA died Nov. 23, 2012. his Indianapolis. Pennsylvania Railroad can vary widely, and in fact some people is his irst Trains byline.

TrainsMag.com 57 PRESERVATION

Skookum lives! Rare 2-4-4-2 steams again after 63 years; next: TRAINS event, then California

Logging luminaries: Skookum, FIFTEEN YEARS is a long time in McCloud No. 25, and Polson No. 2 many circles. Fiteen years to pose for photos at Garibaldi, restore a locomotive let for Ore., in October. Martin E. Hansen dead in a creek in remote Washington state some 40 years earlier, however, doesn’t seem bad. Such is the happy ending — inally — for the famous 1909 2-4-4-2 Skookum, whose life- time of rejection, acceptance, rejection, and redemption makes it unique among preserved North American Wearing a dark green boiler jacket, Skookum shows off at Oregon steam power. Coast Scenic in Garibaldi, Ore., in October. Two photos, Mason Cooper In September, crews at the Oregon Coast Scenic Railroad side low-pressure valve chest. dismantled, moved, and The proud restoration crew steamed the legendary Paciic Otherwise, the locomotive, attempted restorations over the poses under the banner given Northwest logger for the irst resplendent in a new green years, but until the engine found to the project to salute the time in 63 years. Martin E. boiler jacket, steamed well, and its way into preservationist Baldwin-built logging locomotive Hansen proiled the locomotive its appliances functioned nor- Chris Baldo’s hands, its future made in 1909. in Trains’ October 2018 issue. mally. he engine participated was never certain. he engine posed for images in a three-engine lineup with Now it is. — and featured an authentic operating Polson Logging Ater a Trains-sponsored banner draped across its boiler 2-8-2 No. 2 and McCloud photo charter next March, the that had hung on new locomo- 2-6-2 No. 25. engine will be relocated to tives shipped from Baldwin in he 2-4-4-2 had begun life California. he saga of the log- the early 20th century — with rejection by a Tennessee ging lokie named Skookum will during a Pete Lerro photo logging railroad, its resale in continue, the tale of rejection charter in October, but running the Paciic Northwest, and a and redemption now part of its gear issues prevented the engine long career there. Ater a 1955 storied history that today seems from participating. Crews derailment that let it wrecked to be more about a second shot traced the problem to the right- in a creek, enthusiasts acquired, at life. — Jim Wrinn

58 JANUARY 2019 Join Trains Magazine and Oregon Coast Scenic Railroad for a Rare Special Event!

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Enjoy two full days of great railroad photography and steam action featuring the world’s only operating 2-4-4-2, including: Log and mixed freight trains • Night photo session • Box lunches both days Special guest star — Polson 2-8-2 No. 2! THIS IS SKOOKUM’S FINAL APPEARANCE BEFORE LEAVING OREGON!

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TrainsMag.com 59 TRAINWATCHING

Hot spot: Klamath Falls, Ore. Southern Oregon city is a hub for Union Pacific, BNSF operations

North of Klamath Falls, two LOCATION: Once a major Route 97. Highways depart the south end of the yard, and locomotives lead a southbound hub of logging railroads Klamath Falls in most direc- northbound trains oten reposi- Union Pacific freight along Upper in southern Oregon, Klamath tions, including routes to tion their rear distributed power. Klamath Lake, just north of Falls remains a central point Medford, Ore.; Lakeview, Ore.; hose engines are usually com- Algoma siding on July 14, 2016. for two railroads, serving as a and Alturas, Calif. bined with the head-end power, Two photos, Robert R. Harmen division point and crew- along with any excess units change location. Today, Klam- TRAINWATCHING: Klam- needing movement back to ath Falls is served by the west’s ath Falls lies on what Eugene, Ore. he Klamath Falls two major railroads, BNSF Union Paciic calls its I-5 corri- yard has three tracks for holding Railway (formerly Great dor, which handles all freight long trains while switching is Northern/Burlington North- traic between the Paciic performed. Local trains operat- ern) and Union Paciic (for- Northwest and California. A ing out of the yard go north as merly Southern Paciic), over wide variety of traic includes far as Crescent Lake siding, and which Amtrak operates the from double-stacked containers run on Tuesdays, hursdays, Coast Starlight, trains 11 and to unit trains of grain and crude and sometimes Sundays to Perez 14. If one includes a split of oil. Crews change at the UP siding on the former Modoc the north line at Chemult, 74 depot, just a hundred yards or line. Perez, 50 miles southeast, is miles away, ive routes radiate so south of the Amtrak depot, the interchange with the Goose UP’s north local is almost home from Klamath Falls. he city is although some will go by van to Lake Railway, which takes ive as it arrives at Wocus, Ore., on located near the southern trains in the yard. Southbound days to make the round trip Aug. 31, 2016. border of Oregon on U.S. trains may set out extra power at from Lakeview to Perez.

60 JANUARY 2019 Klamath Falls, Ore. MORE ON MRVP UP to Eugene, Ore. Main Street BNSF BNSF Railway UP Union Pacific A slow-speed chase Amtrak depot 39 Spring Street of the Toledo Hauler 6th Street Main Street UP depot Klamath Avenue

UP yard Washburn Way

6th Street LPG distributor

Lake Ewauna

OC&E Trail 97 N OREGON Klamath Falls

0 Scale 1⁄2 mile Bieber © 2018 Kalmbach Media Co. Junction TRAINS: Rick Johnson Washburn Way

Southside Expressway

BNSF yard Portland & Western’s Toledo Hauler is 140 er BNSF to about to crest the grade at Summit, iv th R Keddie, Calif. ma Ore., on March 16, 2016. Tom Danneman la K

UP to Midland Highway WESTERN OREGON is home to rugged Sacramento, Calif. UP to coastal mountain terrain and rain- Alturas, Calif. soaked forests. It’s also where railfan videographer Charlie Conway and Weyerhauser sawmill at the far end of the TRAINS art director Tom Danneman line. he nearer Columbia Forest Products recently headed to capture the action mill is switched on the return trip, usually along the Portland & Western Railroad. ater dark. From the unique perspectives captured Coast Starlight No. 14 comes north in for MRVP’s Charlie’s Trackside Post- the morning; southbound No. 11 usually cards (MRVideoPlus.com/CTPTH), you BNSF trains run on the joint trackage passes through ater dark. Scheduled depar- can ride along as the two “chase” the from Chemult to Bieber Line Junction, at ture north is 8:17 a.m.; the southbound is slow-rolling Toledo Hauler as it twists the southern end of Klamath Falls. BNSF 10 p.m. Oten, UP and BNSF trains wait to and turns through the tall timber. But movements call the UP dispatcher to get follow the Starlight out of town. even if a snail’s-pace pursuit isn’t your clearance into or out of its own yard, located thing, there’s plenty of other Oregon just beyond where the lines separate. Trains RADIO FREQUENCIES: Union Paciic, and regional railroad action to follow may dwell here waiting for a crew. Most 160.785; BNSF, 161.100. when you subscribe and then click on traic is general freight, with some unit MRVideoPlus.com/DTA. – Kent Johnson grain and crude-oil trains. Use of distribut- FOR YOUR FAMILY: he area features ed power is common. BNSF has a local that museums, antique shops, and MRVIDEOPLUS.COM isn’t just for runs south to Westwood, Calif., on Monday Upper Klamath Lake activities. here are modelers! Embrace the heavy-duty and hursday, coming back the next day, several resorts to the west. Crater Lake railroad content. With your subscription plus a short turn to Bieber on Wednesday. National Park is 50 miles north and Mount to Model Railroader Video Plus, you’ll Power is oten a pair of SD60s. Shasta is 80 miles south. he Lava Beds have access to exclusive high-definition Another aspect of BNSF operations is National Monument, famous from the videos and miniseries covering tons the White line, which crosses Lake Ewauna 1872-73 Modoc Indian War, is about 40 of railroad-related topics. to reach two sawmills and an LPG dealer. miles southeast. he Train Mountain Rail- he crew leaves the yard in late aternoon, road Museum in Chiloquin, Ore., is 27 crossing the UP line and an antique draw- miles north. See www.trainmountain.org. bridge to a small yard. he LPG dealer is Hiking and biking on the 109-mile OC&E usually switched ater the train crosses the Trail, built on the former Oregon, Califor- lake, using a shoving platform for the nia & Eastern right-of-way, begins just SIGN UP TODAY AT back-up trip north to the dealer. Ater east of the Union Paciic yard. WWW.MRVIDEOPLUS.COM/27DEAL switching in the small yard, it heads to the — Robert R. Harmen

TrainsMag.com 61 ASK TRAINS

Q What keeps today’s freight railroads from using modern, high-tech steam locomotives? — Richard W. Kruger, Independence, Mo., via Facebook

Norfolk & Western 4-8-4 A “Modern” steam locomo- out-pull any steam locomotive — as opposed to tonnage No. 611 is seen on a photo freight tives — the Norfolk & Western (including a 4-8-8-4 Big Boy). freights — predominated. — in Spencer, N.C., in May 2015. 4-8-4 Class J No. 611, Santa Fe And diesel-electrics have dy- Walter Rosenberger, Norfolk Although it is a “modern” steam 4-8-4 No. 2926, and Chesa- namic brakes, which have be- Southern Operations Manager locomotive, 611, and others like peake & Ohio 4-8-4 Greenbrier come fundamental in modern Research & Tests it, cannot compare to diesel- No. 614 as extant examples — train handling. hat’s important electric locomotives in overall are truly amazing in the genius because much of today’s traic Q How and why do railroads efficiency. Harvey W. George of their mechanical design. mix is high-tonnage if not place locomotives as hey are powerful and reliable. high-speed. he latter is what distributed power units? — However, if you’ve ever been steam locomotives are better Paul Ziegler, Hideout, Utah around the maintenance activi- suited for, and they worked well ties on them — monthly boiler in the day when time freights A here are three primary washes, annual inspections, or even the daily lubrication, ire- cleaning, and servicing — you would quickly realize how labor-intensive these locomo- tives are, much more so than today’s diesel-electric locomo- tives. hey also require more logistics and labor in fueling and watering, and they are far less eicient in converting fuel into drawbar horsepower. Finally, the drawbar is where one of the biggest distinctions comes into play. A modern BNSF Railway SD70ACe No. 9394 powers the rear of a Canadian high-adhesion A.C.-traction Pacific unit coal train through Wisconsin in February 2010. The diesel locomotive can simply locomotive is working as a distributed power unit. Thomas E. Hoffmann

62 JANUARY 2019 STATEMENT OF OWNERSHIP, MANAGEMENT, AND CIRCULATION (Required by 39 USC 3685) 1. Publication title: TRAINS 2. Publication No.: 529-850 3. Filing date: October 1, 2018 4. Issue frequency: monthly 5. Number of issues published annually: 12 6. Annual subscription price: $42.95 7. Complete mailing address of known office of publication: 21027 Crossroads Circle, Waukesha, WI 53186. Telephone: 262-798-6607. 8. Complete mailing address of general business office of publisher: same. 9. Publisher: Steve George, 21027 Crossroads Circle, Waukesha, WI 53186. Editor: Jim Wrinn, same. 10. Owner: Kalmbach Media Co., 21027 Crossroads Circle, Waukesha, WI 53186; stockholders owning or holding 1 percent or more of total amount of stock are: Debo- rah H.D. Bercot, 22012 Indian Springs Trail, Amberson, PA 17210; Gerald & Patricia Boettcher Trust, 8041 Warren Ave., Wauwatosa, WI 53213; Alexander & Sally Dar- ragh, 145 Prospect Ave., Waterloo, IA 50703; Melanie J. Duval Trust, 9705 Royston Ct., Granite Bay, CA 95746; Harold Edmonson, 6021 N. Marmora Ave., Chicago, IL 60646- 3903; Laura & Gregory Felzer, 3328 S. Honey Creek Dr., Milwaukee, WI 53219; Susan E. Fisher Trust, 3430 E. Sunrise Dr., Ste. 200, Tucson, AZ 85718; Bruce H. Grunden, 255 Vista Del Lago Dr., Huffman, TX 77336-4683; Linda H. Hanson Trust, P.O. Box 19, Arcadia, MI 49613; George F. Hirschmann Trusts, P.O. Box 19, Arcadia, MI 49613; James & Carol Ingles, 1907 Sunnyside Dr., Waukesha, WI 53186; Charles & Lois Kalmbach, 7435 N. Braeburn Ln., Glendale, WI 53209; Kalmbach Profit Sharing/401K Savings Plan & Trust, P.O. Box 1612, Waukesha, WI 53187-1612; James & Elizabeth King Trust, 2505 E. Bradford Ave., No. 1305, Milwaukee, WI 53211-4263; Mahnke Family Trust, 4756 Marlborough Way, Carmichael, CA 95608; Milwaukee Art Muse- um, Inc., 700 N. Art Museum Dr., Milwaukee, WI 53202; Thomas & Kathleen Murphy, 3469 Meadow Sound Dr., De Pere, WI 54114; Lois E. Stuart Trust, 1320 Pantops Cot- tage Ct., No. 1, Charlottesville, VA 22911-4663; David M. Thornburgh Trust, 8855 Col- lins Ave., Apt. 3A, Surfside, FL 33154-0436. 11. Known bondholders, mortgagees, and other security holders owning or holding 1 percent or more of total amount of bonds, mortgages, or other securities: N/A 12. Tax status (for completion by nonprofit organizations authorized to mail at special rates): Has not changed during the preceding 12 months. 13. Publication title: TRAINS 14. Issue date for circulation data below: September 2018 15. Extent and nature of circulation: Average No. No. copies of copies each issue single issue during preceding published nearest 12 months to filing date a. Total number of copies (net press run) 104,788 105,855 b. Paid circulation (by mail and outside the mail) The controller wheel on a 1950s-era Swedish . Chris Guss 1. Mailed outside-county paid subscriptions 68,639 67,749 3. Sales through dealers and carriers, street vendors, and counter sales 9,555 8,915 c. Total paid distribution (sum of 15b1, 15b2, A 15b3, and 15b4) 78,194 76,664 factors railroads consider when placing My own search for the irst railfan pho- d. Free or nominal rate distribution 3. By mail 344 345 locomotives into a train consist as distrib- tographer began when I read of Fred Jukes 4. Outside the mail 0 0 e. Total free or nominal rate distribution 473 345 uted power: 1) Distance to ensure reliable who, in 1893 at age 16, used his father’s f. Total distribution (sum of 15c and 15e) 78,666 77,009 radio communication; 2) the need to lim- early Kodak roll-ilm camera to photo- g. Copies not distributed 26,121 28,846 h. Total (sum of 15f and 15g) 104,788 105,855 iting in-train (coupler) forces; and 3) the graph the Carson & Colorado at Mound i. Percent paid (15c divided by 15f times 100): 99.40% 99.55% 16. Electronic copy circulation ability of yards to build and terminate House, Nev. he availability of a working a. Paid electronic copies 2,531 2,137 b. Total paid print copies and paid electronic copies (sum of 15c and 16a) distributed power trains. Radio communi- camera using roll ilm — irst marketed by 80,725 78,801 c. Total print distribution and paid electronic copies (sum of line 15f and 16a) cations between locomotives is reliable up the Eastman Co. — rather than wet or dry 81,197 79,146 d. Percent paid (both print and electronic copies) (16b divided by 16c times 100) to about 8,500 feet. Certain locations have plates, made photography available to the 99.56% 99.42% 17. Publication of statement of ownership: Publication required. Printed in the land-based distributed power repeater public. During the next 20 years, docu- January 2019 issue of this publication. 18. I certify that the statements made by me above are correct and complete. radios installed where communications mentary photography by amateurs explod- Nicole McGuire, Vice President, Consumer Marketing. Date: September 28, 2018 have been a challenge. Midtrain DPUs are ed. here were many who aimed their typically placed behind 50 to 75 percent of Kodaks at the railroad scene, and while we a train’s total tonnage. his can vary know of pioneers from the early days, I ☛ depending on the train consist and wheth- would argue that there was no one single er the DPU is a single or multiple-unit set. person or location from which all else Generally, railroads want the DPU pulling followed. — Mel Patrick, railroad historian at least as much tonnage as it is shoving. In the February issue Finally, the length of yard tracks where Q What programs are available that the distributed power train is assembled could show spacing between yard tracks? or parked can be a factor. — Walter Rosen- — Robert E. Cronan, South Portland, Maine berger, Norfolk Southern A he irst, best, and one of the few free Q What is the purpose of the large wheel tools for checking out the layout of rail- in the center console of certain European road tracks and yards is Google Maps — diesel and electric locomotives? — Howard if you use the internet. Google stores sat- Moody, Winnsboro, S.C. ellite images of nearly the entire Earth on WE’VE GOT SPIKES, bridges, stations, its servers and ofers the images to the and historical controversy in our next A he wheel is actually a throttle/brake public. It’s also relatively easy to use if you issue. Join us for a look at everyday combination traditionally called a control- are comfortable navigating computers spikes that are anything but golden. ler, notch changer, or tap changer and was with a keyboard. Search the internet for Then, we’re of to New York State for a commonly found across Europe until the Google Maps or go to maps.google.com. look at a unique bridge project on 1970s. Turn the controller clockwise, and it hen, either click a plus (+) sign to zoom NORFOLK SOUTHERN. Chicago is our next increases the power to the traction motors. in on a portion of the world you want to stop for an overlooked downtown Turning it counterclockwise provides brak- look at, or type a speciic location into the station. Our controversy extends to the ing resistance. Indicators typically found at text search bar on the let side of the definition of transcontinental. Speaking the base of these wheels shows what setting screen. Google will only give a hint of an of transcontinentals, we ofer the second the controller is at. Each setting increases or area’s topography with the overhead in our series of the other great western decreases voltage applied to a locomotive’s image. If you also want precise contour systems with SOUTHERN PACIFIC. It’s all traction motors. — Chris Guss lines, the U.S. Geological Survey has a in the magazine of railroading! new online mapping feature that is free: Q When and where did railfan photogra- viewer.nationalmap.gov/advanced-viewer/ On sale Jan. 8, 2019 phy begin? — Bill Hough, Los Altos, Calif. — Steve Sweeney

TrainsMag.com 63 ILLINOIS Union TEXAS Rosenberg RAILROAD ROSENBERG RAILROAD MUSEUM 7000 Olson Road 1921 Avenue F, Rosenberg, TX 77471 ATTRACTION The Rosenberg Railroad Museum is dedicated to the pres- ervation and education of railroading history in Fort Bend DIRECTORY County. Exhibits include 1970’s MOPAC caboose, 1903 Tower 17, 1879 , Garden railroad, HO layouts STEP BACK IN TIME to experience the and more! RRM is open Wed - Sat, 10 - 5 and Sundays 1 - 5. golden age of railroading. North America’s www.rosenbergRRmuseum.org 281-633-2846 railroad museums and tourist lines pro- WEST VIRGINIA Landgraff vide afordable fun for the whole family! ELKHORN INN & THEATER Home of Nebraska Zephyr. Steam, diesel trains, electric Route 52 (Between Eckman & Kimball) Plan your complete vacation with visits to cars. Send $5.00 for 32 page Guide Book; or #10 SASE for color brochure with schedule & discount coupon. these leading attractions. For information Trains operate Sat: May-Oct, Sun: Apr-Oct, Daily: on advertising in this section, call Mike Memorial Day-Labor Day. Museum open Apr-Oct. Lodging: Yuhas toll-free at 888-558-1544, Ext 625. 847-695-7540 and 815-363-6177. www.irm.org 815-923-4000 COLORADO Leadville INDIANA Connersville As seen on HGTV “Building Character” and “reZONED”! LEADVILLE COLORADO & SOUTHERN Newly restored “Coal Heritage Trail” Inn on NS Pocahontas 326 East 7th WHITEWATER VALLEY RAILROAD railway line in scenic, southern, WV. Railview guest rooms, May 26 – June 15 1:00pm. June 16 – August 17 10:00am 5th and Grand balcony and patio cafe. Call about our Railfan weekends. & 2:00pm. August 18 – October 7 weekdays 1:00pm, 14 guest rooms, claw-foot tubs, ireplace, vintage quilts, art, weekends 10:00am & 2:00pm. Spectacular trip travels into antiques & gift shop/museum room. Meals available. Sat the high Rocky Mountains, the railroad follows old C&S TV, VCR, slide-viewer, studio & Wi-Fi internet. On Route 52, roadbed & 1893 restored depot. Family friendly, pets allowed. For more info visit our web site. 30 minutes from Blueield WV/VA. See our “railfan” pages on our web site. Local phone: 304-862-2031 www.leadvillerailroad.com 1-866-386-3936 www.elkhorninnwv.com 800-708-2040 FLORIDA Fort Myers WEST INDIES St. Kitts SEMINOLE GULF RAILWAY ST. KITTS SCENIC RAILWAY 1-75 exit 136 at Blvd. Murder Mystery Dinner Train Travel through time on Indiana’s most scenic railroad. 33-mile round trip to Metamora, May through Oct. Special events Feb through Dec. Vintage diesels: 1951 Lima-Ham 750HP SW, 1954 EMD/Milw. SD10, 1948 Alco S1. Gift Shop. www.whitewatervalleyrr.org 765-825-2054 NEBRASKA North Platte GOLDEN SPIKE TOWER & VISITOR CENTER Enjoy a comical murder mystery show while our chef 1249 N Homestead Rd Include St. Kitts in your Eastern Caribbean cruise prepares your ive course dinner with a choice of 3 entrees. itinerary. Narrow gauge St. Kitts Scenic Railway Tour circles The Murder Mystery Dinner Train operates 5 nights a week all this unspoiled island paradise, 18 miles by train, 12 year from the Colonial Station (2805 Colonial Blvd, Fort Myers, miles by bus. Twin- level observation cars, fully narrated, FL 33966). Get-Away packages with hotel stay available with complimentary drinks, a cappella Choir. One of the Great special pricing available only through Seminole Gulf Railway. Little Railways of the World. www.semgulf.com 800-SEM-GULF (736-4853) www.stkittsscenicrailway.com (869) 465-7263 FLORIDA Plant City ROBERT W. WILLAFORD RAILROAD MUSEUM 102 N. Palmer St. ADVERTISERS

The Advertiser Index is provided as a service to TRAINS magazine readers. The magazine is not responsible for omissions or for typographical errors in names or page numbers. Eight story tower offering a panoramic view of the Union Paciic’s Bailey Yard, the world’s largest classiication yard. Thousands of railcars every day! Big E Productions ...... 11 Located minutes off of I-80 and Hwy 83 BoilerSaver ...... 14 Hours: Open 9am-7pm daily Dougherty, Peter ...... 11 Twilight Tours (open past sunset) the 3rd Saturday of Four Ways West ...... 15 each month Greg Scholl Video Productions ...... 15 Located at the “diamond” of the www.goldenspiketower.com 308-532-9920 Herzog Railroad Services, Inc...... 76 “A” line and “S” line for CSX Railroad PENNSYLVANIA Marysville Keystone Railroad Delights Tour ...... 67 In the Historic 1909 Depot. Visit our fully restored 1963 Seaboard Caboose and 1942 Whitcomb BRIDGEVIEW BED & BREAKFAST Monte Vista Publishing ...... 14

DIRECTORY switch engine. Museum is open Mon thru Wed from 12:00 810 S. Main St. to 4:00 and Thurs thru Sat from 10:00 to 4:00. Platform Lately, train watching Morning Sun Books, Inc...... 11 is open 24 hours a day, every day for great train viewing. around The Bridgeview Railcom ...... 21 CSX freight, Tropicana Juice Train, Ethanol, TECO Coal, B&B has been extremely Amtrak are daily arrivals exciting with motive railroadbooks.biz ...... 11 power from BNSF, UP, www.willafordrailroadmuseum.com 813-719-6989 KCS, CP, CN, CSX and Ride this train! 2019 ...... 65 often leading, plus add NS heritage units into the Ron’s Books ...... 14 GEORGIA Folkston mix and you have some amazing lashup possibilities! Trains entering or exiting Enola Yard pass right by our front porch. Skookum In Steam ...... 59 ROADMASTERS LODGE & FLS CABOOSE From the spacious decks and sitting room, you can watch 225 & 215 B First St. the Susquehanna River, Blue Mountains and train action on Nightly lodging next to the tracks, just a few blocks from the Switzerland 2019 Tour ...... 12 Rockville Bridge! Plus, visit Hershey, Gettysburg, and PA Dutch Folkston Funnel! See 40-60 trains per day, to/from Jackson- Country! Comfortable rooms all with private baths, A/C, Wii, Trains Binders ...... 21 ville to the south, Savannah to the north, and Waycross to the and a tasty breakfast are included with your stay. Take a virtual west. Lodge sleeps 6, with a full kitchen; caboose sleeps 2 tour on our website and check us out on Facebook for daily Trains Books ...... 59 adults & 2 children. Once again being managed by original updates, pictures and guest comments. owners James and Sarah Lewis. Trains magazine ...... 67 www.roadmasterslodge.com 912-270-5102 www.bridgeviewbnb.com 717-957-2438 Trains Special Issue ...... 66 YOUR STATE Your City TEXAS Galveston Transcontinental Anniversary Items ...... 6 GALVESTON RAILROAD MUSEUM Home of the Santa Fe Warbonnets Western Rail, Inc...... 14 2602 Santa Fe Place Galveston, TX 77550 Advertise your tourist Former Headquarters Gulf Colorado & Santa Fe Depot Wheel Rail Seminars ...... 13 One of the Largest Railroad Museums in Southwest. Approx. 5 acres of 50 vintage rail cars, locomotives, Whitewater Valley Railroad ...... 21 railroad here! freight, passenger. Indoor & Outdoor displays. One of the largest China & Silverware collection. O & H/O model Layouts. Free Parking with Wi-Tronix ...... 2 Admission. Open seven days a week.

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64 JANUARY 2019 CLASSIFIEDS PHOTOS, PRINTS AND SLIDES Word Rate: per issue: 1 insertion — $1.57 per word, 6 insertions — $1.47 per word, 12 insertions — $1.37 per word. TOP DOLLAR PAID for 35mm slide collections especially $25.00 MINIMUM per ad. Payment must accompany ad. To pre-1980. Mr. Slides, [email protected] Telephone: receive the discount you must order and prepay for all ads at 216-321-8446 one time. Count all initials, single numbers, groups of numbers, names, address number, street number or name, MISCELLANEOUS city, state, zip, phone numbers each as one word. Example: Paul P. Potter, 2102 Pacific St., Waukesha, WI 53202 would RAILHOPEAMERICA.COM: Send for a complementary count as 9 words. copy of the Railroad Evangelist magazine “All Aboard!” in All Copy: Set in standard 6 point type. First several words print since 1938. REA PO Box 5026, Vancouver WA 98668. only set in bold face. If possible, ads should be sent RAILROAD PATCHES, Engineer caps with insignia. 1,000 typewritten and categorized to ensure accuracy. designs. Catalog $5.00. Patch King, Box 145, York Harbor, CLOSING DATES: Jan. 2019 issue closes Oct. 24, Feb. ME 03911. closes Nov. 19, Mar. closes Dec. 19, Apr. closes Jan. 23, May closes Feb. 20, June closes Mar. 27, July closes Apr. THE NATIONAL RAILWAY HISTORICAL SOCIETY: helps 24, Aug. closes May 21, Sept. closes June 25, Oct. closes preserve railroad history. Please help us by joining or donat- July 24, Nov. closes Aug. 20, Dec. closes Sept. 25. ing to the NRHS. See us at NRHS.com For TRAINS’ private records, please furnish: a telephone number and when using a P.O. Box in your ad, a street WANTED address. Send your ads to: magazine – Classified Advertising ARE YOU A MEMBER OF THE UTU: And have been dis- 21027 Crossroads Circle, P.O. Box 1612 Waukesha, WI missed due to an illegal or Disputed investigation, Please call 53187-1612 Toll-free (888) 558-1544 Ext. 440 Fax: me: 585-394-8554. “IMPORTANT” (262) 796-0126 E-mail: [email protected] ARE YOU GETTING THE BEST PRICE FOR YOUR TRAIN COLLECTION? Our list of discriminating buyers grows each LODGING day. They want bigger and better train collections to choose GO BEYOND MODEL TRAINS Our B&B has antique from! We specialize in O Gauge trains- Lionel, MTH, K-Line, Williams, Weaver, 3rd Rail, etc. as well as better trains in Pullman train cars as your guest suite. All cars with all scales. We also purchase store inventories. Plus, we modern amenities. Central Minnesota, 800-328-6315, can auction your trains with rates starting as low as 15%. www.whistlestopbedandbreakfast.com We travel extensively all over the US. Give us a call today! ROADMASTERS LODGE AND FLC CABOOSE: Send us your list or contact us for more information at www.trainz.com/sell Trainz, 2740 Faith Industrial Dr., Nightly lodging in Folkston, GA. next to the tracks walk- Buford, GA 30518, 866-285-5840, [email protected] Fax: ing distance to Folkston Funnel. Lodge sleeps 6 with 866-935-9504 a full kitchen, Caboose sleeps 2 adults, 2 children. www.roadmasterslodge.com - 912-270-5102. C.U.T. GRS 4 ASPECT DWARF SIGNAL: Lower housing and rear door only. F. Klein, Box 822, Shingle Springs, CA 95682. STATIONINNPA.COM 827 Front St., Cresson, PA. The Inn ORIGINAL SLIDE COLLECTIONS Black & white negative is 150 feet from the PRR Pittsburgh Main. We host hundreds collections, and Hi-Res Scans. Any railroad or railroad sub- of railfans yearly. Our website cams stream train activity jects. Call 732-774-2042 24/7. Check to see what you are missing. 814-886-4757 PRR LW PULLMAN CAR Cast-iron door nameplates, 1938- WISCONSIN, FERRYVILLE - Custom built two-bedroom 1950. J.H. STEVENSON, Rocky River, OH 440-333-1092 luxury vacation home along scenic Mississippi River and [email protected] BNSF Railroad. www.153main.com 608-317-1530. WANTING TO BUY 1947 FREEDOM TRAIN: Collections, WWW.MANASSASJUNCTION.COM: Trackside lodg- Photos, Scrapbooks, Pins, Footage and Pennants, Slides, ing in a 1902 Victorian B&B. View Amtrak, Norfolk and Toys. G.R. Barker, 2191 Cook Road., Ballston Lake, NY Southern and VRE from property. 10 minute walk to board or view trains at historic Manassas Depot and Museum. 12019 or E-mail: [email protected]. 703-216-7803. RAIL SHOWS AND EVENTS BOOKS AND MAGAZINES JANUARY 12-13, 2019 66th Florida Railfair. Volusia County CAN DAN AND HIS CLUB SAVE Their favorite engine from Fairgrounds, Tommy Lawrence Arena and Townsend Area, Deland, Florida. Saturday, 9:00am-4:00pm and Sunday, the scrap yard? Read the Deltic Disaster and Other Tales, 10:00am-3:30pm. Over 300 tables of railroad artifacts and available at Amazon or melrosebooks.co.uk model train items. Large operating layouts. Miller, 3106 N. COMPLETE SET OF TRAINS MAGAZINE: For sale. Volume Rochester St., Arlington, VA 22213. 703-536-2954. Email: 1 thru present. Will not break-up 40’s, 50’s and 60’s. [email protected]. Contact: Harry, [email protected] JANUARY 19, 2019: 56th Atlanta Model Train & Railroadiana LOCOMOTIVE BUILDER RECORD BOOKS: 80 books Show. Infinite Energy Center, 6400 Sugarloaf Parkway, available, with more coming, offering fully detailed build- Duluth GA 30097. 9:00am-4:00pm. Early admission avail- ers’ records. Send SASE for list to RH Lehmuth, 104 able Friday PM (18th) Over 300 tables of model trains N. 2080 E. Circle, St. George, UT 84790 or email: and railroad artifacts for sale. Free parking. Miller, 3106 N. [email protected] for details, costs and sample page. Rochester St., Arlington, VA 22213, 703-536-2954. Email: ORDER THIS NEW BOOK AND A 2019 RAILROAD [email protected] or www.gserr.com. CALENDAR: “Ties, Rails, and Telegraph Wires: Railroads JANUARY 26, 2019: The 28th Annual Great Tri-State Rail and Communities in Montana and the West” by Dale Sale. La Crosse Center, 2nd & Pearl Streets, La Crosse, WI. Martin. $19.95 paperback, $29.95 hardback. You might 9:00am-3:00pm. $5.00, under 12 free. Model, Toy & Antique also enjoy our 2019 railroad-themed calendar. It features Trains & Memorabilia, Sale & Swap Meet. 608-781-9383. photographs of depots, railroad workers, trains, and wrecks - all historic images from the Montana Historical Society Archives. $10.95 each. (shipping is extra.) Call 406- AUCTIONS 444-2890 or shop for these and other railroad items online at: AMERICA’S PREMIER RAILROAD AUCTIONS: Consign https://app.mt.gov/Shop/mhsstore/railroads your quality items. One piece to an entire collection. Large 8-1/2 X 11” auction catalogs contain full descriptions and COLLECTIBLES hundreds of photographs. Auctions are jointly sponsored by the Depot Attic and Golden Spike Enterprises. The RAILROADIANA FOR SALE: Rare and diverse offering of combined knowledge and experience of America’s largest railroad china, silver, lanterns, globes, brass locks, keys railroadiana firms will earn you “top dollar”. Mail and fax bids and miscellaneous for sale. Continuously offering service are accepted. Information: Railroad Auction, PO Box 985, plates. George Washington china and unknown top-marked Land O Lakes, FL 34639. Phone: 813-949-7197. patterns. Send $2 and LSSAE for unique listing to Golden Don’t wait any longer! Spike Enterprises, PO Box 985, Land O Lakes, FL 34639. TOP DOLLAR PAID for steam/diesel or electric builder Place your classied ad today! plates. [email protected] Telephone: 216-321-8446 888-558-1544 x440 P34397

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‘Cascades’ 501 crash SPECIAL REPORT details p. 6 Inside Track SPEED • US plays catch-up p. 23 • California’s big risk p. 34 • technology p. 42

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train p. 48 Your subscription includes 12 issues (1 year) of news and analysis of industry Hunter Harrison’s legacy p. 10 Where you can run a locomotive trends and developments, fi rst-hand accounts, preservation stories, detailed maps, p. 60 spectacular photography, and much more! For the Best Railroading Coverage, Subscribe Now! 2 WAYS TO ORDER: Online: TrainsMag.com Call: 877-246-4843 Outside the U.S. and Canada, call 903-636-1125 P32374

TrainsMag.com 67 GALLERY

1977: cool running Late afternoon on Feb. 8, 1977, Canadian National Railway Work Extra 9475 Snowplow kicks up a storm east of Guelph, Ontario, as two GP40-2Ls hurtle plow No. 55397 through heavy drifting at high speed. Three photos, Greg McDonnell

1976: enrobed in ice Twelve days into 1976 and two days on the road, a Canadian National crew pulls into Palmerston, Ont., plowing from Owen Sound to Kincardine with a pair of ice-encrusted GP9s sandwiched between Jordan plow No. 55614 and CN wood caboose No. 78636.

68 JANUARY 2019 1978: stalled

The crew aboard Canadian National No. 55614 surveys the situation as Work Extra 9178 snowplow’s F7, GP9, and RS18 struggle to extricate the train from a drift at mile 13 on the Forest Sub near Granton, Ont., on Feb. 1, 1978.

TrainsMag.com 69 GALLERY

1988: frozen on the farm

Plowing from Stratford to Hanover, Ont., on Feb. 9, 1988, Canadian National plow No. 55370 (built by Eastern Car in 1929) and F7As 9166 and 9167 pass ancient farm implements in a frozen field on the outskirts of Milverton. Three photos, Greg McDonnell

70 JANUARY 2019 2004: sun and 1999: turning snow blue Silhouetted in a splash of Southbound at sunset, a sun, in the midst of a lake- trio of Canadian Pacific effect snow squall, Geeps and 1927-vintage Goderich-Exeter Railway plow 401005 work the Port plow No. 55408 and FP9s Burwell Sub near Mount Nos. 1400 and 1401 amble Elgin, Ont., on Jan. 17, 1999. eastward on the Goderich Sub near Mitchell, Ont., on Jan. 13, 2004. GALLERY 2015: full speed ahead Heading home after a full day of plowing Ontario Southland Railway lines from Salford to Tillsonburg and St. Thomas, Ont., Jack Hyde and Brad Jolliffe enjoy the ride as former CP plow 401005 flanges through light snow east of Woodstock on Feb. 13, 2015. Greg McDonnell

GALLERY

2015: running repairs Ontario Southland crew replaces flanger blades damaged in an encounter with frost-heaved crossing planks on a farm lane east of Belmont, Ont., on Feb. 13, 2015. With spares carried for the purpose installed, they’ll be back underway in short order. Three photos, Greg McDonnell

2015: special like snowflakes

Secreted behind the FOLLOW US shrouded business-end of ON INSTAGRAM Ontario Southland Railway’s FOR MORE former Canadian Pacific AWESOME plow No. 401005: a snow- PHOTOGRAPHY packed archbar truck. TRAINS_MAGAZINE

74 JANUARY 2019 2015: better than riding shotgun in mom’s car

Best seats in the house. Helper’s-eye view as Ontario Southland 401005 makes a second pass through a long, deep drift south of Mount Elgin, Ont., on Feb. 13, 2015.