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Go to cummins.com to request service or to fi nd a Cummins service center near you. LIFE AFTER DIESELS: NEXT FOR MOTIVE POWER p. 36 Riders to www.TrainsMag.com • December 2018 Las Vegas again? p. 22 UP’s new ops THE magazine of railroading plan p. 6 Canadian Pacific’s Holiday of giving p. 24

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E₂O : Engineered to Outperform Online Content Code: TRN1812 Enter this code at: www.TrainsMag.com/code december 2018 to gain access to web-exclusive content vol. 78, no. 12 news and features

FEATURES COVER STORY >> 24 The train that gives back Canadian Paciic Railway’s Holiday Train celebrates 20 years Greg McDonnell

34 36 44 A glass half full Diesel demise A private ‘Dude’ 50 years ater the end of New Could breakthroughs he members-only York Central’s 20th Century in battery and hydrogen train that served the Limited, one can still enjoy power doom the diesel elite the view from the Century’s to history? Karl Zimmermann , Hickory Creek Brian Solomon Karl Zimmermann 50 52 56 Worthy Wyoming Mileposts on In My Own Words: trek the prairie Agony on the BNSF’s Cowley Local, the last Under BNSF, a former Michigan Northern daylight train through Sheep & St. Louis How one cab ride was not Canyon, makes the long and line survives the thrilling experience hot journey worthwhile Steve Glischinski it usually is Tom Danneman Brian Buchanan

<< ON THE COVER Canadian Pacific Railway’s colorful NEWS Holiday Train, led by GP20C-ECO No. 2249, makes a stop in 6 News & Photos Hamilton, Ontario, on Nov. 30, 2014. Photo by Stephen Host 10 Fred W. Frailey 16 Brian Solomon 6 UP’s new ops plan 18 Locomotive 22 Riders to Las 20 Technology Vegas again? 22 Passenger 24 Canadian Pacific’s Holiday Train of giving 34 Remembering the DEPARTMENTS ‘20th Century Limited’ 5 From the Editor 36 Life after diesels: Next 58 Preservation for motive power 60 Hot Spots 44 Passenger train called 62 Ask TRAINS ‘the Dude’ 68 Gallery 50 Wyoming: Where the wild things are 52 Mileposts on the prairie

TRAINS Magazine (issn 0041-0934, usps 529-850) is published monthly by Kalmbach Media Co., 21027 Crossroads Circle, P.O. Box 1612, Waukesha, WI, 53187-1612. Periodicals postage paid at Waukesha, Wis., and at additional offices. POSTMASTER: Please send address changes to TRAINS, P.O. Box 8520, Big Sandy, TX 75755. Publication Mail Agreement #40010760. FROM THE EDITOR

EDITOR Jim Wrinn ART DIRECTOR homas G. Danneman PRODUCTION EDITOR Angela Pusztai-Pasternak ASSOCIATE EDITOR David Lassen JIM WRINN ASSOCIATE EDITOR Brian Schmidt ASSOCIATE EDITOR Steve Sweeney EDITORIAL ASSISTANT Diane Laska-Swanke Our man in New England SENIOR GRAPHIC DESIGNER Scott Krall SENIOR GRAPHIC DESIGNER Drew Halverson Each day, Trains receives dozens of photo submissions LEAD ILLUSTRATOR Rick Johnson PRODUCTION SPECIALIST Sue Hollinger-Klahn from contributors. We use those images at TrainsMag.com LIBRARIAN homas Hofmann EDITORIAL DIRECTOR Diane M. Bacha

COLUMNISTS and in print. On average, 35 outstanding photographers Fred W. Frailey, Brian Solomon

CORRESPONDENTS Roy Blanchard, Michael W. Blaszak, Al DiCenso, provide the art for theses pages every month, and one, Hayley Enoch, Justin Franz, Steve Glischinski, Chase Gunnoe, Chris Guss, Scott A. Hartley, Scott A. Hartley, has been at it for 50 years. Bob Johnston, David Lustig, Bill Stephens CONTRIBUTING ILLUSTRATOR Bill Metzger

Scott is a tireless chronicler of railroading CHANGE IN CUSTOMER SERVICE CUSTOMER SERVICE nationwide, worldwide, and in his home While we celebrate Scott’s longevity, I phone: (877) 246-4843 Outside the U.S. and Canada: (903) 636-1125 territory of New England. He’s one of the want to give you a heads up about a change Customer Service: [email protected] faithful who loves railroading, and loves to here at Trains and our parent company, ADVERTISING SALES document it in words and pictures. He is Kalmbach Media. Efective with this issue, ADVERTISING SALES REPRESENTATIVE Mike Yuhas generous with his depth of knowledge. In we’re changing our customer service team AD SERVICES REPRESENTATIVE Christa Burbank addition to his scores of published images in to SFG in Big Sandy, . his means phone: (888) 558-1544, ext. 625 our pages — more than 800 at last count, you’ll be talking to new reps and respond- email: [email protected] including 17 covers — he’s also written more ing to letters and emails at a new address. EDITORIAL phone: (262) 796-8776 than 120 bylined articles. he contact info is in the masthead at the email: [email protected] We’re proud to carry Scott’s work, and we right. Please let us know how they’re doing fax: (262) 798-6468 P.O. Box 1612 look forward to seeing it in print for years to because we want to make sure your experi- Waukesha, WI 53187-1612 come. I asked him for a favorite image from ence with the excitement and enjoyment of SELLING TRAINS MAGAZINE OR PRODUCTS IN YOUR STORE: his early days. He suggested the photo be- railroading at Trains in print and on our phone: 800-558-1544 Outside U.S. and Canada: 262-796-8776, ext. 818 low. He says the picture of a Penn Central website is the best one possible. email: [email protected] Geep (former New Haven) pulling two hank you for another great year as we website: www.Retailers.Kalmbach.com TRAINS HOME PAGE coaches on the Hartford, Conn.-Springield, share our passion for railroading with you. www.TrainsMag.com Mass., line was made at one of his favorite train-watching spots where the railroad KALMBACH MEDIA EXECUTIVE OFFICER Dan Hickey crosses the River. Scott is SENIOR VICE PRESIDENT, FINANCE Christine Metcalf another reason why Trains is and always VICE PRESIDENT, CONTENT Stephen C. George will be the magazine of railroading. [email protected] VICE PRESIDENT, CONSUMER MARKETING Nicole McGuire VICE PRESIDENT, OPERATIONS Brian J. Schmidt VICE PRESIDENT, HUMAN RESOURCES Sarah A. Horner

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Veteran contributor Scott A. Hartley made this image of a Penn Central Geep and two coaches on former New Haven rails in August 1971. The image appeared in our news pages.

www.TrainsMag.com 5 NEWS&PHOTOS

‘Hunterizing’ Union Pacific Precision Scheduled railroading heads west to Union Pacific after investor questions

A loaded UP coal train departs Wyoming’s Powder River Basin. Executives say they’ll work to streamline operations. TRAINS: Jim Wrinn

Hunter Harrison’s ideas are descend- movement of trains to the scheduling of new operating plan in three or four phases, ing on Union Paciic — the railroad that has individual cars. he railroad aims to speed beginning on its routes linking the Midwest been mired in an operational slump for transit times by minimizing car handling. and Texas, to minimize the potential for dis- more than a year. In October, UP executives UP oicials say they’ll move the same ton- ruption. Service sufered at Canadian Na- began rolling out an operating plan based nage on fewer, longer trains to cut costs tional, Canadian Paciic, and CSX as Harri- on the Precision Scheduled Railroading and boost the productivity of crews, son rapidly rolled out systemwide philosophy of Harrison, CSX Transporta- locomotives, and freight cars. All are key operational changes while leading those rail- tion’s late CEO. elements of scheduled railroading. roads. Federal regulators reacted almost im- “By a number of measures, it’s evident mediately to UP’s announcement. he Sur- that we have not made the kind of progress face Transportation Board is monitoring I expect in improving our service and pro- BY A NUMBER OF MEASURES, operating changes through weekly confer- ductivity performance in recent months. IT’S EVIDENT THAT WE HAVE ence calls with senior management at UP. We’re not meeting the expectations of our NOT MADE THE KIND OF People who worked closely with Harri- customers, and we know we can be better,” PROGRESS I EXPECT IN son tell Trains they were skeptical about CEO Lance Fritz told investors and Wall IMPROVING OUR SERVICE AND UP’s plans. heir biggest concern? hat UP Street analysts in September. PRODUCTIVITY IN RECENT was adopting a watered-down version of Over time, UP’s operating plan had MONTHS. Precision Scheduled Railroading. grown too complex, which made it fragile — LANCE FRITZ, UP CEO “I think they won’t go all-in on it. And it when hit by harsh weather or sharp swings won’t work,” one person says. “I think the in traic. UP can do elements of PSR, but unless they “Uniied Plan 2020 is a way of address- But UP will depart signiicantly from the cut bureaucracy and layers, it will fail.” ing that network complexity,” Fritz says. “In operating model Harrison developed. UP is Says another former Harrison colleague: a nutshell, it’s Precision Scheduled Rail- phasing in operational changes over 15 “We think it’s mission impossible unless roading principles implemented on the months, plans to retain its current lineup of the entire organization embraces it. It’s a Union Paciic network, taking into consid- classiication and regional yards, and will cultural change.” eration the unique characteristics of our not rationalize its 32,000-mile network of UP declined to comment on those franchise and our base customers.” main lines and secondary routes. views. Fritz assured investors and analysts he new plan shits UP’s focus from the UP executives decided to implement the that the railroad fully understands

>> Get the latest news updates on TRAINS 6 Trains DECEMBER 2018 News Wire. Visit: www.TrainsMag.com >> ‘CREATE’-ing cooperation in

Locomotives and trains from Union Pacific, , CSX Transportation, Norfolk Southern, and the Belt Railway Co. of Chicago pose on two quadruple-diamonds Oct. 1 to celebrate the groundbreaking on the 75th Street Corridor Improvement Project in Chicago. The $474-million project to alleviate rail traffic congestion is part of the CREATE or Chicago Region Environmental and Transportation Efficiency program and will be financed by the railroads and U.S., state, and local governments. Marshall W. Beecher scheduled railroading. UP is applying Harrison’s former colleagues. operating plan in phases, beginning with lessons from its Blend and Balance pilot “hat’s a death knell from the get-go,” the Mid-America Corridor linking program, which shited unit-train traic to he says. Harrison idled four out of CP’s ive , Chicago, and Texas. the merchandise network and included humps and eight out of CSX’s dozen “Signiicantly, I can’t see UP doing this as daily departures in both directions to keep humps ater making signiicant changes to it plans: on a piecemeal basis, with the full crews and locomotives in balance. each railroad’s operating plan and train implementation put of until 2020. You’ll Nonetheless, industry analysts say UP’s blocking patterns. end up with diferent parts of the UP system conference call — which was light on details But UP is not CN, CP, or CSX. It — as well as Class I and shortline inter- — helped create a diferent impression. change partners — hitting up against each “It has the whif of going halfway, not CLASS I MERCHANDISE other,” says a former Harrison colleague. being fully committed. hey denied it, CARLOADS 2017 UP’s announcement came two months without speciics,” says independent analyst Union Pacific 4,078,000 ater the railroad reported record second- Anthony B. Hatch of ABH Consulting. BNSF Railway 3,087,793 quarter inancial results. On UP’s earnings he speciics UP did provide also raised CSX Transportation 2,762,331 call, Wall Street analysts peppered Fritz questions among analysts. Norfolk Southern 2,491,400 with questions about why his railroad Canadian National 2,464,397 Financially, UP did not change its oper- Canadian Pacific 1,333,000 couldn’t be more like CSX. Cowen & Co. ating ratio targets — 60 percent in 2019 Kansas City Southern 1,294,500 analyst Jason Seidl says UP’s announce- and 55 percent longer-term — despite the Source: Association of American Railroads and railroad ment was a reaction to investor pressure. dramatic inancial improvements at annual reports And, he says, it was timed to head of the Harrison-led railroads. potential for activist investors to swoop in Operationally, UP doesn’t anticipate operates what’s by far the largest merchan- and demand change. idling the humps at any of its 14 classiica- dise network in the industry, which UP “UP is going this route because Wall tion yards or closing or consolidating any oicials have said justiies its strategically Street is demanding it. I wouldn’t want to be of its regional yards. And it will open placed network of classiication yards. a UP customer at this juncture,” a former Brazos Yard in Texas in early 2020 as “Humps are volume related,” Hatch Harrison colleague says. “With tight trans- planned — the railroad’s 15th hump yard says. “UP has volume!” portation markets in both rail and truck, — to support growth in U.S. Gulf Coast Harrison’s former colleagues questioned there will be few alternatives to pick from if merchandise traic. his stunned one of why UP would introduce the new UP fouls up. And it will.” — Bill Stephens

www.TrainsMag.com 7 e Elevated Railways NEWS PHOTOS of Manhattan e colorful history of ’s elevated railway system from its earliest steam days until its demise. Only $59 (plus $6.50 U.S. shipping and handling). Order by Mail: Electric Railroaders’ Association, Inc. P.O. Box 3323 Grand Central Station New York, NY 10163-3323 Order Online: https://erausa.org/ bookstore

Pacific Electric from Monte Vista PublishingLLC PE v4 >> FIRST DAY A Decatur & Eastern Railroad crew moved the railroad’s first SP’s LA area Electric Ry. train from Decatur, Ill., to Paris, Ill., on Sept. 9. The road is part of Watco. Steve Smedley Pasadena and Beyond via Short Line, via Oak Knoll, S. Pasadena, Arcadia, Duarte Monrovia-Glendora Sierra Madre & more! Many types of trolleys 340s,450s,600s,10s,11s,12s Frt Motors. Full page, black & white photographs, Roster & Action available from fine railroad book stores & hobby shops Available Late October 2018 Please include $27.50 $15.00 per order Please call shipping & handling (970)761-0180 www.montevistapublishing.com 1625 Mid Valley Dr. #1-160, Steamboat Springs, Co. 80487 mvp at zirkel.us CO. residents please call for correct tax.

>> LOOK, SPECIAL! Union Pacific SD70AH No. 1943 led an office car special on CSX Transportation tracks through northern Indiana on Sept. 21 and 23. John E. Troxler

>> SIGNAL ENCOUNTER BNSF Railway SD40-2 No. 1714 leads a special by a semaphore signal at Galisteo, N.M., on the route Aug. 31. Leslie Savoye

8 Trains DECEMBER 2018 N&P

>> NEWS BRIEFS

BNSF, CSX launch LA-to-Ohio service 2019 WALL CALENDAR Midwest shippers can expect stepped-up intermodal service from Southern now that CSX Transportation and BNSF Railway are teaming on a direct route between -area container terminals and CSX’s Northwest Ohio Intermodal Terminal in North Baltimore, Ohio. Service was slated to begin Oct. 29 with five departures a week in both directions. The direct lane moves through Chicago and is for domestic and international container shipments only.

The Eno Center for Transportation says U.S. transit and commuter agen- cies may soon be caught in the crossfire between politi- cians and China when it comes to new rail equipment. The Eno Center released a report in September that The official 2019 Norfolk Southern calendar features photographs taken by suggests members of Congress are looking at ways to prevent agencies NS employees around our 19,500-mile system. From rebuilt locomotives to from using Federal tax dollars on intermodal loads, there’s something for everyone who enjoys captivating equipment produced by Chinese com- railroading scenes. This 11 x 16.5-inch calendar is perfect for holiday gift-giving. panies. The state-owned China Railway Rolling Stock Corp. already owns plants in Illinois and Massachusetts and has won multi-million dollar con- order online at tracts for new transit cars from the Massachusetts Bay Transportation Authority and the Chicago Transit www.nscompanystore.com Authority. The center raises economic and national security concerns with Chinese corporations providing TO order by phone, call toll-free, 9-5 products at lower costs to cash- strapped agencies while possibly 800-264-4394 building market dominance over other suppliers. China is the world’s most populous authoritarian nation. Federal Railroad Administration $ Administrator Ron Batory says he is 12.99 “totally committed” to cutting the number of suicide deaths on railroad shipping included! property 50 percent by 2026. Batory was the keynote speaker for a con- ference hosted by the DuPage (Ill.) OR SEND A CHECK OR MONEY ORDER TO: Railroad Safety Council in September 2018. The biennial conference brings NORFOLK SOUTHERN CALENDAR | C/O NYBERG FLETCHER & WHITE together transportation and safety 801 CROMWELL PARK DR., SUITE 100 | GLEN BURNIE, MD 21061 professionals for conversations on trespass prevention, mental health, International shipments add $12 | Allow 7 to 10 business days for delivery and law enforcement officers’ role in preventing suicides and trespassing on railroad property. © 2018 Norfolk Southern Corporation | All Rights Reserved | www.norfolksouthern.com

www.TrainsMag.com 9 COMMENTARY BY FRED W. FRAILEY Big trains, short sidings. What happens? Canadian National makes it work. Here’s how

What do you do when demand exceeds capacity? he usual his is how they did it: he inferior eastbound train set of its answer is to throw money into longer sidings, double track, and head end at Siding A — whatever wouldn’t it in Siding B. hen it the like. More than a decade ago, Canadian National faced this cleared the opposing trains in Siding B. Once the westbounds issue along the 1,200 miles across Northern Ontario, between were gone, the locomotives retraced to Siding A to pick up the , Manitoba, and Toronto. CN wanted to run long front of the train and returned to Siding B, backing onto the trains, but the standard siding was 6,400 feet and not one of its tail-end cars. Hint: It helped if a supervisor aided the crew. 126 sidings between terminals could hold even an 8,000-foot You can’t pull of meets like this many times a day and keep a train. Yet CN began running 10,000-foot, railroad luid. In fact, double-siding events and then 14,000-foot trains anyway. Now of this sort no longer occur. Between 2009 long trains in this land of short sidings is THE TRICK IS TO KEEP ALL THE and 2018, Canadian National extended 10 the norm and an object lesson of how to LONG TRAINS RUNNING TO THEIR sidings to 12,000 feet or longer (that’s about accomplish more with less. one every 120 miles). Plus, the railroad he instigator of all this was (no sur- SCHEDULES SO THAT THEY SHOW UP looked for places where long auxiliary prise) ex-CEO Hunter Harrison, intent on FOR MEETS WHEN EXPECTED. tracks extending from the east end of wringing eiciencies from formerly govern- 6,400-foot sidings would permit an east- ment-owned CN while at the same time bound train of up to 12,000 feet to tuck adding capacity as traic across this corridor grew. It began with itself away in two pieces and recouple ater a meet. Voilà, another a pair of westbound intermodal trains, 111 and 101, running out seven places to meet long trains. Plus, CN and Canadian Paciic of Toronto at “oversiding” length and on each other’s blocks. But share tracks for 100 miles around Parry Sound, Ont., operating that created a crew imbalance that zeroed out much of the cost directionally. Finally, the crew-change points of Capreol, Horne- savings. So CN began running eastbound supersized trains, too. payne, Armstrong, and Sioux Lookout can all hold a long train, With westbound supertrains having preference, this meant although the inferior train must double over at Armstrong. that eastbounds exceeding 6,400 or so feet had to divide them- Still, there are several instances of distances of 70 or more miles selves between two sidings, a maneuver consuming 2-to-3 hours. between meeting points for oversiding trains. With as many as ive

10 Trains DECEMBER 2018 such trains operating in each direction, not to mention six to eight MANITOBA other trains each way of up to 6,250 feet and ’s Canadian ONTARIO Armstrong N two or three times a week, it all seems too chaotic to work. Sioux Lookout But Canadian National has made it work. First of all, the long Hornepayne Winnipeg westbounds are sent west from Toronto in batches of two or three trains, one close behind the other, the irst batch about 2 a.m. and Canadian National the second about 11 a.m. his minimizes the instances that long Canadian Pacific Lake Superior Capreol eastbounds have to clear. hen someone (I wish I knew who) GO Transit 0 Scale 300 miles Not all lines shown Parry Sound igured out that if Transcona Yard in Winnipeg shoots out © 2018 Kalmbach Media Co., TRAINS: Rick Johnson 12,000-foot eastbounds at speciic times (2:30 a.m., 10:30 a.m., Stations capable of holding 12,000-foot trains 2:30 p.m., 5:30 p.m., and 9:30 p.m.), they’ll all ind places to meet Canadian National oversiding train route Toronto the westbound parades across the next 1,200 miles. When I heard about this operating plan, I thought it was insane. So I developed a dispatching simulation covering the 600- the big U.S. railroads and are shaking their heads in disbelief. plus miles between Hornepayne and Winnipeg, populated it with Why not just spend whatever it takes to tame this beast — that’s ive supertrains in each direction according to their schedules, the American way, they’re saying. What they probably don’t want and threw in all the other traic. hen I ran the sotware to see to admit is that CN’s business has grown faster than that of any of what happens. the American railroads during this century, by a long shot. It is Eureka! he plan works, so long as everything goes right. he expanding capacity rapidly where it needs to, which is west of trick is to keep all the long trains running to their schedules so Winnipeg. he fact of the matter is that Northern Ontario is the that they show up for meets when expected. part of Canadian National between Toronto and British Colum- But let’s be realistic. his is Northern Ontario, where bia that works best of all right now — yes, even with so few plac- minus-35 degrees is considered normal for months of the year. es to tuck those big trains away. And it works because some smart Air brakes go crazy. Snow fouls the switches of backtracks. minds igured out how to make it work, assisted by engineers and Locomotives fail and so do freight cars. Talk to the rail traic conductors who rise to the challenge. We on the other side of the controllers who dispatch this district from Toronto and they’ll tell border could learn from their example. 2 you winter is hellacious. he plan regularly falls apart. In such instances, controllers scale back meets, reduce train lengths to it in shorter backtracks, or split trains into two to accommodate Fred W. Frailey is author of “Twilight of the being out of their time slots. Great Trains.” Reach him at [email protected]. I’m certain there are loads of people reading this who work for

www.TrainsMag.com 11 NEWS&PHOTOS

BNSF Railway C44-9W No. 5501 brings up the rear of a train passing a Union Pacific train at Caliente, Calif. Scott A. Hartley Farewell to BNSF’s leader BNSF Railway Executive Chairman Matt Rose says he’ll retire in April 2019

BNSF Railway Executive Chairman Rose’s leadership overtook rival Union secondly, you have customers who want to Matthew K. Rose, who will retire in April, is Paciic to become the largest railroad when use the system.” being praised for a nearly two-decade measured by volume and revenue. Rose has said that beating UP was never leadership tenure deined by strong growth, BNSF’s traic grew at more than twice a consideration. Instead, BNSF focuses on service, and the sale of the company to the rate of the closest U.S. railroad, bringing more traic to its railroad — Berkshire Hathaway. Norfolk Southern. And it was second only whether it comes from the highway or is “I think he and his management team to Canadian National in overall growth, market share gained at UP’s expense. took BNSF to a higher level,” says Rob largely due to CN’s development of the Port Independent analyst Anthony B. Hatch Krebs, who put BNSF together and was of Prince Rupert, British Columbia, into an says Rose has been a “seminal leader” for Rose’s predecessor as chief executive. “I intermodal juggernaut. BNSF and for the industry thanks to his don’t know how it can get much better. Surpassing UP — which boasts a larger eforts to inluence transportation policy in he combination of service that they have network that reaches virtually every major Washington. “Under his leadership, BNSF been able to provide, together with reduc- market in the West via its own rails — was became perhaps the leader of the railroad tion in costs that continued ater I retired, no small feat. renaissance,” Hatch says. “He picked up on made the company the leader in the “It proves that BNSF is the premier rail Krebs’ intermodal development and ran and maybe the best freight carrier in the country,” Krebs says. “It means with it — making BNSF the pre-eminent operation in the world.” two things. First, you made the necessary intermodal leader in the world, really.” Like a hotshot Z-train, BNSF under investments to accommodate it. And Hatch also credits Rose for the way

CLASS I RAILROAD CARLOADS CLASS I RAILROAD REVENUE Railroad 2000 2017 % change Railroad 2000 2017 % change BNSF Railway 8.1 million 10.2 million 26 BNSF Railway $9.2 billion $21.3 billion 137 Canadian National 3.7 million 5.7 million 51 Canadian National $5.4 billion $13 billion 140 Canadian Pacific 2.3 million 2.6 million 10 Canadian Pacific $3.6 billion $6.5 billion 79 CSX Transportation 7.3 million 6.3 million -13 CSX Transportation $8.1 billion $11.4 billion 39 Norfolk Southern 6.8 million 7.6 million 11 Norfolk Southern $6.1 billion $10.5 billion 71 Union Pacific 8.9 million 8.5 million -4 Union Pacific $11.8 billion $21.2 billion 79 Source: Class I railroad annual reports and the Association of American Railroads Source: Class I railroad annual reports

12 Trains DECEMBER 2018 BUSINESS CAR CHARTER on SOUTHWEST CHIEF BNSF redesigned service to agricultural Looking for a party for one way Chicago-LA shippers, which helped to end — or at least or in reverse (we will charter the other way). reduce — the century-old hostility between Contact Chuck at [email protected] grain shippers and railroads. or (800) 776-5357. BNSF’s philosophy is that customer service drives proitability, the virtuous cycle railroadbooks.biz ORDERS: of reinvestment, and provides the railroad U.S. (800) 554-7463 has 1,800 plus new titles, with a social license to operate. his goes BUSINESS & all at discount! INTERNATIONAL: against the grain of the current trend at the Domestic shipping FREE over $50.00 +01 (812) 391-2664 publicly traded Class I railroads, which is to E-mail for free printable International SEND: reward investors as quickly as possible PDF list. Service. $2.00 for paper book list. through a combination of share buybacks, [email protected] Book Search. www.railroadbooks.biz cost-cutting, rate increases, and a focus on PO Box 4, Bloomington, IN, 47402-0004 U.S.A. the operating ratio. “Everybody’s desperate for proits. You can’t have sustainable proits if you don’t have good service irst,” Krebs says. “And that means it takes investment and a Matt Rose, right, and Berkshire Hathaway culture that only accepts superior service founder Warren Buffett pose in this and putting our customers irst. And that’s undated photo. BNSF Railway what BNSF has continued to do — and it’s paid of.” they were potential replacements for Buf- his long-term view of the business is fett and his partner, Charlie Munger, 94. one of the things that attracted Berkshire No reason was given for Rose’s retire- Hathaway Chairman Warren Bufett to take ment at age 58. a stake in BNSF in 2006, then buy the entire “I have been incredibly fortunate to  railroad in 2010. work alongside some of the most talented “It was a very lucky day for me and for people in the transportation industry,” Rose Tail of the Tuo Berkshire Hathaway when I met Matt Rose,” said in a statement. “hrough my 26 years Bufett says in a statement. “Under Matt’s at BNSF — 19 in leadership — I have seen The Atak Tuolie Stoy management, BNSF has become a major enormous change in our economy. Our source of proit and pride for Berkshire. company has navigated those changes well pages, pefet And, as a citizen, Matt has been an exemplar and now is extremely well positioned for oud for corporate leadership.” the next several decades. It has been an Ove illustatios Bufett said the acquisition of BNSF, honor to lead this organization.”  which was announced in 2009 in the Under Rose, BNSF was a technological ZĂƚŝŽŶĂůĞ͕ĚĞƐŝŐŶ͕ depths of the Great Recession, was “an all- leader, racing out to full deployment of ĐŽŶƐƚƌƵĐƚŝŽŶ͕ƐĞƌǀŝĐĞ͕ in wager on the economic future of the positive train control long before the other ŵĂŝŶƚĞŶĂŶĐĞ͕ƉƌŽŵŽƚŝŽŶ United States.” At the time, Rose said, “We Class I railroad systems. It also was an early ƌĞďƵŝůĚŝŶŐ͕ĚŽǁŶĨĂůů͕ admire Warren’s leadership philosophy adopter of devices, such as drones, to ĚŝƐƉŽƐŝƚŝŽŶ͕ĂŶĚŵŽƌĞ͘ supporting long-term investment that will inspect track and bridges. And BNSF $ ;ƉůƵƐΨϱĚŽŵĞƐƚŝĐƐŚŝƉƉŝŶŐͿ KƌĚĞƌĚŝƌĞĐƚ;ĐŚĞĐŬŽƌŵŽŶĞLJŽƌĚĞƌͿĨƌŽŵ͗ allow BNSF to focus on future needs of our sought a labor agreement, unsuccessfully, Dale A. Johso, Wellook L, railroad, our customers, and the U.S. that would have permitted the use of one- Southave, MS, transportation infrastructure.” person crews on PTC-protected lines in the ŽƌǁŝƚŚĐƌĞĚŝƚĐĂƌĚŽŶĂŵĂnjŽŶ͘ĐŽŵ Rose has said that BNSF operates under Paciic Northwest. Berkshire Hathaway ownership the same BNSF also credits Rose with developing way it did as a publicly traded company. leaders within the company, ensuring that “I mean, at the end of the day, we still it has a strong management pipeline. Insid- Oe of the ost uiue ad oloful haptes i Aeia aiload histoy hold ourselves accountable to the same ers praise Rose for his people management  stuf we used to,” Rose said last year. “We skills. hey also say he was a rare railroad need price. We need volume. We’ve got to CEO who excelled at all aspects of the job, be judicious with capital.” from operations and marketing to inance Rose became CEO in 2000 and was and government relations. Your ad in Trains named executive chairman in December Rose’s tenure was not all smooth sailing. reaches the world’s largest audience of 2013, when Carl Ice was promoted to chief he harsh 2013 to 2014 winter, combined people passionate about railroading. executive. As executive chairman, Rose with a record grain harvest and the spike in stepped back from day-to-day matters to crude oil traic in the Dakotas, brought To Advertise call: focus on planning, market positioning, and Chicago to a standstill and BNSF to its 888-558-1544 public policy issues afecting BNSF and the knees on the linking railroad industry. he executive chairman the Windy City and the Paciic Northwest. 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to see p. 18 Michael sible successor to Bufett, who is 88. Earlier on capacity improvements, including Ward

STEAM Q&A p. 12 LOCOMOTIVES this year Berkshire promoted two other double track, passing sidings, and central- ARE HUNGRY FOR GOOD COAL executives to vice chair positions, signaling ized traic control. — Bill Stephens p. 48 Everett White Pass Railroad & Yukon No. 11 steams in passenger Pennsylvania. cars: Relics >> Get the latest news updates on TRAINS www.TrainsMag.com 13 News Wire. Visit: www.TrainsMag.com NEWS&PHOTOS

Western Maryland Scenic’s & Ohio 2-6-6-2 No. 1309 test fires at Ridgeley, W.Va., on Oct. 3. Chase Gunnoe Big steam outlook for 2019 A lot of big excursion locomotives are looking for work; the Year of the Articulated looms

The list of impediments to big steam 4-8-4 No. 261, 2-8-4 No. • he Virginia Museum of Transporta- operations on the main line is a long one: 765, and Pere Marquette 2-8-4 No. 1225, tion’s Class J 4-8-4 No. 611 got irebox ’s ban on chartered trains, positive each found its way onto public excursions work this year that will have it ready to run train control’s complexity and cost, scarce this fall on regional railroads, tourist lines, when the call comes. he moral to this passenger-car inventories, insurance costs, a or commuter agencies. he lessons: hose story: Be ready for opportunity when it lack of Class I railroad sponsors, and the who want to run badly enough will ind a comes along, and you never know when it sweeping Hunterization of the railroad in- way to do so; partnerships with other rail- may come along. dustry. But with the right inesse, imagina- road entities are critical. At the least, steam lovers will ind much tion, and will power, railfans could still see • Two big locomotives steam tested for joy in 2019, the Year of the Articulated. big steam locomotives — other than the the irst time in 63 years. In Ridgeley, With Oregon Coast Scenic’s 2-4-4-2 Skoo- Union Paciic Big Boy No. 4014 and 4-8-4 W.Va., Western Maryland Scenic Railroad’s kum (see the ad on page 16 for a Trains- No. 844, which are givens for the 150th an- Chesapeake & Ohio 2-6-6-2 No. 1309 was sponsored event with this locomotive), UP’s niversary of the transcontinental railroad test ired on Oct. 3. Meanwhile, in New Big Boy, Western Maryland’s beast of the next May — in action in 2019. Mexico, Santa Fe 4-8-4 No. 2926 saw a test East No. 1309, and South Dakota tourist Here are the positive signs: ire in late August. he implications: Two line Black Hills Central’s second 2-6-6-2T, • Despite signiicant obstacles, three big more locomotives that will turn your head No. 108, there will be plenty of cylinders mainline locomotives, when they pass are coming on line soon. and siderods to enjoy. — Jim Wrinn • A signiicant project in Tennessee, the efort to restore Nashville, Chattanooga & St. Louis 4-8-4 No. 576 was closing in on its self-imposed $500,000 fundraising goal before withdrawing the locomotive from the city’s Centennial Park and placing it in a restoration shop. he aim is to run it on tracks used by Nashville & Eastern’s freight trains and the Music City Star commuter trains. he takeaway: Money is out there for big steam projects that are well man- aged. Also, like No. 1309, which has its Norfolk & Western No. 611 ferries home own railroad in the form of the Western Fort Wayne Railroad Historical Society’s to Virginia at Jamestown, N.C., on Sept. Maryland main line, No. 576 will have a Nickel Plate Road No. 765 visited Ohio’s 26. Two photos, TRAINS: Jim Wrinn friendly railroad to run on. Cuyahoga Valley Scenic in September.

14 Trains DECEMBER 2018 >> OBITUARY

John Gruber Photography

John Gruber is among the few railroad photogra- phers who have had a pro- found and lasting impact on the craft. He arrived in the 1960s with a new approach to photograph- ing the railroad scene, then founded the lead- ing organization devoted to preserving and promoting the art form. Gruber died Oct. 9, 2018, in Madison, Wis., after a brief illness. He was 82. THE MAGAZINE FOR DIESEL LOVERS! Born in Chicago in 1936, Gruber spent most of his life in Wisconsin, moving with his Since 1990, Withers Publishing has produced a bi-monthly magazine, Diesel Era, that provides railroad enthusiasts family in childhood to Prairie du Sac, Wis. and model railroaders with the history, details, data, and The state’s most prominent carriers, Milwau- photographs of their favorite diesel (and electric) locomotive kee Road, Soo Line, and Chicago & North subjects. Western, were favorite targets of Gruber’s Every issue of Diesel Era contains more than 100 color photographs. In addition to indepth articles, each issue throughout his life. contails current news photos of what is happening trackside. A Chicago, North Shore & Milwaukee Diesel Era has become the leading resource tool for today’s Railroad trip led to Gruber’s first photograph modeler/railfan. Six information-packed issues, a one-year published in TRAINS: An image of shivering subscription, is only $42 (U.S. only). Or try a sample issue railfans shooting an excursion on the interur- for only $5. We’re sure you’ll agree, Diesel Era is the source for research material. ban line at Northbrook, Ill., in February 1960. Withers Publishing That photo sparked a relationship with 528 Dunkle School Road Editor David P. Morgan, who liked Gruber’s Halifax, PA 17032-9424 approach, especially his pioneering use of 717-896-3173 or www.dieselera.com both telephoto lenses and his talent for get- ting up close and personal with professional railroaders. The editor wrote that Gruber was 2019 Color Calendars always “on top of the action, however unexpected and regardless of the hour. His pictures tell it like it was.” Although Gruber was well-versed with typical railroad photography of his day, he drew inspiration from a pair of Wisconsin newspaper photographers who inspired him to go beyond what he saw in TRAINS. He worked on the publications staff at the University of Wisconsin for 35 years. In his personal time, Gruber edited the Gazette of the Mid-Continent Railway Museum and “Vintage Rails,” published by Pentrex. Gruber later turned his energy toward what is likely his greatest accomplishment, his 1997 founding of the Madison-based $15.95 Single Copy Price MCMILLAN PUBLICATIONS, INC. Center for Railroad Photography & Art, which (Colorado residents add 4-1/2% tax) 9968 West 70th Place is known for its archives, publications, and Special Offer: order additional calendars and Arvada, Colorado 80004-1622 an annual “Conversations” symposium held save! Buy two for $28.90; three for $41.10; www.mcmillanpublications.com four or more: $12.95 each at Lake Forest College near Chicago. Toll Free Sales: (800) 344-1106 Shipping: Gruber’s founding of the center grew, in U.S.: $6.00; add $1.00 for each additional Information: (303) 456-4564 part, out of his strong sense of community. Canada: $14.00; $2.00 for each additional 24-Hour Fax: (303) 456-2049 “I had become curious about railroad International: $24.00; $4.00 for each additional [email protected] photographers — who they were, their back- grounds, their ideas about photography,”

Gruber said. He continued to serve on the ROLL ON COLUMBIA: TWO MAIN LINES, ONE GORGE Every issue is packed with: Marking steam’s Don’t Miss last stand center’s board the rest of his life. Missed chance to take traffic a Single Issue! VIA at • In-depth feature • Ideas and insights Gruber authored or coauthored several Challenges and 40 opportunities for Canada’s passenger railroad articles railroad books. He is survived by his wife, New England • News and analysis railroading in the post- Subscribe Today! industrial • Preservation and of industry trends Bonnie, two sons, and grandchildren. — age railroad worker and developments Call 877-246-4843 PLUS ‘My hometown’ Kevin P. Keefe photo contest winners MAP: B&O of the 1950s stories • and more! www.TrainsMag.com

www.TrainsMag.com 15 COMMENTARY BY BRIAN SOLOMON Ma, is that a really old train? Reflections on the relative ages of trains in our lives

In 1981, sitting in a high school math class, I mentioned to my transported to another era altogether. hese trains looked, instructor, “time and, your perception of time, are in inverse pro- sounded, and smelled ancient. portions to each other. he more time you experience, the faster Fast-forward 35 years and we don’t have to search too far to it seems to go by.” He was stunned by my profound perception, ind locomotives in daily service that match the relative ages of and his reaction cemented the comment in my memory. my ancient trains. Where in 1983, the last year for the GG1s in My youthful experiences with trains in the 1980s now seem revenue service, those locomotives were only 40 to 45 years in like a long time ago. I recall enthusiastically photographing while service, today there are plenty examples of EMD second-genera- absorbing the sounds produced by Central Vermont’s EMD GP9s tion diesel locomotives with at least that many years at work. and Alco RS11s as they worked trains at the yard in Palmer, Mass., he EMD 645-series diesel engine entered regular production and upgrade through my hometown of in 1965, and was soon employed as prime Monson, Mass., on their way to Connecticut. SURVIVING ALCO DIESELS WORKING mover for many of the builder’s commer- At the time, these locomotives seemed cially successful models, including the really old to me, having been built a decade AMERICAN SHORT LINES ARE AT LEAST GP40, SD40, and SD45. he Dash 2 line, before I was born. But, they weren’t nearly A HALF-CENTURY IN SERVICE. introduced in 1972, resulted in a variety of as ancient as the former Pennsylvania signiicant advancements and improve- Railroad GG1s that then still plied the ments. he SD40-2 emerged as the both for Amtrak and in commuter service standard road locomotive in the 1970s and early 1980s. Yet, the for the state of New Jersey. For me, those GG1s were about as oldest of these Dash 2 units have more than 46 years in service. good as it got, and they were old — with a few dating back to the True, many surviving 645-powered locomotives have been over- 1930s. Even older were former Lackawanna electric multiple-unit hauled, rebuilt, modiied, and improved, but not all have been, cars from the late 1920s that still ran in New Jersey. here I was, and any which way you look at it, these are comparatively old a much younger me, standing under the arched trainsheds at machines. Although scarcer, there are still plenty of EMD’s older Lackawanna’s Hoboken (N.J.) Terminal waiting to board one of 567-powered locomotives at work too. Last summer on Cape these functional antiques with my father. I felt as if I’d been Cod, I listened to a former Santa Fe GP7 laboring with a

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16 Trains DECEMBER 2018 Massachusetts Coastal trash train, and the sounds of that old EMD engine carried me back more than 30 years. I was sorry, but not surprised, when New England-based Pan Am Railways began taking delivery of 1980s-era Electric Dash 8 units in early 2017. hese rapidly began to supplant 1960s and early 1970s-era EMDs. Yet, these GEs are hardly youngsters, and, in fact, are well worthy of photographs themselves. Next year will mark the 50th anniversary of Alco’s exit from the American market. hat means the surviving Alco diesels working American short lines have at least a half-century of service. Granted, some of these have been augmented by their slightly newer Canadian cousins, but regardless, these are venerable machines. For the serious antique locomotive enthusiast, there are a variety of locomotives more than six decades at work, including On an April 1984 morning, a pair of Central Vermont Alco RS11s Alco’s surviving 244-engine diesels, such as the once-common arrive at Palmer, Mass., with a piggyback train from St. Albans, RS3, several of which still work revenue freight for Delaware- Vt. Such experiences now seem like a long time ago. Brian Solomon Lackawanna in Pennsylvania’s Pocono Mountains and on New York’s Battenkill Railroad. Despite their age, a few Baldwin diesel out of the window that locomotive is really old. switchers survive, notably on New Jersey’s SMS Rail Lines — the We may get complacent when we see and hear the same newest Baldwins are well past 60 years old. engines year ater year. But nothing lasts forever, and old engines In August, I was traveling in Ireland on the cross-border Bel- will inevitably be replaced. What’s noteworthy is not their fast-Dublin Enterprise passenger train. As we approached Dublin replacement, but how long they survived in revenue service. 2 Connolly Station I heard a young voice ask, “Ma, is that a really old train?” I looked up, expecting to see one of the Railway Pres- ervation Society of Ireland’s steam locomotives and was startled Brian Solomon grew up in New England when I realized that this child was instead pointing at one of and divides his time between the U.S. and Irish Rail’s 1994-1995-built Class 201 General Motors diesels. I Ireland. His new book, “Brian Solomon’s thought, “hat’s not old, that’s just a 201.” But, then it occurred to Railway Guide to Europe,” is now available at me that that “old train” is the same age now as my Central Ver- www.KalmbachHobbyStore.com. mont Railway GP9s were in 1981. To the child gazing in wonder

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www.TrainsMag.com 17 LOCOMOTIVE BY CHRIS GUSS The Big Two’s outlook for 2019 Progress and GE’s rebuilding thrives while new loco sales continue to be sluggish

Canadian Pacific’s fleet of SD9043MACs has largely been stored, as seen here, since 2012 and has been offered for sale several times over the years. Now 30 of the 58 remaining locomotives on the roster will become SD70ACU Nos. 7000-7029. Craig Williams

As we turn the page on another year, SD70ACe-T4s shipping from Muncie, Ind., GE AC4440CWMs currently being rebuilt the 2019 outlook for both major builders, by the end of 2018. will now grow to 980 AC4400CW and Caterpillar’s Progress While the approximately 400 new units locomotives. he irst group scheduled Rail, is good with a mix of new and rebuild above are substantial, the rebuild market for includes 195 locomotives to be rebuilt orders to keep both companies’ shops Progress and GE numbers in the thousands over a three-year period and will include humming. It’s the latter type of business across multiple railroads. his has been a both the AC4400CW and the AC6044CW that continues to escalate, with thousands growing part of Progress and GE’s portfolio. “convertible” locomotives. of locomotive rebuild orders illing the While this year’s new and rebuild totals he irst AC4400CWM, called shop loors where new orders once aren’t inal, it’s looking like the number of C44ACM by Union Paciic, to be released dominated the space. Class I rebuilds done at Progress and GE from the program, UP No. 7342 is in coal New locomotive orders for 2018, 2019, facilities may eclipse new unit orders for the service on UP, with 10 more in progress at and beyond include 50 new GE locomotives irst time in 2018. While GE’s Erie, Pa., shop Fort Worth and Erie. for Kansas City Southern and KCS de Mexi- never fully relinquished its role as locomo- Canadian Paciic plans to expand its co, along with 260 new GEs for power-short tive builder/rebuilder, its part has been dras- leet next year by rebuilding some of its Canadian National with the irst 60 coming tically reduced following the opening of its long out-of-service SD9043MACs. CP in 2018 and the balance of the multiyear Fort Worth, Texas, plant ive years ago. With plans to rebuild 30 initially and these will order in 2019 and beyond. Progress Rail is the uptick in rebuilding, the Fort Worth be called SD70ACUs. hese will be similar building 40 SD70ACe (T4C) credit units for plant has almost reached its production to the more than 100 NS SD70ACU Norfolk Southern and will build 10 capacity and beginning in 2019, Erie will locomotives in service and comparable to SD70ACe-T4s for the company in 2019. have a more active role in rebuilding loco- EMD’s SD70ACe mechanically. Expect the CSX will receive 10 SD70ACe-T4s early in motives. NS is continuing its D.C. to A.C. irst to be delivered in early 2019. 2019, which will be the irst new EMD pow- electrical systems upgrade program for older With the cost and complexity of new er for the company in years. BNSF Railway Dash-9 locomotives with 100 more sched- locomotives coupled with the success of is also scheduled to receive 10 SD70ACe-T4 uled for 2019. he group will be split the rebuilding programs, new locomotive P4s in mid-2019 that feature four traction between NS in-house facilities and GE, with sales have taken a back seat to the rebuild- motors instead of six. Progress is also wrap- 50 assigned to Erie for rebuilding. ing programs ofered today. Time will tell ping up a SD70ACe-T4 order for Union he largest announcement was from when the pendulum will swing back the Paciic, with the balance of the new-build UP in September. he 20-unit order for other way for the industry.

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www.TrainsMag.com 19 TECHNOLOGY BY TYLER TRAHAN

Six welded rail questions Everything you were dying to know, but were afraid to ask

Track workers on the former Wisconsin Central install a thermite weld at Camp Lake, Wis., in the 1990s. Continuous welded rail, or welded rail, is seemingly everywhere in North America, but questions about it linger. Howard Ande

Why welded rail? Welded rail How many joints does welded into the locomotives. To unload welded 1minimizes the number of rail joints that 3 rail replace? During the steam era, rail, crews thread one end through guides are a constant source of headaches and rails were 39 feet long to it onto 40-foot down to the ground and use cables to an- maintenance. Joint bars on jointed rail latcars. his means that a mile of rail had chor it to the existing rail. hen the train don’t provide the rigid strength of unbro- about 135 joints. Welded rails are as long as is pulled ahead, laying down new rails ken rail and can sag under the weight of a track circuit blocks for signals or grade alongside the track it moves. A 2010 passing train, battering the ends of the rail crossings, so the number of joints varies. Union Paciic operating guide says that and creating rough-riding “low joints.” Bolt he welds themselves are much stronger rail trains should use two six-axle locomo- holes are inherent weak points that can be than joints, but still weaker than uncut tives because rail trains oten move with the cause for a broken rail. rails. Some rail companies build welded rail the air brakes set to reduce slack action from longer sections, including the 320- and improve handling. With the new rail How long are welded rails? Rail is foot rails of Steel Dynamics Inc., and the lined up on either side of the track, other 2 welded twice during its creation. 480-foot rails rolled in Japan by Nippon When it’s produced, it is typically rolled Steel and Sumitomo Metal Corp. and into 80-foot lengths. It’s then transported to shipped to the Port of Stockton, Calif., for rail fabrication plants that use electric lash use by Union Paciic. hese reduce the welding to assemble several sections of rail number of welds in the inal product. into a string 1,440 feet long. hese are the quarter-mile-long sections taken to instal- How is welded rail moved and lation sites and laid into the track. Once 4 installed? Railroads transport quar- installed, these strings are welded to the ter-mile strings of welded rail from fabri- adjacent rails using thermite welding. he cation plants using dedicated trains. hese inal length of the welded rail is limited latcars are oten semipermanently cou- only by the locations of insulated joints pled and have roller racks to allow the rail for signals or grade-crossing track circuits. to slide back and forth as the train snakes A close-up image of a welded rail after Special joints that allow heat expansion around curves. A tie-down car in the cen- grinding on Norfolk Southern’s and contraction are uncommon on North ter anchors the rails and bufer cars keep Pocahontas Division. Welded rails replace American railroads. any rail that may come loose from sliding weaker jointed rail. Brent A. Harrison

20 Trains DECEMBER 2018  6WHDP,Q7KH·V 9ROXPH2QH (DVW 6WUDVEXUJ2KLR&HQ WUDO:HVWHUQ0DU\ ODQG/ 1/LYH Norfolk Southern workers begin work on a still-glowing thermite weld in Bloomington, Ill., DXGLR0LQ in 2008. Welded rails can wear out, but railroads often move, or relay, older welded rail 9ROXPH7ZR :HVW from high- to lower-traffic locations to maximize the rail’s service life. Steve Smedley %RRQH 6FHQLF-6 %ODFN+LOOV9 7 83  +HEHU 9DOOH\ crews come in to move the old rail out of new rail and “cascade” the old rail to sec- 83 0LQ the way, shit the new rail onto the ties, ondary lines, sidings, or yard trackage and put everything back together. Some where it will wear out more slowly. Weld- *UHJ6FKROO9LGHR3URGXFWLRQV 32%R[7%DWDYLD2+ rail trains return to pick up the old rail ed or jointed rail, when reused, is called 3KRQHJUHJVFKROOYLGHRFRP and take it away to be reused elsewhere or relay rail. 6 +IRUWRWDO862UGHU&DQDGDIRU IRU)RUHLJQIRUIRU2KLR5HVDGG scrapped. he total capacity of a rail train WD[9LVD0&$PH['LVFRYHURU026HQGIRUFDWDORJ can be up to 9 miles of rail. What happens when there is a KWWSZZZJUHJVFKROOYLGHRFRP 6 defect in the rail? When a track How long does it last? Welded inspector or ultrasonic defect detection 5 rail is typically installed new on high- vehicle discovers a track defect which re- 50 YEARS NORTH AMERICAN RAILROADS traic lines. As it wears down it begins to quires replacement of the rail, the problem = Volume Two - Central Mid-West - All Color = have problems requiring maintenance. section is cut out and replaced with a plug hese cracks and other laws are caused by rail. he length of this plug varies, but is the repetitive loading and unloading of oten between 15 and 40 feet. It can be Joe Blackwell wheels rolling over the rail, and occur attached using joint bars or welded back more frequently as the rail wears. As de- into the continuous welded rail. his is not fects become more common, railroaders considered relay rail, but must be tested for ind that it is cost-efective to lay down internal defects before installation.

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www.TrainsMag.com 21 PASSENGER BY BOB JOHNSTON

Prior attempts to restart Los Angeles-Las Vegas passenger service included this IC3 Flexliner test at Yermo, Calif., in 1997. bets on Vegas Florida startup looks to bring trains back to one of the busiest travel markets

Ever since the ‘’ depart- Once known as DesertXpress, Xpress- speeds. Presumably Brightline might ask ed Las Vegas for Los Angeles for the last West won the right over other applicants in Siemens for ACS64 electric locomotives, but time on May 12, 1997, operators have 2015 from the Nevada High Speed Rail Au- those aren’t rated for the higher velocity. sought to lure Southern California denizens thority to construct a dedicated route from • Convenience: he faster travel time be- away from their cars. hat choice, between a Las Vegas to Victorville, Calif., on the north- tween Las Vegas and the Victorville parking congested Interstate 15 or the security lines eastern edge of the Los Angeles Basin. Since lot could have tipped the balance in favor of and sardine can of air travel, have tarnished then, it consummated — then rejected — a the high speed train for many visitors who travel to Las Vegas for decades. deal with Chinese investors, who would would have to pass through the area anyway Most of the private ventures, including have supplied high speed rail expertise and driving from hundreds of Southern Califor- the Pullman Palace Car Co.; Las Vegas Rail- state-of-the-art electriied trainsets over a nia communities. While Brightline’s 2-hour way Express Inc.’s X Train; and a series of 220-mile route mostly adjacent to I-15. he estimate could save an hour of I-15 driving Hyperloop-based startups gobbled investors’ destination was chosen because building on an average day and perhaps more than money but barely progressed beyond press closer to Los Angeles would have incurred three times that during weekend traic releases. Now Fortress Investment Group, extraordinary costs scaling . jams, patrons would need car sharing, taxis, which developed real estate, commissioned With its acquisition, Fortress is poised to or hotel shuttle alternatives once they arrive new Siemens cars and locomotives, and reprise its Brightline cash low and invest- in Las Vegas. On the other hand, Brightline launched frequent Brightline Miami-West ment formula with a 38-acre real estate pur- would still have the option to negotiate with Palm Beach, Fla., passenger trains, has chase near the Las Vegas strip, for a station BNSF Railway for access to downtown Los stepped into the competition by purchasing and mixed-use development, and assume Angeles using its trainsets. struggling XpressWest. operational responsibility of the project with hough many variables remain in play, plans to expand into the Los Angeles area, Brightline is conident in its ability to pro- the company says. vide a level of service that will attract A Brightline spokeswoman tells Trains enough of the 50 million annual trips the that preliminary planning for expansion be- company estimates travelers take between yond Victorville is underway, XpressWest’s Southern California and Las Vegas, to make engineering work is being reviewed, and the its latest gamble pay of. type of trainset has yet to be inalized. She says construction is expected to begin in 2019 with initial service for 2022. BNSF BNSF Railway NEV. Signiicant diferences exist between UP Union Pacific XpressWest what Brightline operates in Florida and Las Vegas what XpressWest touted. For example: © 2018 Kalmbach Media Co. • Speed: Brightline says its, “convenient TRAINS: Rick Johnson CALIF. alternative ... will make the trip in less than 2 Not to scale, not all lines shown hours.” his is consistent with the 125-mph operation it expects on the Orlando-Cocoa, Palmdale Fla., sealed corridor portion of its Phase 2 ARIZ. Florida expansion north of West Palm Victorville DesertXpress’s western terminal would be Beach. But XpressWest estimated that the Cajon Pass in Victorville, Calif., outside of the Los journey would take 80 minutes utilizing Los Angeles San Bernardino Angeles Basin, thus avoiding Cajon Pass. electriied trainsets capable of near 200-mph

22 Trains DECEMBER 2018 RAILROAD Project director Magnus Conn checks out the train’s new dining-lounge car. Inset: Channel Partner COMMUNICATIONS Artist’s rendering of bedroom with double bed. Three photos, Bob Johnston; inset above, Serco MOTOROLA TWO-WAY RADIOS Portable • Mobile • Locomotive • Base CP200D, 16F Scan, $410 We XPR7550E, 1000F, Plus Digital, $797 New Scotland sleepers debut Guarantee Best RAILSCAN Prices! MOBILE GAIN ANTENNA Caledonian Sleeper service from London takes on competition MHB5800 3db-Gain antenna, tuned to RR band, mag. mount…$84 SCANNERS Amtrak management’s skittishness Each accessible , positioned next BC125A W/Narrowband . . . . . $155 over replacing aging Superliner equipment to the diner features two bedrooms for peo- BC355N W/Narrowband . . . . . $140 seems misplaced, judging by what’s happen- ple with disabilities, three rooms with a dou- Please add $17 for shipping ing in the United Kingdom. ble bed that’s larger than the lower bunk in Railcom Next spring, Scotland franchise operator an Amtrak Superliner, and two single XPR7550 Box 38881 • Germantown, TN 38183 Serco is set to replace tired 1970s-era rolling rooms; all have separate toilets and showers. 901-755-1514 • www.railcom.net stock with 75 innovatively designed sleeping hough the mattresses had yet to be email: [email protected] cars, coaches, and lounges on ive overnight installed, Conn says, “hey are Glencrats, Caledonian Sleeper routes between London the same manufacturer the Queen uses.” MORNING SUN BOOKS and Glasgow, Edinburgh, Inverness, Aber- He is also especially proud of kitchen Available November 15, 2018 deen, and Fort William. Financed with a upgrades. “We now have convection, Hardcover Books $100 million infusion of government capital steam, and holding ovens; this massively and built in Spain by Construcciones y Aux- expensive cofee machine; and are inally iliar de Ferrocarriles, S.A., (parent company getting toasters — toast on the train is one of the U.S. CAF ailiate struggling to inish of our biggest requests,” Conn says. “We’ve Amtrak’s 130-car Viewliner order), the new already won lots of culinary awards with equipment replaces shopworn cars with nar- two microwaves, so think of what we can row beds and no electrical outlets, Wi-Fi, do with fresh food prepared in a full res- showers, or private bathrooms. he upgrad- taurant kitchen!” Breakfast is included for SPSF POWER IN COLOR THE RAILROAD THAT NEVER WAS ed amenity and hospitality target: plentiful sleeper passengers, while dinners and by Ed Mackinson Item# 1661 airline lights and modern Edinburgh/ evening snacks are add-ons because trains MINNESOTA MINING RAILROADS IN COLOR VOLUME 1 Glasgow-London electric trainsets. leave late. All ive sections have diners and by David Schauer Item# 1662 “In the U.K., operators are generally at least one coach. (he Fort William-Edin- CANADIAN PACIFIC CABOOSE COLOR GUIDE 1877-2017 dumbing down; what we expect to do with burgh train must leave two coaches in Ed- by Manny Jacob Item# 1663 this overnight train is generate a modal inburgh, otherwise the 18-car Highlands Order today at price of $59.95 apiece plus $7 shipping shit,” says Serco’s new trains director, train wouldn’t it at London Euston Sta- (add $2 for each add’l book) Canada-$12; foreign-$21, each. Magnus Conn. “People will want to travel tion’s longest platform.) Unlike other Euro- All books are shipped via U.S. Mail. this way to avoid the hassle factor. You don’t pean trains, the new Caledonian Sleeper NJ (7%) residents add Sales Tax Find us on Visa/MC accepted – 9am-5pm have to get up to make the 5:40 a.m. red-eye features running water, whose addition Facebook plane or train when you can step into our required ground facility modiications. Call (908) 806-6216 Morning Sun Books, Inc. club car the night before and have a drink or Conn admits commissioning the new c/o W&C, 1200 CR #523 ~ Flemington, NJ 08822 some tea, or go right to bed.” cars has been arduous, “because nobody has Walking through the plastic-covered in- built a sleeper train in the last 35 years, so Softcover Books and eBooks teriors for a sneak peek in August reveals a we are trying to comply with (safety) stan- unique lounge car coniguration, one-by- dards that don’t it.” he complex approval two coach seating with lockable storage process delayed an anticipated launch this overhead, and two types of sleepers: stan- October until the end of May 2019, “But we dard and accessible. he former have six started out 27 months ago designing a train two-bed bedrooms with a toilet and shower with our passengers’ needs in mind,” Conn that can be paired en suite, as well as four adds, “and now there’s nothing more excit- #4910 Softcovers $39.95 each, same ordering info as above Expanded Edition ebooks $19.99, see website #6506 with beds only and an end-of-car bathroom. ing in U.K. rail than this.” MorningSunBooks.com

www.TrainsMag.com 23 The train that Canadian Paciic Railway’s Holiday Train celebrates 20 years

Story and photos by Greg McDonnell gives back

Canadian Pacific Railway’s Holiday Train crosses the Grand River bridge in Galt, Ontario, after making a performance stop on Nov. 30, 2011.

www.TrainsMag.com 25 City lights. The Holiday Train’s illuminated decorations mix with those of evening traffic on Water Street as the train pauses for a performance at the CP station in Galt, Ontario, on Dec. 1, 2010. “One minute.” They’ll make three more stops before calling it a night in London. “Forty seconds.” Christmas tree — in 1:1 scale. Paciic Holiday Train making It’s 1,035 feet of dazzling lights, its annual tour in support of Alan Doyle stands backstage in the closed conines of a a 13-car traveling minstrel hunger awareness and local converted boxcar as soundman Greg Myers shouts the countdown show on a transcontinental food banks for two decades. to curtain time. “his never gets old,” says the seasoned singer, whistle-stop tour. It’s musical It all began as a one-of. A songwriter, and musician, actor, and author from Petty Harbour, and magical and more. combined initiative of Canadi- Newfoundland, looking on with a quiet smile as his “Beautiful Two songs into the set, the an Paciic, its employees and Band” warms up. Kris MacFarlane brushes lightly on the drums, band breaks for a few intro- unions, and a number of enlist- Cory Tetford and Shehab Illyas ine-tune their guitars, Todd ductions. Local dignitaries ed sponsors including Canadi- Lumley dabbles on the keyboard, and Kendel Carson draws her welcome the crowd and the an Tire, he Bay/Zellers, and bow gently on the violin. train. A CP representative Consolidated Fastfrate, the irst presents the Kamloops Food CP Holiday Train departed “Live in the house!” Bank with a $15,000 donation. Montreal on Dec. 15, 1999. he Lasers cut multicolored beams of light through the dry-ice fog A rep from BC Wildire Ser- train was simple but spectacu- that swirls about the stage. A gloved hand thrusts toward a wall- vice steps up with another lar: CP SD90MAC 9114, a mounted switch and the stage extension, which doubles as the check, and then Doyle hits the quartet of three-platform inter- boxcar door, slowly lowers like a massive drawbridge. Clouds of stage for the main event. By modal lats with two-dozen dry ice billow out into the cold night air. he Beautiful Band erupts the time Doyle and the band double-stacked containers into a raucous instrumental intro to “Ring Christmas Bells” as the inish the set and the stage is provided by the sponsors, and stage opens to reveal a cheering crowd more than 3,000 strong: drawn up, the Kamloops Food heavyweight business car children of all ages waving, singing, and dancing to the music. he Bank will have collected Killarney, all decked out in Canadian Paciic Holiday Train has come to town. Welcome to $40,000 and 4,000 pounds of some 5,000 white lights. Kamloops, British Columbia. food donations. hat perfect With a wreath hung on its Bedecked with lights and decorations from the tip of the bright fusion of artistry and celebra- front handrails and a brightly red nose of the GP20C-ECO locomotive on the head end to the tion, corporate giving-back, colored Christmas tree atop the brass railing of the Tuscan-painted heavyweight business car on and community engagement is cab, CP 9114 led the Holiday the rear, CP’s Holiday Train is the consummate train around the what has kept the Canadian Train on a 13-stop transconti-

26 Trains DECEMBER 2018 Custom-designed stage car No. 42901 enables the band to begin playing within minutes of arriving at Savona, B.C.

nental tour billed by the railway Calgary and Banf, Alberta; and CP communications manager 66,496 in the U.S., and made as an efort to raise awareness, Revelstoke, Kamloops, and Mark Seland told the Calgary more than 2,330 performance food, and cash to ease the Vancouver, B.C. An estimated Herald. “I think the Holiday stops, not including countless plight of Canada’s hungry. 42,000 people came out to see Train has touched the hearts impromptu performances from Special events were organized the train and more than and minds of people and uni- the rear platform of the train at around planned stops at Smiths $230,000 was raised for 190 ied their spirits to help those crossings where crowds had Falls, Toronto, and hunder food banks across the country. less fortunate. We will be work- gathered. More than 4.3 million Bay, Ontario; Winnipeg and “We are overwhelmed by ing with the Canadian Associa- pounds of food have been col- Brandon, Manitoba; Regina the expression of generosity tion of Food Banks and our lected and more than $14.5 mil- and Moose Jaw, Saskatchewan; demonstrated by Canadians,” other partners to determine if lion raised for local food banks. once is enough, or if the train here are actually two CP should go on in the future.” Holiday Trains each year, both CP’s commitment to carry originating from Montreal. he on was airmative and unwav- Canadian train follows a cross- ering. It was a collaborative Canada route to Port Co- efort with no single credit, but quitlam in suburban Vancou- Vice President of Public Afairs ver, B.C. he U.S. train (added Paul Clark championed the the second year) starts its jour- vision of the Holiday Train as a ney by going south on the Del- means to give back to the com- aware & Hudson. In years past, munities that CP rolls through. when CP operations in the Nineteen years later, the Holi- Northeastern U.S. were more day Train stands as a highly an- extensive, the train operated as ticipated annual event, a cher- far south as Scranton, Pa. In ished Christmastime tradition, 2001, the U.S. train delivered a and a major contributor to food large Christmas tree to New banks along CP lines in Canada York City ater 9/11. hese and the United States. In the days, the train leaves Montreal course of those 19 years, the and makes stops along the At Agassiz, British Columbia, 75 miles east of Vancouver, B.C., train has racked up more than D&H as far south as Mechan- the Beautiful Band performs on Dec. 16, 2017. 73,000 miles in Canada and icville, N.Y. It returns through

www.TrainsMag.com 27 Canadian Pacific business car No. 82, Strathcona, brings up the rear of the train at Lobo, just west of London, Ont., on Dec. 6, 2007.

Montreal and starts westward resumes performances in Illi- takes the northerly route through is no job for the timid. making performance stops in nois, Wisconsin, Iowa, Minne- through Minnedosa, Man., Sas- “here are lots of moving southern Ontario. he train sota, and . he katoon, Sask., and Wetaskiwin, parts,” Hrysak notes, and a crosses back into the U.S. U.S. train re-enters Canada at Alta., the U.S. train extends its strong, dedicated team to credit through the Detroit River the Portal, N.D./North Portal, performance schedule to in- for the train’s success. Tunnel at Windsor/Detroit and Sask., border crossing and con- clude mainline stops between Onboard staf is drawn from deadheads on CP trackage tinues westward making stops Regina and Calgary. CP managers, especially those rights over Norfolk Southern in southern Saskatchewan as he Holiday Train is “one of who’ve worked on preparations across Michigan and Indiana to far as Moose Jaw. On alternate the greatest things about Cana- for the program. Assignments Chicago. West of Chicago, it years, when the Canadian train dian Paciic,” says Kevin Hrysak, on the Canadian and U.S. trains senior manager, Heritage Oper- are broken into three or four ations, and manager, media rela- segments, each worked by three tions. Hrysak, whose responsi- or four managers, a chef, and a bilities include management and mechanical person to service operation of CP’s passenger and and repair cars and equipment business car leet, the Royal as required. Train crews gener- Canadian Paciic, and other spe- ally cover the Holiday Train as cial trains and events, heads the part of the extra board pool. team that plans, organizes, and On the Calgary-Port manages the Holiday Train. Coquitlam leg of the 2017 Pulling everything together: Canadian train, the onboard two trains, 22 days, 7,600 route- crew includes Hrysak, Jade miles, 160-175 scheduled per- Wong, Steve Sugars, Brian Ste- formance stops; four, maybe venson (mechanical), and chef ive bands; hundreds of com- Andreas Pabst. Travelling with munity organizations and food the train in a company vehicle, banks, devising and coordinat- Mike LoVecchio, director, gov- Violinist Kendel Carson at Lytton, B.C., halfway between Kamloops ing performance and operating ernment afairs, assists with and Port Moody, on the Canadian route of the Holiday Train. schedules, and seeing it all everything from site manage-

28 Trains DECEMBER 2018 Canadian Pacic Holiday Train routes 2017

Thompson Blackfalds River Canyon Westaskiwin Ashcroft Fraser River KamloopsRevelstokeGolden Canyon Saskatoon Lytton Calgary Brooks Winnipeg Montréal Nelson

Agassiz CANADA Vancouver Thunder Bay Sudbury Port Moody Port CranbrookLethbridge Moose JawWeyburn U.S. Thief River Falls Medicine Hat Estevan Port Coquitlam Port Saratoga Minot Springs Mechanicville Toronto Canada Galt AlexandriaMinneapolis Hamilton U.S. Portal/North Portal St. Paul Enderlin Winona London Trackage rights LaCrossePortage GlenwoodJanesville Milwaukee 0 Scale 300 miles Windsor Mason City Gurnee (Chicago) © 2018 Kalmbach Media Co., TRAINS: Rick Johnson ment to logistics and providing production company Rip Roar a boxcar with a few lights, one radiant heaters. End doors were transportation for train crews. Music, Prescott (one of microphone, and one speaker. added to provide safe access to Canada’s most award-winning “he sound was horrible,” the stage without leaving the Moving parts producers) and Brown (a Cana- Prescott recalls. he cars were train. he sound system was Work on the next Holiday dian Country Music Hall of outitted with sliding doors that upgraded as well. “CP is a com- Train begins almost as soon as Fame inductee) took over the had to be opened from the out- pany that cares and does some- its predecessor closes out the producing role from Jackson in side at each stop. Portable stairs thing about it,” Prescott says. inal show in Port Coquitlam. 2004 and have been doing so would be set up to access the Since then, CP has made Overall condition of the train, ever since. In cooperation with stage. Locks would freeze in upgrades and improvements lighting, and equipment is the CP team, Rip Roar lines up cold weather and the uninsulat- almost every year. assessed. here are new lighting musicians and bands for the ed car would oten have snow- Prescott and Randall are requirements and designs are entire tour, and assists with drits on the stage. looking continually for ways to considered, musicians and sound, lighting, stage design, In their irst year as produc- improve the equipment and the bands to be selected. and other creative aspects of ers, Prescott and Brown re- show. One of the most inven- Entertainment, lighting, and the program and the train itself. quested improvements to the tive improvements is the instal- designs are locked up by the In the early days, the stage stage car and sound system. lation of the drawbridge doors end of February. Meetings and cars (converted from CP news- he stage cars were rebuilt, on both sides of the stage cars. correspondence with CP gov- print cars) were little more than insulated, and equipped with he concept — inspired in part ernment afairs, on-line com- munities, community groups, and local and municipal gov- ernments, and food banks carry on through the spring as part of the decision-making process to determine performance stops and schedules. A drat schedule is in place by June or early July. Communities selected for per- formance stops are informed in late August or early September to allow municipalities and community groups to make preparations and promotions. Musicians Tracey Brown and Randall Prescott have been part of the Holiday Train since 2001 when Tom Jackson invited them to perform on the tour. Jackson, a celebrated singer, songwriter, actor, and recipient of the Governor General’s Or- der of Canada, toured with and produced the Holiday Train shows between 2000 and 2003. A view from backstage looking out on the crowd and the Cascade Mountains at Lytton, B.C., the Under the auspices of their 84th of 89 performance stops on the Canadian route in 2017.

www.TrainsMag.com 29 by “he Friendly Giant,” an old CBC children’s TV show — was drawn on a restaurant paper napkin. We provide CP with ideas, Prescott says, and the railroad makes them work. It’s been several years since Prescott and Brown played the tour, but they ride portions of the train every year. heir daughter, Kelly Prescott, has fol- lowed the family tradition and performed with the Holiday Train in 2015 and 2017, as well as CP’s Canada 150 train for the nation’s sesquicentennial in summer 2017. She’s in good company, joining Holiday Train alumni that include he Mof- fatts, Ennis Sisters, Wide Mouth Mason, and Willy Porter, Mela- nie Doane, , Colin James, he Odds, Sarah McLachlan, Sheryl Crow, Tom Cochrane, and to name just a few. Moving music For artists, the tours on both trains are currently divided into two legs: Montreal-Calgary and Calgary-Port Coquitlam on the Canadian train; Montreal- Windsor, and from Illinois to the western terminus on the U.S. train. Touring with the Holiday Train is a diferent ex- perience for artists accustomed to conventional concert tours. “It’s the best way of seeing Canada, and seeing the people of Canada,” says Doug Elliott of he Odds, a veteran of a half- dozen or more cross-country Holiday Train tours. here can be as many as ive or six shows in a day. Or just one. here’s long days, some with shows as early as 7 a.m. here’s cold weather that’s tough on instruments and vocal chords. “Your hands slowly freeze up,” says Elliott of per- forming when it’s 35-below. “It’s cold for us,” he notes but even colder for the audience, many of whom have been waiting for the train for a half-hour or more. Special considerations are View from the platform made in selecting musicians of heavyweight with the right it for the Holiday business car Van Train and its audiences: musi- Horne as the train rolls cians who can embrace the spir- down the Fraser River it of the train and their role as canyon west of North ambassadors of a special cause. Bend, B.C. And, Prescott notes, “someone Canadian Pacific GP20C-ECO No. 2249 leads the Canadian Holiday Train at Savona, B.C.

that can take living on a train for his seemingly boundless brought to the train. “It keeps us both U.S. and Canada,” Tracey for 10 days or two weeks.” energy and spirit, Doyle takes it aloat,” says Yoriko Susanj, of the Brown recalls. “You always ex- “he thing about CP,” drum- all in stride. he rollicking South Cariboo Elizabeth Fry pect hunger to be part of large mer Kris MacFarlane says, “is whistle-stop tour he says is “not Society in Ashcrot, B.C. In Ash- urban areas but that is not the that the whole way, they’re con- one bit less enjoyable than I crot, it’s the celebration of a case, rural areas are afected as stantly saying ‘what do you imagined.” A few miles up the two-to-three-week fundraising well. I remember an interview need? ... Tell us what we need to track in Lytton, B.C., a crowd is campaign for the food bank. we did with a North Dakota do to make this better.’ Shows gathering for the irst of four “Everyone comes out,” Susanj food pantry volunteer who told their dedication and what Holiday Train performance exclaims. In addition to the us if not for the Holiday Train, they’re willing to put into it.” stops of the day. $5,000 donation from CP, the they could simply not keep the “What a crazy fringe beneit Young faces look on in won- Ashcrot food bank collected food pantry going. he funds to singing songs.” Alan Doyle der as the Holiday Train — 1,250 pounds of food and helped with rent and donations takes in the mountain air and lights twinkling, Christmas $2,203 in cash donations during lasted for months.” admires the scenery from the music playing from the stage the Holiday Train’s 2017 stop. he Holiday Train beneits rear platform of business car car’s external speakers — glides “I have to say that it truly communities in measures be- Van Horne, a six-axle heavy- into Lytton, a tiny village at the opened my eyes to the need in yond its direct contributions. weight turned out of CP’s An- conluence of the hompson gus shops in 1927. Wind in his and Fraser rivers. As the stage hair, Doyle contemplates the lowers, the band looks out at an hard labor and herculean efort enthusiastic crowd of about of the workers who dug and 200. Most of Lytton, a town of blasted and spiked the railway less than 250 souls has come through this forbidding land- out for the train. Doyle and the scape. “You can’t buy a ticket band pull all the stops and give for this,” the former Great Big Lytton a concert to remember. Sea frontman marvels. As the train packs up and Doyle and the Beautiful pulls out of town, it leaves more Band have been with the train than memories behind. In many since Calgary, seven days and small communities the food 29 performances ago. hey’ve bank would struggle to survive got two more days and six if not for Holiday Train contri- more shows ahead. Renowned butions and the local donations “What a crazy fringe benefit to singing songs.” Alan Doyle rides the rear platform and takes in the view from Van Horne. >> Check out footage of the U.S. Holiday Train 2017 in and southeastern Wisconsin: www.TrainsMag.com/CPHT2017 www.TrainsMag.com 31 In charge of mechanical and equipment needs, Brian Stevenson relaxes in the observation lounge of the Van Horne, west of Agassiz.

“Somebody pointed out that brilliant signature of reds and some of these small towns, for greens, blues and yellows and especially the younger kids, it’s whites on a spectacular land- likely the irst concert they’ve scape, the train hurries to keep seen,” says Kendel Carson of the appointments in Agassiz, Maple Beautiful Band, lingering over Ridge, and Pitt Meadows. lunch at the dining table in the 1916-vintage heavyweight Moving equipment Killarney. “Imagine that being Brian Stevenson settles into your memory of the irst live a leather-backed chair in the show, that this train rolls into observation lounge of the Van town, and the car opens ... it all Horne as the train rolls through works so beautifully together, the rainy darkness west of the lights, the music, the train.” Agassiz. Stevenson retired in “To step of the train at 2016 ater nearly 43 years at CP night is breathtaking,” MacFar- and returns to work the Holi- lane says. “he association day Train each year. Passenger with Christmas and trains ... I cars and rolling stock are sec- grew up with, trains were part ond nature to Stevenson, who of Christmas. here was began his career in the car de- always a little train running partment at St. Luc Yard in sub- around the tree.” urban Montreal in 1974 and It’s raining as the train navi- cut his teeth building cabooses gates the rocky splendor of the at Angus shops in Montreal be- Fraser River canyon, darting in fore being transferred to he and out of tunnels, rolling Glen, CP’s Montreal Terminals through moss-covered rock passenger yard and shop in cuts, over bridges and through Westmount, Que. In 1984, he lush forest. Running against the moved to engineering services current of traic in the “direc- and the track geometry group tional running zone,” the Holi- until becoming the mechanical After 20 years, the train has helped to provide 4.3 million pounds of day Train holds to the CP side oicer in charge of CP’s Royal food and $14.5 million for food banks, and much joy to residents of the canyon, overtaking a Canadian Paciic and business along its routes. The planning and precision to keep this train moving westbound CN freight on the car leet in 1999. he mechani- pay off as the Van Horne is whisked away to the next town. opposite bank at China Bar and cal and equipment needs of the meeting two eastbounds: CP Holiday Train soon became something to do, but it’s a far lighting, animated displays, coal empties and CN grain part of his responsibilities. cry from the early days, he’s and a self-contained generator empties at Spuzzum at dusk. Racing along the Cascade quick to add. he train and car that supplies power for the Out on the rear platform of Sub, the train is in the home- technology have evolved con- entire train employing a cus- Van Horne it’s a cold ride, but stretch. But there’s no letting siderably from the days of tom-designed system based on the scenery, the sound of heavy- up. here’s a section of lights twist-in glass light bulbs by the connections used by locomo- weights riding welded steel, and out on one of the cars near the thousands and electrical power tive m.u. cables. the mesmerizing view of the head end, Stevenson notes. from borrowed generator- Even as he’s taking a short light-bedecked train stave of He’ll go up during the next equipped intermodal contain- break, Stevenson’s mind is the chill. Lights dancing along performance and change out ers, to the current conigura- working, his ear tuned to the tunnel walls, dazzling on rain- the entire section if possible. tion that includes 220-volt train. hat subtle noise Van slicked rocks, and tracing a In the rain. here’s always commercial-grade LED rope Horne makes in certain curves?

32 Trains DECEMBER 2018 he constant-contact side been carefully spotted in the Holiday Train’s remarkable suc- almost everyone involved with bearings on one of the elderly middle of the Harris Road grade cess. At his back, raindrops bead the train. he tour has two heavyweight’s trucks need a bit crossing. Oblivious to the rain, on more than 8,000 small red shows to go, and when the of grease. He’ll tend to that, too. the crowd ills the street on both “My dream for Canada” cards stage door closes on the inal It’s almost 9 p.m. when the sides of the train. MacFarlane’s illed out and aixed to the car performance in Port Coquitlam Holiday Train eases to a stop in drum kit has been rotated 45 during 2017’s cross-country in less than 24 hours, the 2017 Pitt Meadows for the inal per- degrees to accommodate the Canada 150 tour. “To be the Holiday Trains will have formance of the day. he band double-sided stage and the band country that gives more than it collected more than 300,000 tunes up, dry-ice clouds ill the works both sides of the car. takes,” reads a message written pounds of food and raised $1.5 stage, and Greg calls out the rit- Standing near the vestibule by Bev Bakka and adhered to million for food banks in ual count down ... “Live in the of CP 102, the coach marshalled the car at Port Moody, B.C., on communities along CP lines in house!” Right on cue, the draw- next to the stage car, Mike July 28. he Holiday Train is the Canada and the U.S. bridge doors lower on both LoVecchio relects on the hard manifestation of that dream. Canadian Paciic has plenty sides of the stage car, which has work and dedication behind the “It’s nice to be part of some- to celebrate when the 20th thing that helps,” says Hrysak anniversary Holiday Trains hit with a sense of pride shared by the road in November 2018. 2 >> Check out the U.S. and Canada schedules, respectively: www.cpr.ca/holiday-train/schedule-united-states www.cpr.ca/holiday-train/schedule-canada www.TrainsMag.com 33

This image of Amtrak’s Albany-bound train No. 233 headed north along the Hudson River was made from the Bear Mountain Bridge on Dec. 2, 2017. It was exactly 50 years earlier that monumental change had come to this line, New York Central’s “Water Level Route,” long the home of some of the nation’s poshest passenger trains. Unexpectedly and with breathtaking suddenness, the 20th Century Limited and the rest of the railroad’s “Great Steel Fleet” essentially died that day, shorn of amenities and identities. Along with its famous name, the Century lost its iconic sleeper- bufet-lounge-observation cars Hickory Creek and Sandy Creek Pullman-Standard built in 1948. Happily, both survive, and Hickory Creek, owned by the United Rail- road Historical Society of New Jer- sey and operated by Star Trak Inc.’s Luxury Rail Vacations, sports its original livery. Here it’s preceded on this memorial journey by New York Central No. 3, a business car built by Pullman in 1928 for Cen- tral director Harold S. Vanderbilt. Tempting as it is to see that in- famous day 50 years ago only in terms of loss, there’s also this: It marked the beginning of Empire Service. I suspect few would have predicted in 1967, when railroad- ing was littered with the corpses of passenger trains, that the Em- pire State would boast the level of train service that it does today. And the Hudson Valley is as beau- tiful as ever, especially when seen through the tall, broad windows of Hickory Creek’s “Lookout Lounge.” — Karl Zimmermann

www.TrainsMag.com 35 Could breakthroughs in battery and hydrogen power doom the diesel to history?

Story and photos by Brian Solomon

Is the end of diesel power upon us? Rail Link SD45-2s are scrapped for more modern and fuel-efficient locomotives. Tom Danneman A century ago, internal combus- within 40 years, diesel-electric technology to footnotes of transport history? What we tion technology set precedents for would prevail as the prime mover for know now is only part of the answer. future development. Consider American railroads. For decades, hydrogen fuel cell technol- that in 1918, although the essen- We cannot know what the future may ogies have ofered the potential for an ei- tial elements of the diesel-electric bring for railroads, but by studying signii- cient means of delivering energy. his, com- locomotive had been invented, cant breakthroughs that enabled develop- bined with other advances, such as lithium these elements hadn’t yet been ment of the diesel-electric we may envision ion battery technology, may soon ofer al- successfully combined. Yet, paths for emerging technologies and the ternative means for powering trains. Con- pitfalls they must overcome to achieve suc- sider that alternative power generation cess. Will these new technologies emerge as combined with advances such as super ca- dominant forms for American railroad mo- pacitors are being studied as means to re- tive power, or are they ultimately doomed duce or eliminate the need to burn hydro- carbon based fuels. While these advances may ofer as alternatives to diesel-electric locomotives, they will need to overcome serious hurdles before they can rival the output, eicient operation, and cost-efective submarines and airships, these were even solutions now enjoyed by the diesel-electric. better suited to the conines of a locomo- Also consider that since eiciency is only tive body. Advances in diesel fuel injection one measure driving design, emerging tech- systems eliminated high-pressure fuel nologies may yet enjoy growing popularity lines and external fuel delivery systems despite providing more costly options. and contributed to a more elegant design ofering better reliability, lower cost, and DIESEL-ELECTRIC LEAP FORWARD ease of maintenance. Among the products By 1918, the commercial blending of of this research was the Winton 201A ad- automotive and railroad technology had vanced by General Motors for locomotive resulted in lightweight, single-unit gas- service, and by 1938 led to development of electric railcars powered by gasoline en- the 567 engine — the primary engine of gines of less than 100 hp, and a handful of early dieselization. stand-alone, light locomotives in the 300- Technological advances were ine on 400-hp range had demonstrated that such paper, but diesel-electrics needed to dem- locomotives were capable of moving onstrate reliable, cost-efective operation freight on a small scale. But, period trade before railroads would commit to them. articles scofed at the preposterousness of Ultimately, the diesel’s high availability, scaling-up gas-car technology to haul great lexibility, and low maintenance costs mainline trains: his technology wasn’t yet The Winton 201A engine was 10 times demonstrated that diesels could do the job suiciently powerful or robust, let alone lighter than earlier engines of the same more economically than steam. he transi- cost efective, for large-scale operation. So output. Its design contributed to the tion took more than three decades before what changed? development of the 567 engine in 1938. the diesel-electric completely replaced Rudolf Diesel’s engine, introduced in steam in North America, except in a few the 1890s, was the world’s irst successful specialized instances where electriication internal-combustion, compression-ignition engine, and an extraordinarily eicient design. Diesel himself recognized the potential for railroad applications, but the engine was not successfully harnessed as a locomotive until the 1920s, irst for light switchers rated at 300 hp. Several break- throughs occurred independently, that, when combined, enabled diesel-electric locomotives to rival steam locomotive out- put. hey also ofered advantages of electri- ication without the high costs of installing lineside infrastructure. he notched control system, developed between 1916 and 1919, matched engine output and electric traction characteristics in a single throttle handle. his simpliied operation minimized ineiciencies, and limited equipment damage. When com- bined with multiple-unit technology, this made it possible to operate multiple diesel locomotives with a single throttle. In the late 1920s and early 1930s, the U.S. Navy promoted intensive engine design research and development that pushed the boundaries of internal com- bustion technology for maritime uses. Metallurgical advances produced stronger alloys that enabled dramatic improvement to the power-to-weight ratio of diesel engines allowing for smaller and more powerful engines; meant initially for

A CSX freight led by a former Conrail unit makes a volcanic display cresting Washington Summit in Massachusetts. Smoke was likely the result of a fuel injection failure but exemplifies growing public concerns over diesel emissions.

38 Trains DECEMBER 2018 prevailed instead. By and large, the high and urea injection to help control nitrogen costs of installation kept electriication oxides emissions. beyond the reach of privately inanced New demands — both domestic and for- freight railroads, while the inlexibility of eign — are pushing propulsion designs, with piecemeal electric operations has further several jurisdictions looking to reduce or discouraged railroads entertaining heavy eliminate hydrocarbon emissions. In 2015, electriied schemes. California’s departments of transportation and natural resources received a mandate to RULES HAVE CHANGED pursue plans to improve the state’s freight Historically, locomotive design was transport eiciency while exploring means driven by railroad desires to obtain the to implement zero-pollution emission tech- most cost efective machine for its needs. nologies for both highways and railroads. In Eiciency, reliability, and output improve- 2016, the German parliament voted to ban ment were aimed at lowering operating the sale of new automobiles powered by in- costs. Ater eight decades of continuous de- ternal combustion engines by 2030, thus set- At Mojave, Calif., eastbound BNSF diesels velopment by locomotive suppliers, North ting a precedent that may eventually afect pass wind turbines. California was early to American freight railroads now regularly railroads as well. Germany is testing an Al- harness wind power as a supplemental use 4,000-4,400 hp, multiple-unit diesel- stom-built, zero-emissions passenger train source of electricity. electrics, which can run 1,500 miles or powered by hydrogen fuel cells, with 60 sim- more between fuel stops, operate in multi- ilar trains on order for service on non-elec- commercially successful Evolution-series ple through either adjacent electrical con- triied lines. In 2018, Britain announced its locomotive equipped with onboard storage nections or radio-controlled distributed intention to ban diesel-powered trains by batteries to store energy from dynamic brak- power, and run up to 184 days between 2040. he government of Ontario has been ing enabling the locomotive to produce up major equipment inspections, with high- exploring options to replace diesel-locomo- to 2,000 hp for short periods on battery availability up to 95 percent and a lifespan tive push-pull trains on GO Transit’s Toron- power. Although the locomotive did not measured in decades. to commuter-rail network and is investigat- generate sales and the project disappeared hrough the past 20 years, locomotive ing electriication options, including from the public eye, a March 2018 article in design has increasingly focused on reining adapting hydrogen fuel cell power. hese the Erie Times-News indicated that GE has diesel locomotive technology to meet ever- public initiatives may spur research and de- revived hybrid diesel technology research in stricter environmental requirements, espe- velopment that push the boundaries of pro- response to increasing interest in alternative cially to reduce output of carbon dioxide, pulsions technologies and might ultimately locomotive technology. nitrogen oxides, and particulate matter. To- enable them to deliver cost-efective he California Air Resources Board day’s Tier 4-compliant diesels have main- solutions for railroads everywhere. commissioned a report by RailTEC, the tained high performance and reliability University of Illinois Urbana-Champaign standards at the 4,400-hp threshold while CALIFORNIA CONSIDERS BATTERY TENDERS Rail Transportation and Engineering Cen- meeting the latest U.S. Environmental Pro- Advances with lithium-ion batteries and ter, published in 2016, that explores main- tection Agency-mandated requirements. super capacitors developed for automotive, line rail freight options for zero or near-zero Variations include locomotives fueled by a military, and industrial applications ofer emissions. his weighs the value of various blend of diesel and liqueied natural gas potential as railroad motive power. GE conceptual technologies and highlights Transportation recognized this in 2007, potential diiculties and opportunities. Of when it debuted a diesel-battery hybrid lo- special interest are the efects of rail opera- comotive, which represented a $250 million tions on air quality for the South Coast Air investment. GE advertised this innovation Basin — the area of greater Los Angeles locomotive as a variation of its famous for its smog — served by heavily traveled BNSF Railway and Union Paciic main lines to ports of Los Angeles and Long Beach. he report explores comparative advantages of regionalized locomotive leets versus national leets of specialized ofering up to 5 MWh for traction. Tech- nology developed to this extent could allow for four 4,400-hp locomotives and battery tender units (presumably in a coniguration similar to locomotive set combina- tions) for freights through California’s zero- emission zones. Charging times are esti- mated at 6 hours using a 100-kW charging station. Cost estimates for battery tenders are more than double the price of new Tier 4 diesels. Yet, cost is less of a concern if the mandate for low-emissions motive power is funded by public/private partnerships, similar to incentives that have encouraged railroads to adopt genset diesel switchers to lower emissions. Successful operation of battery tender locomotives will face operations and con- Modern diesel designs have been driven by the need to comply with ever stricter emissions trol challenges. A 6-hour charging time will requirements. GE-built Tier 4 Evolution series, seen at Ayer, Mass., is Tier 4 compliant. limit the availability of battery tenders and may obviate the high-availability (95 per- locomotives serving California lines. power grid or from purpose-built generat- cent) advantage of modern high-horsepow- he most obvious solution for South ing stations that comply with zero-emis- er diesels. To compensate, railroads will Coast Air Basin would seem to be mainline sions requirements. Towing battery tenders need to buy more diesels (if locomotives electriication. In the past 50 years, wiring across the length of a transcon journey are semi-permanently coupled with ten- schemes have been proposed and rejected would maintain high locomotive leet lexi- ders) or have an ample supply of costly bat- several times because of high initial costs, bility while minimizing transit delays when tery tenders to make return trips. some more than $50 million per route-mile. entering low-emissions zones by obviating Batteries need energy and energy must An alternative is the application of engine changes. come from somewhere. When the batteries hybrid diesel-electric-battery locomotives, Battery tenders are just the latest high- are strictly being charged by locomotive which the RailTEC report considered as tech adaptation of an old concept. In “Inter- dynamic braking activity they ofer energy potentially more cost efective than electri- urbans Without Wires,” author Edmund savings, but if they need to be charged (in ication. Lithium-ion batteries ofer several Keilty traced storage battery-powered trains whole or in part) from the diesel prime- potential energy/emissions beneits, which dating back to the dawn of the railroad age. mover this still results in diesel-engine could enable diesel-electrics to capture Near-term challenges for locomotive emissions. So while it may be possible to energy from dynamic braking, storing it in manufacturers will include the need to charge with batteries from diesels outside onboard batteries. One California deploy- advance or adapt high-capacity battery zero-emissions zones, unless carefully man- ment option would be to adapt convention- motive power to the point where it is capa- aged, it is just moving the pollution down ally built Tier 4-compliant A.C.-traction ble of hauling a 7,500-10,000 ton freight at the line and doing little in terms of reduc- road diesels and pair them with battery least 100 miles, while keeping battery ing emissions on a national scale. Battery tenders. Locomotives could recharge high- recharging times to a minimum. voltage batteries outside of zero-emissions he RailTEC report presents a battery zones, and then run with stored energy in tender concept-solution capable of storing restrictive zones, with diesel engines either up to 6.2 megawatt-hours of electricity and of or at low idle minimizing emissions. For return trips east, battery tenders could be recharged at stationary charging stations with power provided from the commercial charging in zero-emissions zones raises coupled with non-carbon power generation other concerns. Purpose-built changing may ultimately ofer a motive-power stations drawing power from renewable or solution without a need for conventional nuclear energy will result in lower emis- electriication or diesels. sions. Recharging from the commercial grid may simply result in burning more ADVANCING HYDROGEN FUEL CELLS carbon fuel, even if a portion of the power he hydrogen fuel cell concept predates is supplied by renewable or nuclear energy. the internal combustion engine, but only in If the intent is to keep battery tenders in- recent years have practical examples been consist for the length of a transcontinental put to work for propulsion. While hydro- run in order to minimize the detrimental gen fuel cells have been demonstrated on a Public-private partnerships have provided delays and costs of an engine change, what comparatively small scale, signiicant funding for railroads to replace traditional will be the comparative costs from increased breakthroughs are necessary before the switching locomotives with gensets to expense of the battery tenders to make technology can be scaled up to rival reduce emissions in populated areas. round-trip transcontinental journeys? Will internal combustion engines for North California provide ample economic incen- American heavy rail applications. Ontario’s Regional Express Rail Pro- tives to compensate railroads for the cost Emerging hydrogen fuel cell technolo- gram Hydrail Feasibility Study Report, pre- diferences of locomotive/battery tender gies have been applied to urban public tran- pared for parent agency Metrolinx and operations for the total journey? sit, and several cities in Europe and Asia op- published in February 2018, explored the How about the big picture? Can local- erate hydrogen fuel cell-powered buses and cost efectiveness of electrifying GO Transit ized demand for zero emissions using bat- light rail. Germany has begun trials of Al- operations using hydrogen fuel cell-pow- tery technology be expanded to a national stom Cordia iLint lightweight passenger ered trains as part of the province’s greater scale? It should be possible to improve fuel trains with an aim toward expanding use of alternative energy action plan. Among the eiciency and lower overall locomotive hydrogen fuel cell trains. Alstom’s Cordia conclusions of the 353-page analysis is that emissions by using battery hybrid locomo- iLint is a hydrogen fuel cell-storage battery over a 60-year span lifetime costs of hydro- tives, but how will diesel-electric/battery- variation of its established Cordia Lint self- gen fuel cell trains would be about equiva- electric locomotives perform if zero-emis- propelled diesel lightweight train, a modern- lent to the costs of installing traditional sions zones are expanded across the day equivalent to the gas-electric cars of a continent? Or is this concept best viewed as century ago. hese are designed to carry Florida East Coast has embraced units stop-gap technology to allow manufactur- up to 300 passengers and operate up to 87 fueled by a blend of LNG and conventional ers and railroads to experiment with long- mph with a range of at least 375 miles diesel, shown on the GE test track, to distance, high-output battery propulsion? between refueling. lower emissions. Will the battery tender Perhaps this may contribute to break- follow a similar pattern? Stephan M. Koenig throughs leading to substantially better technology, similar to advances achieved by diesels in the 1930s. Advanced batteries

www.TrainsMag.com 41 application of hydrogen and nuclear power, was among the principal organizations responsible for the study.) Delivering small quantities of commer- cial hydrogen for small-scale trials does not necessarily relect the realities of generating equivalent quantities when the model is ex- panded on a national scale. But consider a solution from the historic diesel example: advances in oil drilling and reining during the 1920s, combined with rapid develop- ment of new oil ields in Texas and Califor- nia, led to vastly larger supply and im- proved fuels, aiding acceleration of the automotive industry, and lowering potential fuel costs for wide-scale diesel locomotive applications. A comparable development of a hydrogen supply chain may help increase Alstom’s Cordia iLint is a self-propelled passenger train powered by hydrogen fuel cells the supply and lower the cost. Where a coupled with storage batteries in place of a conventional diesel engine. TRAINS: David Lassen stand-alone railroad hydrogen fuel cell ap- plication may presently face high startup FUEL-CELL TRAIN BASICS costs (owing to the present lack of an estab- lished hydrogen supply), development of Fuel-cell composition Hydrogen fuel tank wide-scale hydrogen supplies may make in- dividual rail hydrogen fuel cell applications cheaper to implement in the long-term. Unlike oil, gas, or coal, hydrogen can be Traction Auxiliary converter Traction inverter motor Battery composition and D.C./D.C.-converter produced almost anywhere. Backing layer he high cost of hydrogen fuel cells is Fuel cell Anode Hydrogen Cathode • Dimensions: 62 inches long, another limitation to wide-scale applica- Backing layer 43 inches wide, 27 inches tall* tions. Proton exchange membrane fuel cells • Operating weight: about are the type of hydrogen fuel cells most Hydrogen flow field Oxygen 1,600 pounds* commonly applied for transportation uses. (air) • Operating temperature: hese simple designs employ platinum as a 14 to 131 degrees Fahrenheit* catalyst to facilitate the electro-chemical re- • Performance: Idle to full power actions, but platinum is extremely expensive in 3 seconds; Rated for and in limited supply. Research eforts fo- D.C. current 198-kilowatt continuous power cused on developing lower-cost materials between anode generation* that could be used in place of platinum have and cathode *Details for Hydrogenics’ yet to achieve the necessary breakthroughs. Oxygen flow field Proton exchange membrane Water HyPM HD 180 used on trucks he comparatively frail nature of hydro- gen fuel cell technology may complicate overhead electriication. he study suggests into water to separate hydrogen and oxy- North American application. In the past, working with Alstom in adapting hydrogen gen, using electricity generated from non- manufacturers aiming to succeed in sup- fuel cell propulsion to a bilevel, self-pro- carbon sources (hydro, solar, nuclear, etc). plying railroad equipment have too oten pelled train design, and investigating devel- Here lies a challenge, since presently more underestimated the punishing efects of the opment of fuel cell locomotives. than 90 percent of commercial hydrogen is harsh, North American heavy railroading Among the hurdles to hydrogen fuel extracted from hydrocarbon fuels with environment. Successful application of cell rail propulsion are establishing clean, only an estimated 4 percent generated from lightweight equipment for highway and safe hydrogen supply and storage networks, non-carbon electrolysis. transit applications does not guarantee the addressing public fears of highly explosive Establishing safe, non-carbon produc- same degree of reliability for long-term hydrogen gas, coping with inherent high ing electrolytic hydrogen supply chains will applications in the real-world railroad envi- cost of hydrogen fuel cells, and overcoming require intensive investment. In many in- ronment. Hydrogen fuel cells built for technological hurdles that presently limit stances, tapping the existing power grid to lightweight European-style passenger rail- hydrogen fuel cell application. generate hydrogen may be viewed as coun- cars, and designed for high-maintenance Hydrogen is the most common element ter productive since in large areas of the environments, may not fare well when in the universe, but owing to its highly re- U.S. electric power is largely supplied from adapted here. Another consideration is the active state is almost always found naturally hydrocarbon based fuels. Ontario’s situa- necessary greater crashworthiness of North in combination with other elements. Pro- tion is diferent in this regard, and the American passenger trains, which results moted as sustainable, emissions-free ener- study’s examination of hydrogen fuel cell in signiicantly heavier trains. One of the gy storage, procuring pure hydrogen for trains recognizes that the province already reasons that the types of self-propelled pas- use in hydrogen fuel cells is expensive and generates 90 percent of its electricity from senger trains common across Europe comes with myriad supply complications. non-hydrocarbon sources, with nuclear haven’t been widely exploited in the U.S. is Ideally, sustainable hydrogen may be sup- and hydroelectric being the largest share, that they cannot meet present Federal Rail- plied through electrolytic means, using an supplemented by solar and wind. (Canadi- road Administration crashworthiness stan- electrolyzer to send an electrical charge an Nuclear Laboratories, which promotes dards necessary for mainline operation.

42 Trains DECEMBER 2018 Heavier North American train designs im- pose greater operating demands, straining the relatively limited energy delivered from existing hydrogen fuel cells. Conceptually, scaling hydrogen fuel cell technology for North American heavy freight will face additional challenges. Fuel cells depend on chemical reactions to deliv- er energy and the rate of these reactions limit power generation. he size and weight practicality and was soon forgotten. Early of hydrogen fuel cells are proportionally 20th-century smoke abatement concerns greater than established internal combus- resulted in public mandates for heavy rail- tion engines of equivalent output. he hy- road electriication in Chicago, , drogen fuel cell-size-to-power-delivery ra- and . here main lines serv- tio may be compared to the power-to- ing Manhattan were completely electriied weight ratio problem faced by early diesel at railroad expense. In these situations, engines: presently it is possible for hydro- public policy mandates encouraged techno- gen fuel cells to power a light passenger logical solutions with long-term implica- train and light switching locomotives, such tions for emerging railroad technologies. Union Pacific has assigned Tier 4 GEs to as that briely tested by BNSF in California Electric railroad innovations developed and California in an effort to minimize during 2010, but how large would a hydro- reined for New York City have been suc- emissions in the South Air Coast Basin, gen fuel cell/battery-powered locomotive cessfully applied around the world. In con- seen here in the Tehachapi Mountains. need to be that ofers equivalent output to trast, despite Chicago’s detailed electriica- standard 4,400-hp diesels in use today? A tion studies in 1911 and 1915, only Illinois but it is still up to scientists and engineers hydrogen fuel cell breakthrough equivalent Central made extensive investments, and to devise solutions and overcome techno- to the diesel’s metal alloys and fuel injec- then only for its suburban operations. hat logical limitations. tion advances, may be necessary before a public mandate had few other lasting ef- Innovative solutions may ultimately practicable hydrogen fuel cell heavy freight fects on smoke abatement in Chicago. devise practicable and cost-efective motive locomotive can be considered. Using solid Signiicantly, as publicly sponsored ini- power that improves on diesel-electrics and oxide fuel cells in place of proton exchange tiatives shit from lowering harmful inter- conventional electriication. Perhaps rail- membrane types may ofer substantially nal combustion engine emissions to ban- roads in the future will employ blends of greater output. ning them altogether, might these succeed traditional electriication with battery and in pushing successful development and hydrogen fuel cell motive power as best PUBLIC POLICY PUSHING INNOVATION application of non-hydrocarbon fuel tech- suits individual applications. Maybe the Concerns about locomotive emissions nologies? he diesel-to-steam conversion diesel can still be pushed to achieve near are nothing new. Among the conditions for was voluntarily implemented by railroads zero emissions, obviating the need for more entrants in England’s famous Rainhill Trials because it lowered costs, but while present radical solutions. 2 of 1829 was that locomotives consume storage-battery or hydrogen technologies their own smoke. hat demand exceeded may ofer means of lowering emissions, they are more expensive and less lexible than diesel-electric power. Regulatory en- vironments may encourage innovation,

An electric freight passes Sete, France. European main lines are largely electrified. High initial cost has put electrification out of reach for most American freight railroads.

The “Dude Train” nears Woods Hole, Mass., the end of its run, in 1895. Baldwin Coolidge, courtesy of Historic New England

The members-only train that served the Massachusetts elite by Karl Zimmermann THE “DUDE TRAIN.” A century and a half ago, a dude meant a hough it’s among the most memorable dandy, a fashionable man perhaps exces- passenger trains to run in New England, its sively concerned with clothes and manners. name never appeared in a timetable. Nor his sense survives best in the expression did “Flying Dude” or “Dude Flyer,” other “duded up.” versions of the informal moniker for this “Dude Train” is thought to be a coinage unique service: a private train that for 33 of Harry Meyers, its irst conductor, and he summers plied , and likely picked it up from the passengers. The Dude appeared in this employee later the New York, New Haven & Hart- Employee timetables listed the train as timetable as “ Passenger.” ford, over the 72 miles between Boston and “Limited Express Passenger;” public time- Woods Hole Historical Museum Archives Woods Hole, Mass. tables never included it at all. he train’s By whatever name, this subscription genesis came in early 1884, when a group Naushon, one of a chain of islands extend- train was strictly private, gained local noto- of well-heeled and patrician Bostonians ing southeast from Woods Hole; W.E.C. Eu- riety, and is recalled even now. From 1884 who summered in estates on Buzzards Bay stis, known as the “Copper King” and owner to 1916, it whisked wealthy Bostonians and “the Islands” approached the Old Col- of 300-plus-acre Scraggy Neck; Brigadier with unprecedented speeds and luxury to ony Railroad about operating a seasonal, General Charles Paine, who served through- summer retreats on , Martha’s private, posh, weekday train. It would allow out the Civil War and was a renowned Vineyard, and Nantucket, via steamers the nabobs relatively full days in their Bos- yachtsman; cousins Robert and Alfred Win- from Woods Hole. hough private-sub- ton oices (certainly with plenty of time for sor, each of whom owned an island near scription cars for wealthy commuters were a leisurely lunch) yet get them to their Hospital Cove; and Richard Olney, Presi- rare but not unheard of, this was an entire summer homes in ample time for cocktails. dent Grover Cleveland’s secretary of state. regularly scheduled train, run seasonally. his group, called the “Train Club” or Other illustrious names included Minot, Today a “dude” is an urbanite or subur- sometimes just “the Club,” was, over the Emmons, Fay, Weld, Wilson, Ditmar, and banite who frequents a recreational ranch years of the train’s operation, a virtual Bos- Beebe. Years later, Lucius Beebe, a scion of “out West” or, in street slang, just a guy, of- ton who’s who. here was the banker John that clan — proliic and pioneering railroad ten used as a term of address: “Hey, dude.” Parkinson; the Forbes family, who owned author of gloriously purple prose, and dei- nitely a dandy — covered the Dude Train in The Dude Train poses for Baldwin Coolidge “he Trains We Rode,” a two-volume book along Little Harbor in Woods Hole on Sept. he wrote with Charles Clegg in 1965-66. 23, 1896. Woods Hole Historical Museum Archives A small executive committee negotiated with Old Colony and later New Haven. In 1914, as an example, the Train Club’s ROUTE OF THE ‘DUDE TRAIN’ Boston Old Colony Railroad (New York, New Haven & Hartford after 1893) Martha’s Vineyard Railroad

MASSACHUSETTS Boston Map area Nantucket Brockton Cape Cod Bay

With the Dude Train stopped at Cataumet station, “Train Club” members and their guests MASSACHUSETTS Middleborough unload luggage from the combine. Bourne Historical Society arrangement with the New Haven guaran- For these fees, club members received Tremont Cape Tempest Knob Cod Canal teed the railroad a minimum of $22,185 exclusivity, deluxe accommodations, and BuzzardsBourne Bay annual income from the train for the sea- speed. he southbound trip from Boston Marion Gray Gables Hospital son, which that year ran from June 5 to was carded at 1 hour, 40 minutes to Monument Beach Mattapoisett Cove October 5. he railroad assessed members Woods Hole, the northbound 5 minutes Cataumet Fairhaven Scraggy Neck and their families $100 per person (about longer, saving at least an hour compared West Falmouth $2,500 in today’s currency), on top of the to the regular trains. his was accom- regular rail fare they paid each time they plished by running express for the roughly Falmouth traveled. Guests could ride by presenting a 50 miles between Boston and Tempest Woods Hole Buzzards BayNaushon Cottage City card signed by a member, but if a conduc- Knob and ater that stopping only “on de- Island (Oak Bluffs) tor ascertained that the rider wasn’t actually mand,” where a member or guest wished N Martha’s Vineyard headed for the member’s house, that “guest” to board or disembark. On an especially Edgartown might be unceremoniously put of the train. straight stretch of track between Brockton Vineyard Sound Katama here was no extra charge for packages, and Middleborough, the Dude, behind its 0 Scale 20 miles suitcases, and trunks weighing 60 pounds diminutive but high-drivered locomotive, © 2018 Kalmbach Media Co., TRAINS: Rick Johnson or less. (hese details survive thanks to an would touch 60 mph — “lying,” indeed, investigation by the public utilities commis- for that era. Average speed was 43 mph. sion into charges of discrimination. It con- Over the nonstop portion, the train According to the “Private Train” sign cluded that “the arrangements for the sum- averaged an impressive 52 mph. that hung in Kneeland Street Station, the mer are in conformity to law and the train On its original schedule, which changed Dude served Tempest Knob, Buzzards Bay, will be allowed to run.”) little over the years, the Dude let Woods Gray Gables, Monument Beach, Cataumet, Hole at 7:40 a.m. and arrived Boston’s West Falmouth, and Falmouth en route to Kneeland Street Station at 9:25 a.m. (When Woods Hole. Perhaps the most interesting opened in 1899, it became stop was the dollhouse-like depot at Gray the Dude’s terminal.) he train departed Gables, built for President Grover Cleve- Boston at 3:10 p.m. for a 4:50 p.m. arrival land between his two terms. Gray Gables, at Woods Hole. In 1892, a second “Dude” on Monument Neck in Bourne, was the was born, to serve Marion, Mattapoisett, Summer White House during his second and Fairhaven on the Fairhaven Branch, term, from 1893 to 1897, when he used the which diverged from the Woods Hole little depot. It has been preserved at the Branch at Tremont. Beginning in summer nearby Aptucxet Trading Post Museum, 1896, the two Dudes were consolidated, running as one train north of Tremont, then splitting into trains for Fairhaven and Woods Hole. An important perquisite of mem- bership was the privilege of shipping goods. Mrs. Alfred Winsor, wife of one of the island-owning cousins, reportedly sent weekly postcards to Fitch Brothers grocers in Boston, ordering all her provisions with the instruction “Send down on the Dude.” Mrs. Charles S. Hamlin, who regularly rode to and from Mattapoi- sett, kept a journal. “Every shop in Boston,” she recorded, “had large labels This sign from Kneeland Street Station is marked, usually in large red printing, preserved at the Bourne Historical Society’s ‘Dude, South Station.’” Gray Gables station. Karl Zimmermann

www.TrainsMag.com 47 THE ROUTE TO WOODS HOLE THE DUDE TRAIN WAS MADE POSSIBLE by the 18-mile Woods Hole Branch, completed on July 18, 1872, by the Old Colony Railroad. Operated by the New Haven from 1893, it served Woods Hole and the ferries of the New Bedford, Martha’s Vineyard & Nantucket Steamboat Co. (later the New Bedford, Woods Hole, Martha’s Vineyard & Nantucket Steamship Authority) until 1964, when it was abandoned beyond Falmouth. Martha’s Vineyard was instrumental in the construction Left, the New Haven’s Cape Codder crosses the Cape Cod Canal of the line to serve its ferries, since the branch was financed in part by in an undated photo. Wayne P. Ellis Right, RDCs provided the last bonds to which such Vineyarders as Dr. Daniel Fisher (dealer in whale and passenger service to Woods Hole, as shown in 1957. R.J. Cudahy sperm oil) and Henry L. Whiting subscribed. Then in 1874, by taking $36,000 of its bonds, the Old Colony made side-wheel paddle streamer Island Home, namesake of the current possible the diminutive, 3-foot-gauge, 9-mile-long Martha’s Vineyard Steamship Authority’s largest vessel. Augustus Messer was the conductor Railroad. From 1874 to 1896, it connected the steamship wharf in Oak on the first train to roll into Woods Hole. Bluffs (then Cottage City) with Edgartown and, for most of that time, the Lots of trains plied the branch other than the Dude, of course, beach at Katama. The line’s only locomotive, the 0-6-0 Active, was built including through trains from New York such as the Day and Night Cape by Porter. Codders and , and multiple trains to Boston, including some Construction to Woods Hole began at Cohasset Narrows, renamed expresses. As happened nationwide, however, this would diminish Buzzards Bay in 1879, and immediately crossed the Monument River on through the 1950s. As early as 1948 the New Haven requested a 320-foot-long trestle, one of two on the branch. The river was permission to abandon off-season service to Woods Hole. Years of eventually encompassed in the Cape Cod Canal, which was completed in threats of total abandonment of the branch had escalated by 1959, when 1916. Current operator Cape Cod Central’s rails still cross the the Vineyard Gazette editorialized, “The importance to this island of magnificent Buzzards Bay bridge, built by the U.S. Corps of Engineers Boston to Woods Hole and New York to Woods Hole trains in the summer with Parsons, Klapp, Brinkerhoff & Douglas as consulting engineers. An season can hardly be overemphasized.” emphasis on aesthetics led to the addition of the renowned firm of But New Haven finally had its way, and passenger service on the McKim, Meade & White as architectural consultants. The grand bridge Woods Hole Branch ended in 1964. The rails of the 3½-mile Falmouth- was seen as the western portal to the Cape Cod Canal, with the theme of Woods Hole stretch were lifted in 1969, and that right-of-way is today the lighthouses. It was the longest vertical lift bridge in the world when it Shining Sea Bikeway. opened in 1935. In the last years, the Woods Hole trains were self-propelled Budd When the railroad was completed to Woods Hole, land values along Cars. These utilitarian conveyances were about as far from the Dude Buzzards Bay and on the Islands boomed, as investors had hoped. The Train as a rider could get — but at least they were open to anyone who boat that met the first train into Woods Hole was the 1855-built had the fare. — Karl Zimmermann

This March 1902 midday view of Woods Hole terminal shows few trains. The 1889 brick depot survived until passenger service ended in 1964. Baldwin Coolidge, Woods Hole Historical Museum Archives High-drivered American No. 261 was a dramatic step up from second-hand No. 100, Foxboro, which was already 14 years old when it hauled the first Dude in 1884. No. 261 survived in New Haven service until 1923. Two photos, Woods Hole Historical Museum Archives operated by the Bourne Historical Society. that allowed only the top brass button of his Messer’s 15th at the helm. But ater that sea- he “Private Train” sign is on display there. dark-blue uniform jacket to be closed. As son-inaugural run to Woods Hole, Augus- he train made its irst run on June 23, conductor, he was in charge of the train, tus Messer sufered a stroke and died. “It 1884. Its original consist was a combination and he looked more than able to ill that ranks as the inest train in New England,” baggage-smoking car and two drawing- role. Over his 14 years on the Dude, he per- the Falmouth Enterprise wrote in reporting room cars, named Naushon (the Forbes’ soniied the train to its regular riders, with on Messer’s death. “Its irst run [of the sea- island) and Maylower. Additional draw- whom he by all reports mixed comfortably son] was celebrated as a noteworthy event ... ing-room cars that came later were Cottage in spite of their exalted and moneyed sta- and it is thought that the excitement ... City (as the Martha’s Vineyard town of Oak tus. He even took in stride the President of brought on [Conductor Messer’s] fatal Blufs was then known) and King Philip (a the United States traveling to Gray Gables, illness. During the evening when he was at curious name for a car on this run). hese but the Dude’s re-equipping with brand- work on his irst reports he was stricken wooden cars were elegant: highly polished new cars apparently was just too exciting. with a slight paralytic shock, from which he paneled interiors tricked out in brass, with In 1904, the New Haven had acquired never recovered.” plush seats. Perhaps surprisingly, the origi- from the Pullman Co. for the Dude ive he Dude would roll through its inal nal locomotive — No. 100, Foxboro (loco- cars, three parlors and two baggage-smok- 13 seasons without its iconic impresario. It motives were oten named in that era) — ers, $77,800 worth in all. hey arrived in did so as a moneymaker to the end. But was something of a veteran, having been Boston on May 11 and nine days later were with United States entry into World War I built by the Locomotive spotted at a South Station platform to begin imminent, and more and more travelers to Works in 1870 for the Boston, Clinton & the Flying Dude’s 20th summer and the Cape and Islands driving their automo- Fitchburg. hat railroad was absorbed by biles over roads that were improving daily, the Old Colony Railroad, as it was in turn the end was clearly approaching for the by the New Haven in 1893. Dude as it soldiered through summer 1916. No. 100 was an American, or 4-4-0, the hat end came on Oct. 2, catching some locomotive type that dominated U.S. pas- loyal riders by surprise. senger railroading for decades and was the “When we let Mattapoisett the fall of motive power for the Dude throughout its 1916,” Mrs. Hamlin wrote in her journal, years of operation. No. 100 had a tall stack, “we did not realize we were saying good- oil headlight, and stubby tender, adequate bye to the ‘Dude’ train. We would have to carry the coal and water needed for the wondered how we could live there without Dude’s short run. hough of the same the ‘Dude’ ... ” According to Elmer Land- wheel arrangement, later Dude locomo- ers, who knew the train irsthand, locomo- tives were more robust. tive No. 1259 made the inal run, with It’s rare that an individual would be as Charles Westgate at the throttle and George closely identiied with a train as Conductor McComiskey iring. he consist was Augustus S. Messer was with the Dude. He typical: a combine and two parlor cars. was a conductor on the Woods Hole In announcing the discontinuance, New Branch for 32 years, 14 on the Dude, be- Haven let open the door to reconsidering ginning in 1890. Messer was only the sec- once the war emergency was over. hus in ond conductor to work the train, succeed- early 1919, the former executive committee ing Meyers. Messer’s irst experience with of the Train Club met with the railroad oi- trains had been the Blackwater Railroad, a cials in Boston, who ofered to resume op- miniature railway he built as a teenager eration of the subscription train, but with along the Blackwater River, near his home twice the guarantee and higher ticket prices. in Scytheville, N.H. He went on to a rail- Previous members were canvassed but de- roading career in the east, west, and south clined. he “Dude” was deinitively dead. 2 that inally led him to the Old Colony. Conductor Augustus Messer may have Messer was an imposing man, with a died from the excitement when new his article irst appeared in a slightly dier- walrus mustache and a prodigious girth equipment debuted. ent form in Martha’s Vineyard magazine.

www.TrainsMag.com 49 Worthyy Wyomingy trek I have a wanderlust for out-of-the-way places — places few people bother to stop at, much less spend time in . The Big Horn Basin in Wyoming is one such stop. Most of the people who get excited about Big Horn Basin are geologists and dinosaur bone hunters. A stray railfan may wander through on their way to a busy main line somewhere else. It’s easy to understand why. BNSF Railway’s Casper Subdivision main line running through this basin is among the quietest routes in Wyoming. Union Pacific’s Overland Route 200 miles to the south, sees dozens of trains daily. So does the coal train-rich joint BNSF/Union Pacific lines through the Powder River Basin 150 miles to the southeast. The Casper Sub, by contrast, hosts a few trains each day, and a handful of local freights during the week. One-hundred-degree heat purifies Sheep Canyon’s walls this early summer day on the route between Bridger Junction, Wyo., and Laurel, Mont. It’s where I catch one of the few trains running. A dusty drive on a four-wheel-drive road and a sun-scorched hike puts me on the canyon’s rim overlooking the track and the Bighorn River north of Greybull. The wait is long and hot and nearly shadeless. And, just then, BNSF’s southbound Cowley Local sounds its horn. The local appears around the distant curve, and its pair of SD70MACs slowly pull the train through the canyon. Even though the canyon is speed-restricted, the train recedes to Greybull in no time. Soon the train’s sounds fade to nothing and it disappears — curving into the distance. The main line quiets, leaving the canyon to the meandering river, cliff swallows in their parched, rocky homes — and me. This was the last daylight train through the canyon today. Can you tell I don’t mind? — Tom Danneman

28,148 Big Six locomotives on 2 pages! p. 20 For more about BNSF in Wyoming’s 2018 Big Horn Basin, see LOCOMOTIVE 2018. Available now at DIESEL DEMOS Barnstorming locomotives www.KalmbachHobbyStore.com/ that made a difference p. 52 Our exclusive annual Motive loco18 Power Review p. 10 GE’s U25B revisited p. 40 Wild Wyoming: BNSF in the Bighorn Basin p. 30 Motive power makeovers MILEPOSTS ON THE PRAIRIE Under BNSF, a former Minneapolis & St. Louis line survives

Story and photos by Steve Glischinski

IN 1950, FRANK P. DONOVAN JR., a Trains magazine Falls to Milwaukee Road, and from Hanley Falls to the South editor in the 1940s, penned the book “Mileposts on the Prairie” that Dakota border to Great Northern. In the 1980s, this is exactly what told the story of the plucky 1,600-mile Minneapolis & St. Louis Rail- happened, albeit with diferent railroads. way. Like other mid-sized Class I railroads once common in North Instead of being broken up, M&StL was revived under the America, M&StL was a railroad that customers (and fans) could re- dynamic leadership of bankruptcy receiver Lucian C. Sprague. He late to thanks to its size, personal service, and local management. took over in 1935, streamlined the company, sold some lines for he book related the highs and many lows of the “Louie,” which scrap, and boosted its status as a bridge carrier between the Upper served the Midwest. A decade ater Donovan’s book was published, Midwest and the East via Peoria, Ill., with the Peoria Gateway that the railroad was absorbed by Chicago & North Western. Most of enabled shippers to bypass congestion in Chicago. he “Louie” M&StL’s routes were abandoned, but on the prairies of Minnesota emerged from 20 years of bankruptcy in 1943 with Sprague as its one line not only survived, but also prospered. Surprisingly, it’s not a president. He dieselized the railroad and continued to modernize shortline spinof, and it’s not part of C&NW successor Union Pacif- its physical plant. ic. It’s a small part of the vast 32,500-mile BNSF Railway system. Unfortunately, Sprague’s work to boost the railroad’s fortunes And it has an interesting national connection: he U.S. Supreme attracted the attention of what today would be termed corporate Court handed down a decision regarding the line. raiders. A group led by investor Ben Heineman ousted him in BNSF’s 36-mile Hanley Falls Subdivision connects its namesake 1954. Heineman then moved on to the Chicago & North Western, city with Madison, Minn., in the far western part of the state. he and on Nov. 1, 1960, C&NW acquired M&StL. line enjoys service and an infrastructure that M&StL managers Ater the purchase, most M&StL lines hung on, but eventually could only have dreamed of. It’s no longer the decrepit branch it the majority of the Louie’s old routes were wiped from North West- had become during nearly 25 years of C&NW operation. ern’s map. Today, the longest continuous segment of former M&StL track can be found in Minnesota: 94 miles from Norwood to Hanley MEMORIES OF THE “LOUIE” Falls operated by Twin Cities & Western ailiate Minnesota Prairie Based in Minneapolis, the Minneapolis & St. Louis held a spe- Line (although the track west of Morton is rarely operated), and 36 cial allure for fans of rags-to-riches stories. Established in 1870, it miles from Hanley Falls to Madison. he segments were once part of went bankrupt in 1923, and earned nicknames such as “Maimed M&StL’s Western Division that linked Hopkins (just west of Minne- and Still Limping” and “Midnight and Still Later.” It was threatened apolis) and Watertown, S.D., where other lines headed west toward with liquidation and dismemberment in the 1930s. A breakup plan the , and Aberdeen and Leola, S.D. called for selling the portion from Norwood, Minn., to Hanley he Minneapolis-Watertown line was built in the 1880s when

A Minneapolis & St. Louis train calls on the Madison, Minn., depot in the 1890s. Minnesota Historical Society, author’s collection It’s June 1981 and Chicago & North Western units pass the former M&StL depot in Clarkfield, Minn., a scene soon to see change.

M&StL was under Rock Island control, part of a plan by the two Corp., was formed to sell stock to fund the 10 to 15 percent local roads to reach the Paciic Coast by a northern route. Despite its match required by the Minnesota Department of Transportation designs to reach the Paciic, M&StL never made it past the Mis- before it would loan money to rebuild the track. souri River, ending at tiny LeBeau, S.D., in 1907, which became a he authority entered negotiations with C&NW, and purchased ghost town ater the railroad let in 1924. the line for net liquidation value. Working with the state transpor- At Hanley Falls (named for M&StL oicial J.A. Hanley) the tation department, the rail authority used a combination of grants, M&StL crossed the Great Northern’s line from Willmar, Minn., to loans, and bonding from the state of Minnesota to purchase the Sioux City, Iowa. In 1935, the year Sprague came to the railroad, line for less than $1 million. the Minneapolis-Watertown line boasted the overnight Dakota Schutte says the real emphasis for saving the line came from Limited. If you were on the depot platform at Hanley Falls in Dawson Mills, at the time one of the only shippers remaining. Daw- the wee hours of June during that Great son Mills’ Transportation Manager Keith Springer worked tirelessly Depression year, you could watch the east- to save the railroad. he plant, now part of AGP Processing, bound Limited stop at 1:48 a.m., and 1 hour produces soybean meal, which is used as animal feed, later see the westbound Limited heading for and crude soybean oil, which is further Watertown at 2:58 a.m. processed and utilized in the food Overnight passenger service remained a sector and for industrial uses. A study staple of the route, and as it turned out, the Wa- at the time indicated that if rail service MINNESOTA tertown line would be the last M&StL route to ended, 562 jobs would be lost. see passenger service. By 1960 overnight trains 13 and 14 boasted General Electric motorcars, A NEW OPERATOR re-engined with diesel power plants, pulling With the line saved, it needed an experienced op- three or four trailers handling mail, express, To Fargo erator. Rather than a short line, the rail authority less-than-carload traic, and the occasional pas- turned to Burlington Northern. BN was in expansion senger. he trains met their end early on the Madison Willmar St. Paul mode at the time in the Midwest. With the Milwaukee morning of July 21, 1960, when they arrived at Norwood Road retrenching east, in 1981 BN began operating their terminals ater making inal departures the Hanley Falls several secondary Milwaukee lines that had been night before. heir railroad followed them into purchased by the state of South Dakota. he history slightly more than three months later. following year, South Dakota also purchased To Sioux City the Milwaukee’s main line from Ortonville, SAVING A RAILROAD Minn., to Terry, Mont., and BN leased and In 1968, the west end of the line from operated it as well. Revillo, S.D., to Watertown was abandoned by C&NW, followed in Much of Dawson Mills’ traic eventually was interchanged to 1971 by the portion from Revillo to Madison. In a familiar story, BN, and since BN’s ex-Great Northern Willmar, Minn., to Sioux over the next several years track deteriorated and service declined. City, Iowa, Marshall Subdivision connected at Hanley Falls, the rail- In 1983, C&NW received approval to abandon from Norwood road was the logical operator. Taking over the branch meant BN through Hanley Falls to Madison. he line east of Hanley Falls was could remove the labor-intensive crossing diamond at Hanley Falls, sold and operated by a variety of short lines until Minnesota using an existing wye track to connect to the Marshall Sub. Prairie Line, owned by Twin Cities & Western, took over in 2002. hat wye had not come easily, however. In 1896, the Minnesota Faced with the abandonment of their railroad, the citizens of Railroad & Warehouse Commission ordered the installation of an Lac qui Parle County and shipper Dawson Mills swung into ac- interchange track in Hanley Falls between the Great Northern and tion. Minnesota statutes authorize the creation of county rail au- Minneapolis & St. Louis. he railroads objected to the interchange thorities to preserve and improve rail services when “determined and went to court. he case eventually landed at the U.S. Supreme to be essential and necessary for the public welfare,” using state Court, which in 1900 airmed the state could indeed order the and federal funds. he Lac qui Parle Regional Railroad Authority establishment of the “Hanley Falls Wye” for the public was created Jan. 20, 1983, in an attempt to save the railroad. Au- convenience, despite the railroads’ opposition. A historic marker thority board member Lyle Schutte, says another entity, Agri Rail near the tracks in Hanley Falls commemorates the case.

54 Trains DECEMBER 2018 Where the M&StL and C&NW once roamed, BNSF Railway units switch Dawson, Minn., on the Hanley Falls Subdivision in July 2014.

BN and the rail authority worked out a lease agreement. Shippers With improved infrastructure, shippers began coming back. In would pay BN to move their cars, and in turn the railroad paid a 1983, there were no facilities to handle unit trains, but with better sliding-scale fee per car back to the authority. he money from the track, grain shippers in Clarkield and Madison upgraded their fa- payments was used to pay of debt accrued to purchase and improve cilities to handle 54-car unit trains. Today, Cargill in Madison and the line. An option was included that allowed BN to use the Prairie Grain Partners in Clarkield use shuttle trains provided by payments to count toward eventual purchase of the line. BN successor BNSF Railway to handle grain. A shuttle is a dedicat- he immediate problem faced by BN when it took over was ed set of covered hoppers that move as a unit train from one origin infrastructure. he line was laid with miles of 85-pound rail that to one destination. he 110-car shuttle trains must be loaded in 24 couldn’t handle heavy-axle railcars up to 286,000 pounds that had hours. he shipper is provided with inancial incentives for its become the industry standard. he authority bought C&NW’s commitment to shuttle service; there are also additional inancial stockpiles of old 85-pound rail to keep the line in service while incentives for fast loading/unloading times. improvements were made. In late 1983, BN began work to upgrade To handle bigger trains, in the late 1990s, a three-quarter mile the track and ran a rail detector car over the line that found hun- line change was made to the main line east of Clarkield to accom- dreds of defective rails that had to be replaced. Contractor Wm. A. modate construction of additional track for shuttle-train loading. Smith Construction Co. set up a welded rail plant in Boyd, Minn., Cargill purchased the last mile of track into Madison and con- and in 1984-85 any rail less than 100 pounds was replaced with structed a mile of track alongside the former main line to facilitate heavier steel. he heavier rail allowed speeds to increase to 25 loading its shuttle trains. mph. Approximately 23 miles of welded rail were installed ater the By the mid-1990s, the line had generated enough revenue to rail authority purchased the line. repay the costs of the rehabilitation and acquisition. In 1997, BNSF Dave Smiglewski was a section foreman for BN who was exercised its option to buy the branch, with the rail authority assigned to the newly acquired branch. Retired from railroading, he retaining ownership of certain sidings. he authority still helps pay serves today as the mayor of Granite Falls, Minn. “In October 1983, to maintain industry tracks and hopes to attract smaller businesses the C&NW ran [its] last train. In many areas the track was 6-to-6½ to use the line. “It’s a case where everybody came out ahead,” inches out of cross-level. It was so far out of alignment it was like it Smiglewski says. Since the initial upgrade work in the 1980s, BNSF was superelevated,” Smiglewski recalls. “here were areas where one conducted major tie renewal programs in the early 2000s and side had tie plates but the other side had nothing for miles. On the during summer 2018 across the entire subdivision. side with the plates, the ties were cut maybe half an inch, while the BNSF train LTWI8471 provides local service on the Hanley other side was cut 2½ inches, and the ties were essentially shot. he Falls Subdivision. It departs Willmar on Mondays and Wednes- weight of the train would push the track out of alignment.” hou- days, and then lips back to Willmar on Tuesdays and hursdays. sands of ties had to be replaced just to get the track up to 10 mph. In addition there are shuttle trains to Clarkield and Madison, here was virtually no ballast for drainage. which run as needed. hose mile-long unit trains are common “Before this line was ixed up, there was zero grain shipped any on this once-remote outpost of the Minneapolis & St. Louis. It’s a place of this line. Not even a carload of oats,” Schutte says. “here far cry from the days when M&StL motorcars passed the mile- wasn’t much fertilizer brought in, either, because of the weight posts on this prairie line, but the fact the mileposts and the rail- restrictions. Basically, the only thing shipped of the line was the road they mark are still there at all would surely please Lucian oil from the soybean plant.” Sprague and Frank Donovan. 2

www.TrainsMag.com 55 IN MY OWN WORDS AGONY on the Michigan Northern How one cab ride was not the thrilling experience it usually is

Story and photo by Brian Buchanan Have you ever been on a train trip that RS2s and RS3s, three Baldwin RS12s, and a town located on the edge of an inviting you couldn’t wait to end? A cab ride on a the last two Baldwin Sharknoses were body of water, the crew went to a store to freight, no less? And as a teenager, when obtained. MN was railfan friendly, and with purchase themselves sustenance. hey also such trips were unique experiences that a signed release, anyone could get a ride. called Cadillac from the pay phone to were eagerly anticipated, enjoyed to the On Sept. 6, 1978, I settled into the sec- advise headquarters of our situation. he utmost, and lamented once they were over? ond of two units heading north from Cadil- result was that two units were dispatched Not this one. lac to Mackinaw City to retrieve more lum- to head north and meet us. My grandparents lived in Cadillac, ber. he RS3s also had two cars in tow for Ater several more cooling of stops, Mich., and I spent several weeks each sum- Kalkaska, exhibiting the meager local traic we reached milepost 350, our designated mer visiting them. A former Pennsylvania base that existed. It was a delightful trip up, point to wait for the relief power. It was Railroad line from Grand Rapids to Macki- clipping along at a 20-25 mph pace, enjoy- like an oasis with trees, shade, and a naw City came through town. Cadillac was ing the breeze on an unseasonably warm breeze. Ater a bit of a wait, our rescuers roughly midway between the two, so it was day. But all good things come to an end. arrived — an RS3 and one of the Sharks. a crew layover point. It had a yard and an At Kalkaska, 38 miles north, we met a Twelve minutes later, our menagerie of enginehouse. When Conrail was formed in southbound coming down from Mackinaw power was on its way south nonstop to 1976 and chose to exclude the line from its City, which I hopped on. It had 31 loads of Cadillac at 15 mph. Hope swelled; this system, the state of Michigan leased it from lumber: 22 for Conrail at Grand Rapids, agony would soon come to an end. And the Penn Central estate and contracted seven for the Chesapeake & Ohio at Reed eventually, 5 hours and 45 minutes ater with Michigan Northern to operate it City, and two holders. It was powered, sort leaving Kalkaska, it did. Our overall aver- under subsidy. Operational headquarters of, by three RS12s. I say sort of because only age speed from Kalkaska to Cadillac had were established in Cadillac. about 11⁄2 of the engines were working. We been about 7 mph. I he railroad eked out a marginal exis- headed for Cadillac at a walking pace. Even was never so happy tence on local service until fall 1977, when this strained the locomotives’ capability, to be of an engine. it “lagged out” (declined to go along with) and every few miles we had to stop to allow a nationwide rate hike. Lumber soon began the traction motors to cool of. BRIAN BUCHAN- lowing over the line as shippers realized a he trip soon became torture. It was hot. AN is a career rail- 5-percent savings over alternative routings. It was humid. It was boring. he train roader from the Chi- While not a lood of traic by Class I stan- moved so slow that it generated little breeze. cago area, starting in dards, it soon overtaxed MN’s capabilities. Bugs lew in the window, as they easily out- 1981. his is his Additional motive power in the form of paced the train. During a stop at Fife Lake, eighth Trains byline.

The author rode this southbound Michigan Northern train led by three RS12s Nos. 215, 212, and 213. It pauses between Kalkaska, Mich., and Walton Junction, Sept. 6, 1978.

www.TrainsMag.com 57 PRESERVATION BY JIM WRINN Diesel doings From E units and Geeps to high-horsepower EMDs, efforts keep a variety of workhorses with us

Southern Railway E8 No. 6914 rests outside Tennessee Valley Railroad Museum’s shop in Chattanooga, Tenn., left; right, Chesapeake & Ohio GP7 No. 5704 takes to the rails of the Lebanon Mason & Monroe Railroad near Cincinnati. Left, Mike Ray; right, David Rohdenburg

Enthusiasm for first- and second- Heritage Association. Ater arrival at CSX in 1986. CSX kept No. 8954 in freight generation diesels is apparent in multiple Marter Yard, the SDP45 will remain in Con- service until moving its maintenance-of- eforts across the continent to save, repaint, rail paint for a period of time before inally way service around 2005. CSX kept the and rebuild these workhorse locomotives. In being repainted as EL No. 3639. Details: unit in operation until 2011, when it was the second half of 2018 alone were two res- www.extra3639north.org retired into training service at the compa- torations, a campaign to return a preserved • CSX No. 8954. CSX Transportation ny’s training school at Tilford Yard in six-axle unit to its home territory, and a donated this rare SD45-2 locomotive to the Atlanta, which CSX closed last year. Class I railroad’s donation of a landmark Southeastern Railway Museum in Duluth, hese successes issue a new challenge: unit. Let’s look at each development: Ga. Electro-Motive Division built No. 8954 he fast-changing railroad preservation • Southern Railway No. 6914. his 1953 E8 in August 1974. It was one of only 136 of scene now faces the need to save locomo- has been under restoration by a dedicated the 3,600-hp SD45-2 diesel-electric loco- tives of the 1970s and 1980s in addition to team of Tennessee Valley Railroad Museum motives that La Grange, Ill.-based EMD those before Amtrak, Penn Central, and the volunteers initially starting in 1993 and built between 1972 and 1974 and the last of Staggers Act. With a trend toward rebuild- renewed in 2001. he rebuilt locomotive, the model developed. Seaboard Coast Line, ing at Class I railroads (see page 18), eforts attired in the 1970s Southern paint a CSX predecessor, purchased the unit (as at saving 1990s and early 2000s diesels will scheme, is down to the last mechanical No. 2049) and 14 others. It later served become a truly diicult battle. Preservation- details before it is operational and available Family Lines System and Seaboard System ists will need to be as bold and powerful as for on-site museum runs as well as 140-mile Railroad before the lines consolidated into the diesels they love so much. Summerville, Ga., round trips in 2019. • Chesapeake & Ohio No. 5704. his classic >> Old F40s never die ... the latest new owner GP7 has been restored to its as-delivered blue-and-gold paint scheme on Ohio’s Lebanon Mason & Monroe Railroad near Cincinnati. he locomotive was retired and sold for scrap in the mid-1980s before the Indiana & Ohio Railway bought it. he unit remained in Ohio until joining the Cincinnati Scenic Railway’s roster. he loco- motive was built in May 1950 for the C&O. • Erie Lackawanna No. 3639. Ohio’s Youngstown Steel Heritage Foundation is raising money to buy the rare SDP45 from the Virginia Museum of Transportation in Roanoke, Va., and return it to its native territory. It’s currently painted as Conrail No. 6670. he foundation is halfway to its goal of $20,000 with its Extra 3693 North In need of power to pull its popular dinner trains, Western Maryland Scenic in campaign. Additional fundraising will take Cumberland, Md., acquired this F40 from Larry’s Truck Electric in Ohio. Look for it in place in 2019 to move the locomotive to circus colors of red and white. If you ever imagined a tra- the Marter Yard Railroad Museum, operat- ditional WM scheme on a contemporary diesel, here’s your chance. WMSR: John Garner ed by the Mahoning Valley Railroad

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www.TrainsMag.com 59 HOT SPOTS BY ELROND LAWRENCE

1

Two BNSF Railway trains meet at Caliente, Calif., in the Tehachapi Mountains. The distant westbound on the upper shelf will soon pass eastbound No. 5358 once it rounds a horseshoe curve behind the photographer. Three photos, Elrond Lawrence Elrond Lawrence’s top 10 hot spots This California native lists his favorite spots in the Golden State

As much as I love traveling across the the tiny outpost of Caliente, nestled in the hills country, my native California has always held a and surrounded by what’s best described as a unique appeal. How many states offer cities, life-size model railroad. Photo angles are limitless mountains, valleys, deserts, and coastlines within and both telephoto and wide lenses feast on their borders? I’ve been fortunate to photograph BNSF Railway and Union Pacific trains that wind nearly every corner of this state that spans more through an S-curve to the west and wrap around than 770 miles from top to bottom. This list of the town via an ascending horseshoe curve. Golden State retreats includes places I’ve railfanned for a lifetime and more recent favorites CAJON PASS This gateway to LA that demand repeat road trips. 2 may be a cliché, but there’s a reason it’s al- ways fun: up to 80 trains a day, ideal weather, and 5 CALIENTE The Tehachapi Mountains great photos from Blue Cut and Sullivan’s Curve to 1 offer one of the greatest railroad shows on the railfan shrine at Hill 582. My current haven is Outbound train No. 708 follows Earth, but my favorite haunt in this iconic range is Silverwood, where BNSF’s three mains converge the in July 2018, seen just west of Summit in a setting that recalls the from the Fourth Street bridge. original Summit of Santa Fe fame. Spend a late summer afternoon here and the mystique and dra- Steinheimer and Dorn. Donner lives up to the ma of big-time railroading come to thundering life. hype on every visit, and it’s a majestic setting for a steady parade of Union Pacific (and BNSF) 8 FULLERTON Few Southern California freights and Amtrak’s California . Auburn, 3 stations remain where a fan can relax and Soda Springs, Norden, Yuba Pass, and the 4 let trains come to them. The former Santa Fe pas- Truckee River Canyon are highlights.

C senger depot along BNSF’s is A L a marvelous scene for constant freight traffic, Am- LOS ANGELES RIVER Amtrak, I 5 F trak, and Metrolink commuter trains. Bonus: When Metrolink, Union Pacific, and light rail trains O R you’re hungry, walk down to The Old Spaghetti follow the concrete riverbed in downtown LA with N I Factory restaurant in the ex-Union Pacific depot. a dizzying volume of traffic and historic bridges 9 A to view the action. Each bridge boasts a unique DONNER PASS Growing up in identity and view of LA’s diverse culture. Favorites 1 4 10 2 7 Southern California, I was a latecomer to include First Street, Seventh Street, North Broad- 5 6 this historic crossing of the Sierras made fa- way (the original U.S. Route 66), and the late, 3 mous by Southern Pacific and photographers great Sixth Street Bridge of movie fame; while

>> Want to enter our online photo contest? 60 Trains DECEMBER 2018 www.TrainsMag.com/Trackside Your ticket to ride!

Seasonal lights and sounds beam from CP’s Holiday Train boxcar bandstand. Ben Lake

The festive lights of Canadian Pacific’s Holiday Train have certainly dazzled those drawn to trackside whistle-stops across the U.S. and Canada. But as Greg McDonnell’s feature story (see page 24) illuminated, shining a light on the needs of local food banks is the mission that has sustained this special train for 20 years. Tallying more than 4 million pounds of food collected, this community service has become a beacon for those in need. In a free episode of Drew’s Track- side Adventures, you can view the fun both trackside and on board the U.S. train, as it visited Milwau- 8 kee. Through MRVP exclusive Union Pacific No. 5335 winds northbound along the Sacramento River at Lamoine, footage, you’ll Calif., in March 2017, not far from a crew change in Dunsmuir. see the train’s MRVideoPlus.com/DTA10 decorative lights the latter was demolished in 2017, a modern Dunsmuir is a historic railroad town filled with SP and hear songs of the season emanat- replacement is underway. equipment, signals, and murals — even an active ing from the boxcar bandstand. turntable by the Amtrak station where trains Climb aboard one of the heavyweight SAN TIMOTEO CANYON Typi- change crews. South of Dunsmuir you can follow coaches, and you’ll also enjoy quick 6 cally overlooked in favor of Cajon Pass or trains through picturesque forests along the chats with Canadian Pacific spokesman Tehachapi , this segment of the former SP Sacramento River to Shasta Lake; driving north, Andy Cummings and musician Willy “Sunset Route” lies in the hills between Union Mount Shasta provides a spectacular backdrop. Porter. You won’t want to miss their Pacific’s West Colton classification yard and the insights or any of the action along the low desert cities of Beaumont and Banning. San 9 THE CENTRAL COAST LINE rails. Subscribe to MRVideoPlus.com Timoteo Canyon Road follows this route with Quality over quantity is a big understate- today! — Kent Johnson plenty of scenic curves, although development is ment for the former SP Coast Line between Gil- creeping in from both sides. For now it’s the last roy and San Luis Obispo. Daily Coast Starlights place in California to witness mainline railroading are the only scheduled through trains, although through citrus groves. low-priority freights make appearances plus an SUBSCRIBE TO MODEL assortment of locals. The real appeal of this line RAILROADER VIDEO PLUS! 7 NEEDLES SUBDIVISION Ever is its beauty and old-school California character. since childhood when my dad took us on Not just for modelers! Your road trips to Barstow, BNSF’s steel racetrack in 10 GLENDORA Hot in historic appeal, subscription is your passport to HD the has been a constant source of this 9-mile rail segment in the San Gabri- videos featuring exclusive mystique and inspiration. Fleets of BNSF trains el Valley was once the Santa Fe Pasadena Sub- roll through a desolate and panoramic terrain division, sold to Metrolink in 1994 — and noth- international coverage of marked by faded towns and Route 66 landmarks. ing has changed in 24 years except the trains. contemporary railroads and Ludlow, Amboy, Siberia, and Ash Hill are must- Five days a week, BNSF GP60Ms and “yellow- industries. see photo stops; restored Santa Fe Harvey Hous- bonnet” GP60s lead a local past code lines, es can be found in Barstow and Needles. Picture working searchlight signals, and a glorious can- MRVideoPlus.com/27deal Lawrence of Arabia, but with trains. tilever signal in downtown Glendora. Next year, it’s going to be transformed to accommodate DUNSMUIR Nestled in the Shasta Metro’s light rail Gold Line, so add this time 8 Cascade area of Northern California, capsule to your endangered species list. Drew Halverson, Drew’s Trackside Adventures ASK TRAINS >> This Month: • Headlight placement • Ditch light rules I have seen headlights on locomotives on the • Cleaning freight cars Q front of the nose and up above the windshield • Finding trains by the numberboards. The location of the head- lights seems to vary by model. What is the reason Your February 2018 issue high- Qlighted Clinchfield No. 800 and other for this? — Garrison Counts, Colorado Springs, Colo. cab units. I thought ditch lights have been mandatory for years, but 800 and here is no real standard on head- others have none. Are renovations of Alight placement across the industry. historic units exempted? — Al Trojanowicz, Otentimes the location is simply the Middle Village, N.Y. standard location the locomotive builder uses, which has varied over the years, or You are correct, ditch lights in the by a speciic location requested by the AU.S. have been required for more railroad. Headlight placement can be than two decades and was implemented determined by visibility of the railroad’s on Dec. 31, 1997. hey are only required locomotive engineers in inclement to be used on equipment that operates weather, crew safety (so they don’t bump over public grade crossings at speeds into a hot headlight lamp while using greater than 20 mph. Federal regulations the front walkway), or ease of replace- require, among other things, a certain ment by maintenance personnel. minimum spacing between the ditch At times a railroad will change its lights relative to their position from the headlight placement location, causing a headlights on a locomotive, as well as a leet-wide conversion to the new loca- minimum height above the rail. he rules tion to be implemented. For example, also have a section that allows a locomo- Santa Fe began relocating its headlights tive to be exempt if it was built prior to to the nose of locomotives in the late Dec. 31, 1948, and is not used in regular 1980s. his practice carried through the commuter or passenger service. BNSF Railway merger in 1995 when Clinchield No. 800 was built right at former Burlington Northern locomo- the cutof of this rule in December 1948 tives also began receiving low head- and therefore does not require ditch lights during shop visits. Today, there is lights. Certain operators prefer to install Norfolk Southern ES44AC No. 8119 still a mixture of high and low head- removable ditch lights on classic locomo- illustrates a high headlight placement light locomotives on BNSF’s roster. — tives built ater 1948, which allows them between the numberboards. Chris Guss to retain the locomotives as-built appear- ance for photos and other events while still complying with the rule when neces- sary. — Chris Guss

If there was a shortage of empty Qwheat cars, could empties of another commodity such as corn or rice be used? Would these cars be cleaned before being spotted? — Mark C. Keever, Phoenix, Ariz.

Covered hoppers can handle many commodities in their 50-year service life. Consignees are responsible for cleaning cars when empty. TRAINS: Brian Schmidt

In short, yes. As long as a car is suit- Aable for the load it can haul any com- modity. Freight commodities range widely Preserved Great Northern SD45 No. 400 at Palmers, Minn., does not have permanent ditch in weight, which is why sand oten goes in lights installed, but instead gets temporary ones added as needed. Two photos, Chris Guss short two-bay covered hoppers and wheat

62 Trains DECEMBER 2018 A CSX freight streaks by the station at travels in larger three-bay cars. Even with- Sidney, Ohio, a local train-watching spot. IN THE JANUARY ISSUE in agricultural commodities, weights can The green signal indicates that another vary, for example, between corn, which is train is en route. TRAINS: Brian Schmidt heavier, and wheat, which is lighter for a AMTRAK’S given volume. Crew members use radios to talk to each MONEY MYSTERY Regarding cleaning, it is always the other while switching; radio enables dis- How the passenger carrier pays consignee or recipient’s responsibility to patchers and train crews to stay in con- for the trains it runs clean a car before releasing it back to the stant contact; “talking” trackside train railroad. However, remember that special- defect detectors report their indings. ized cars such as covered hoppers and hus, one can listen in on railroad radio Western Rail: tank cars are leased to the shippers them- talk and get information on train loca- locomotive rebuilder and more selves, so the rotation of such cars among tions and operations. One note of cau- multiple commodity groups is not tion: Some states prohibit mobile use of Forgotten genius of the first frequent. — Brian Schmidt radio scanners. transcontinental railroad Another option is to check trackside Where might I be able to find infor- signals on lines so equipped. A green or No. 1 in a series: the other Qmation such as train numbers and yellow signal will oten indicate the schedules for the trains that pass approach of a train. Trains’ has Transcons: Great Northern through my hometown so I can be more published several articles on trackside involved with train-watching? — Jason signals through the years. Snowplow action gallery Crossman, Johnson City, N.Y. Finally, network with your fellow railfan. here are undoubtedly people in Few freight trains are scheduled in the your area already with a grasp of regular Map: NYC commuters Atraditional sense, and railroads do not options. Learn from them, and, in time, share those schedules with the public. As share again what you’ve learned. 4449 at speed foldout! always, the best way to ind a train is to be One option for further information is trackside. However, railfans have a trick to our 2018 Hot S ots special issue. It has in- inding trains in short order. formation on decoding train symbols from First, buy and learn how to use a radio the seven Class I railroads, how to read scanner. Safe and eicient railroad opera- trackside signals, and guides to dozens of tions depend on radio communications. places you can visit in the U.S. and Canada. Order at www.KalmbachHobbyStore.com. ON SALE DEC. 11, 2018 — Brian Schmidt >> Questions? Email [email protected] to have your question considered for a future issue! www.TrainsMag.com 63 1869 2018

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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 • Tilt train 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

www.TrainsMag.com 65 RAILROAD ATTRACTION DIRECTORY STEP BACK IN TIME to experience the golden age of railroading. North America’s railroad museums and tourist lines provide afordable fun for the whole family! Plan your complete vacation with visits to these leading attractions. For information on advertising in this section, call Mike Yuhas toll-free at 888-558-1544, Ext 625.

ARKANSAS Springdale FLORIDA Plant City NEBRASKA North Platte ARKANSAS & MISSOURI RAILROAD ROBERT W. WILLAFORD RAILROAD MUSEUM GOLDEN SPIKE TOWER & VISITOR CENTER 306 East Emma 102 N. Palmer St. 1249 N Homestead Rd

This day-long, 134-mile round trip includes a three-hour layover in historic downtown Van Buren where you can enjoy lunch in a local cafe, shop along Main Street and enjoy the rich architecture of the historic downtown. Or, take a three-hour, 70-mile excursion from Van Buren to Winslow and back. Located at the “diamond” of the www.amtrainrides.com 479-725-4017 Eight story tower offering a panoramic view of the Union “A” line and “S” line for CSX Railroad COLORADO Golden Paciic’s Bailey Yard, the world’s largest classiication yard. In the Historic 1909 Union Station Depot. Visit our fully Thousands of railcars every day! COLORADO RAILROAD MUSEUM restored 1963 Seaboard Caboose and 1942 Whitcomb Located minutes off of I-80 and Hwy 83 17155 W. 44th Avenue switch engine. Museum is open Mon thru Wed from 12:00 to 4:00 and Thurs thru Sat from 10:00 to 4:00. Platform Hours: Open 9am-7pm daily is open 24 hours a day, every day for great train viewing. CSX freight, Tropicana Juice Train, Ethanol, TECO Coal, Twilight Tours (open past sunset) the 3rd Saturday of Amtrak are daily arrivals each month www.willafordrailroadmuseum.com 813-719-6989 www.goldenspiketower.com 308-532-9920

GEORGIA Folkston PENNSYLVANIA Marysville ROADMASTERS LODGE & FLS CABOOSE BRIDGEVIEW BED & BREAKFAST 225 & 215 B First St. 810 S. Main St. Nightly lodging next to the tracks, just a few blocks from the Lately, train watching Folkston Funnel! See 40-60 trains per day, to/from Jackson- around The Bridgeview ville to the south, Savannah to the north, and Waycross to the B&B has been extremely west. Lodge sleeps 6, with a full kitchen; caboose sleeps 2 exciting with motive adults & 2 children. Once again being managed by original power from BNSF, UP, owners James and Sarah Lewis. KCS, CP, CN, CSX and www.roadmasterslodge.com 912-270-5102 often leading, plus add NS heritage units into the mix and you have some amazing lashup possibilities! Trains There’s something amazing about trains. The familiar whistle ILLINOIS Union entering or exiting Enola Yard pass right by our front porch. has always promised adventure. Experience it again with a vis- From the spacious decks and sitting room, you can watch MUSEUM the Susquehanna River, Blue Mountains and train action on it to the Colorado Railroad Museum, one of the top 10 railroad 7000 Olson Road museums in the United States with one of the largest collec- Rockville Bridge! Plus, visit Hershey, Gettysburg, and PA Dutch tions of narrow-gauge equipment. The 15-acre rail yard also Country! Comfortable rooms all with private baths, A/C, Wii, features a roundhouse restoration facility and renowned library. and a tasty breakfast are included with your stay. Take a virtual Train rides throughout the year. Group rates and programs tour on our website and check us out on Facebook for daily available. updates, pictures and guest comments. ColoradoRailroadMuseum.org 800-365-6263 www.bridgeviewbnb.com 717-957-2438 COLORADO Leadville TEXAS Galveston LEADVILLE COLORADO & SOUTHERN GALVESTON RAILROAD MUSEUM 326 East 7th Home of Nebraska Zephyr. Steam, diesel trains, electric Home of the Santa Fe Warbonnets May 26 – June 15 1:00pm. June 16 – August 17 10:00am 2602 Santa Fe Place Galveston, TX 77550 & 2:00pm. August 18 – October 7 weekdays 1:00pm, cars. Send $5.00 for 32 page Guide Book; or #10 SASE Former Headquarters Gulf Colorado & Santa Fe Depot weekends 10:00am & 2:00pm. Spectacular trip travels into for color brochure with schedule & discount coupon. One of the Largest Railroad Museums in Southwest. the high , the railroad follows old C&S Trains operate Sat: May-Oct, Sun: Apr-Oct, Daily: Approx. 5 acres of 50 vintage rail cars, locomotives, roadbed & 1893 restored depot. Family friendly, pets allowed. Memorial Day-Labor Day. Museum open Apr-Oct. Lodging: freight, passenger. Indoor & Outdoor displays. One of the largest China For more info visit our web site. 847-695-7540 and 815-363-6177. & Silverware collection. O & H/O model Layouts. Free Parking with Admission. Open seven days a week. www.leadvillerailroad.com 1-866-386-3936 www.irm.org 815-923-4000 www.galvestonrrmuseum.com 409-765-5700

FLORIDA Fort Myers INDIANA Connersville TEXAS Rosenberg SEMINOLE GULF RAILWAY WHITEWATER VALLEY RAILROAD ROSENBERG RAILROAD MUSEUM 1921 Avenue F, Rosenberg, TX 77471

DIRECTORY 1-75 exit 136 at Blvd. 5th and Grand Murder Mystery Dinner Train The Rosenberg Railroad Museum is dedicated to the pres- ervation and education of railroading history in Fort Bend County. Exhibits include 1970’s MOPAC caboose, 1903 Tower 17, 1879 , Garden railroad, HO layouts and more! RRM is open Wed - Sat, 10 - 5 and Sundays 1 - 5. www.rosenbergRRmuseum.org 281-633-2846

WEST VIRGINIA Landgraff ELKHORN INN & THEATER Enjoy a comical murder mystery show while our chef Route 52 (Between Eckman & Kimball) prepares your ive course dinner with a choice of 3 entrees. Travel through time on Indiana’s most scenic railroad. The Murder Mystery Dinner Train operates 5 nights a week all 33-mile round trip to Metamora, May through Oct. year from the Colonial Station (2805 Colonial Blvd, Fort Myers, Special events Feb through Dec. Vintage diesels: FL 33966). Get-Away packages with hotel stay available with 1951 Lima-Ham 750HP SW, 1954 EMD/Milw. SD10, special pricing available only through Seminole Gulf Railway. 1948 Alco S1. Gift Shop. www.semgulf.com 800-SEM-GULF (736-4853) www.whitewatervalleyrr.org 765-825-2054

As seen on HGTV “Building Character” and “reZONED”! Newly restored “Coal Heritage Trail” Inn on NS Pocahontas Ride the rails to increased sales with railway line in scenic, southern, WV. Railview guest rooms, balcony and patio cafe. Call about our Railfan weekends. a Tourist Directory ad in 14 guest rooms, claw-foot tubs, ireplace, vintage quilts, art, antiques & gift shop/museum room. Meals available. Sat TV, VCR, slide-viewer, studio & Wi-Fi internet. On Route 52, 30 minutes from Blueield WV/VA. See our “railfan” pages on our web site. Local phone: 304-862-2031

RAILROAD ATTRACTION RAILROAD Call Mike Yuhas today! • 888-558-1544 Ext. 625 www.elkhorninnwv.com 800-708-2040

66 Trains DECEMBER 2018 WEST INDIES St. Kitts CLASSIFIEDS MISCELLANEOUS ST. KITTS SCENIC RAILWAY RAILHOPEAMERICA.COM: Send for a complementary Word Rate: per issue: 1 insertion — $1.57 per word, 6 copy of the Railroad Evangelist magazine “All Aboard!” in insertions — $1.47 per word, 12 insertions — $1.37 per print since 1938. REA PO Box 5026, Vancouver WA 98668. word. $25.00 MINIMUM per ad. Payment must accompany ad. To receive the discount you must order THE NATIONAL RAILWAY HISTORICAL SOCIETY: helps and prepay for all ads at one time. Count all initials, preserve railroad history. Please help us by joining or donat- single numbers, groups of numbers, names, address ing to the NRHS. See us at NRHS.com number, street number or name, city, state, zip, phone numbers each as one word. Example: Paul P. Potter, WANTED Include St. Kitts in your Eastern Caribbean cruise 2102 Pacific St., Waukesha, WI 53202 would count as 9 itinerary. Narrow gauge St. Kitts Scenic Railway Tour circles words. ARE YOU GETTING THE BEST PRICE FOR YOUR TRAIN this unspoiled island paradise, 18 miles by train, 12 All Copy: Set in standard 6 point type. First several COLLECTION? Our list of discriminating buyers grows each miles by bus. Twin- level observation cars, fully narrated, day. They want bigger and better train collections to choose complimentary drinks, a cappella Choir. One of the Great words only set in bold face. If possible, ads should be Little Railways of the World. sent typewritten and categorized to ensure accuracy. from! We specialize in O Gauge trains- Lionel, MTH, K-Line, www.stkittsscenicrailway.com (869) 465-7263 CLOSING DATES: Jan. 2019 issue closes Oct. 24, Feb. Williams, Weaver, 3rd Rail, etc. as well as better trains in closes Nov. 19, Mar. closes Dec. 19, Apr. closes Jan. all scales. We also purchase store inventories. Plus, we 23, May closes Feb. 20, June closes Mar. 27, July closes can auction your trains with rates starting as low as 15%. ADVERTISERS Apr. 24, Aug. closes May 21, Sept. closes June 25, Oct. We travel extensively all over the US. Give us a call today! The Advertiser Index is provided as a service to closes July 24, Nov. closes Aug. 20, Dec. closes Sept. Send us your list or contact us for more information at TRAINS magazine readers. The magazine is not 25. www.trainz.com/sell Trainz, 2740 Faith Industrial Dr., responsible for omissions or for typographical For TRAINS’ private records, please furnish: a Buford, GA 30518, 866-285-5840, [email protected] Fax: 866-935-9504 errors in names or page numbers. telephone number and when using a P.O. Box in your ad, a street address. ORIGINAL SLIDE COLLECTIONS and black & white BoilerSaver ...... 21 Send your ads to: magazine – Classified Advertis- negative collections. Any railroad or railroad subjects. Call ing 21027 Crossroads Circle, P.O. Box 1612 Waukesha, 908-755-5454. Calendars ...... 10 WI 53187-1612 Toll-free (888) 558-1544 Ext. 440 Fax: PRR LW PULLMAN CAR Cast-iron door nameplates, 1938- (262) 796-0126 E-mail: [email protected] 1950. J.H. STEVENSON, Rocky River, OH 440-333-1092 Cummins, Inc...... 76 [email protected] LODGING WANTING TO BUY 1947 FREEDOM TRAIN: Collections, Electric Railroaders’ Association ...... 8 Photos, Scrapbooks, Pins, Footage and Pennants, Slides, GO BEYOND MODEL TRAINS Our B&B has antique Toys. G.R. Barker, 2191 Cook Road., Ballston Lake, NY Four Ways West ...... 21 Pullman train cars as your guest suite. All cars with 12019 or E-mail: [email protected]. modern amenities. Central Minnesota, 800-328-6315, Greg Scholl Video Productions ...... 21 www.whistlestopbedandbreakfast.com RAIL SHOWS AND EVENTS STATIONINNPA.COM 827 Front St., Cresson, PA. The Inn Katy Railroad Historical Society ...... 15 DECEMBER 8, 2018: 64th Buckeye Model Trains & Railroad is 150 feet from the PRR Pittsburgh Main. We host hundreds Artifacts Show. Ohio Expo Center (Lausche Bldg), 717 Kohlhaas Corporation ...... 13 of railfans yearly. Our website cams stream train activity E. 17th Ave., Columbus, Ohio. 9:00am-4:00pm. Early 24/7. Check to see what you are missing. 814-886-4757 admission available Friday PM (7th). Over 300 tables of Lineside Video ...... 19 WISCONSIN, FERRYVILLE - Custom built two-bedroom model trains and railroad artifacts for sale. Miller, 3106 N. Rohester St., Arlington, VA 22213. 703-536-2954, Email: luxury vacation home along scenic and [email protected] or www.gserr.com. McMillian Publications ...... 15 BNSF Railroad. www.153main.com 608-317-1530. DECEMBER 15-16, 2018: 20th Tampa Model Train Monte Vista Publishing ...... 8 WWW.MANASSASJUNCTION.COM: Trackside lodg- Show & Sale. Florida State Fairgrounds. (Special Events ing in a 1902 Victorian B&B. View Amtrak, Norfolk and Center), Tampa, Florida. Saturday 9:00am-5:00pm, Sunday Morning Sun Books, Inc...... 23 Southern and VRE from property. 10 minute walk to board 10:00am-4:00pm. Over 300 tables, thousands of rail- or view trains at historic Manassas Depot and Museum. road items for sale. Early admission available Friday P.M. New York Air Brake ...... 2-3 703-216-7803. (December 14th). Parking fee. LSSAE: Miller, 3106 N. Rochester St., Arlington, VA 22213. 703-536-2954, Email: Norfolk Southern ...... 9 BOOKS AND MAGAZINES [email protected]. or www.gserr.com. JANUARY 26, 2019: The 28th Annual Great Tri-State Rail NY Central System Historical Society ...... 13 CAN DAN AND HIS CLUB SAVE Their favorite engine from Sale. La Crosse Center, 2nd & Pearl Streets, La Crosse, WI. the scrap yard? Read the Deltic Disaster and Other Tales, 9:00am-3:00pm. $5.00, under 12 free. Model, Toy & Antique Progressive Rail ...... 11 available at Amazon or melrosebooks.co.uk Trains & Memorabilia, Sale & Swap Meet. 608-781-9383. Railcom ...... 23 LOCOMOTIVE BUILDER RECORD BOOKS 80 books available, with more coming, offering fully detailed build- AUCTIONS railroadbooks.biz ...... 13 ers’ records. Send SASE for list to RH Lehmuth, 104 AMERICA’S PREMIER RAILROAD AUCTIONS: Consign N. 2080 E. Circle, St. George, UT 84790 or email: your quality items. One piece to an entire collection. Large Railroading Flashcards ...... 59 [email protected] for details, costs and sample page. 8-1/2 X 11” auction catalogs contain full descriptions and hundreds of photographs. Auctions are jointly sponsored Ron’s Books ...... 19 by the Depot Attic and Golden Spike Enterprises. The COLLECTIBLES combined knowledge and experience of America’s largest railroadiana firms will earn you “top dollar”. Mail and fax bids B&O, SOUTHERN, N&W HO BRASS: Also, complete set of Skookum In Steam ...... 16 are accepted. Information: Railroad Auction, PO Box 985, Trains magazines from 1941, and MR from 1934. SASE for 3 Land O Lakes, FL 34639. Phone: 813-949-7197. Switzerland 2019 Tour ...... 65 page list. Gary Tuttle, PO Box 11, Clinton, NC 28329-0011. RAILROADIANA FOR SALE: Rare and diverse offering of Trains Books ...... 59 railroad china, silver, lanterns, globes, brass locks, keys Your classiied ad can: Trains magazine ...... 65 and miscellaneous for sale. Continuously offering service plates. George Washington china and unknown top-marked Tell ’em what you’ve got Trains Special Issue ...... 17 patterns. Send $2 and LSSAE for unique listing to Golden Spike Enterprises, PO Box 985, Land O Lakes, FL 34639. Tell ’em what it will do for them Transcontinental Anniversary Items ...... 64 TOP DOLLAR PAID for steam/diesel or electric builder plates. [email protected] Telephone: 216-321-8446 Tell ’em how to get it Memories ...... 13 Union Pacific Historical Society ...... 8 PHOTOS, PRINTS AND Don’t wait any longer! SLIDES Place your classied ad today! Whitewater Valley Railroad ...... 23 TOP DOLLAR PAID for 35mm slide collections especially pre-1980. Mr. Slides, [email protected] Telephone: 888-558-1544 x 440 Withers Publshing Co...... 15 216-321-8446

www.TrainsMag.com 67 Gallery Round ’em up!

We’re at Burns, Colo., in the northwest quadrant of the Centennial State in summer 1958 as cattle are loaded onto stock cars for forwarding by the Rio Grande to market. Note the F units and wood stock cars that speak of an earlier day and age in railroading and ranching. — Photos by Harold Leinbach

A colorful ride

Canadian National train L506 rolls eastbound on Canadian Pacific’s Withrow Subdivision. The location is White Bear Lake, Minn. The date: Jan. 23, 2010. — Photo by Steve Glischinski www.TrainsMag.com 71 • AMTRAK’S COLONIAL CHATSWORTH LAC MEGANTIC • • ANATOMY OF A RUNAWAY TRAIN VS. FLOOD VOL. 2 >> Train Wrecks Vol. 2 Learn about derailments that Crashes changed railroading in our new that changed special issue. Order your copy railroading today at www.TrainsMag.com The bitter end

Dec. 3, 1978, was a sad day for privately operated passenger trains. On that day 40 years ago, Southern Railway’s beloved flagship passenger train, the Southern Crescent, northbound train No. 2, derailed at Shipman, Va., near Lynchburg, with fatalities. The train was days away from being transferred to Amtrak. — Photos by Rick Johnson

www.TrainsMag.com 73 Snow and lights

The glow of lights on a Christmas tree are not dimmed by snow on Pennsylvania’s Strasburg Rail Road. Mogul No. 89 couples to a caboose with a holiday wreath on the back door before another festival holiday trip. — Photo by Samantha Kuczynski

Frozen in time

The thermometer rests at or below zero on this New Year’s Eve in 2017 as Strasburg 2-10-0 No. 90 lets off steam before the final trips of the year. — Photo by Johnathan Riley

>> Want more photos? Check us out @trains_magazine on Instagram. Sunbathing

The first of three eastbound Union Pacific manifests tied down on Main 1 between Cheyenne and Borie, Wyo., patiently waits to head east toward North Platte, Neb., on Nov. 28, 2015. Fog just west of Cheyenne has produced and enhanced a gorgeous sunset. — Photo by John Crisanti