The EAST COAST CHAMPION
_________________________________________________________________________April 2006
PRESIDENT’S MEMO TO STOCKHOLDERS
RECOMMENDED READING
I just got my copy of this book recommended by Pat McKnight - Steamtown Supt. Great stuff
AND it's got some of my fotos of the final days of the EL passenger service. I first met the author as an undergrad at SUNY Binghamton where I was going to school on the GI Bill while
working on the EL’s Syracuse Division. Al really got into RRs and one of the chapters describes
riding #6 with our girlfriends as we descended the Poconos into the Delaware River valley &
rode through the watergap. What an experience.
Regards to all,
Walter E. Smith
----- Original Message ----From: <Pat_McKnight@nps.gov
To: "EL Mailing List" <erielack@lists.railfan.net>
Just saw a review for the book, Allies of the Earth: Railroads and the Soul of Preservation by Al
Runte. The title is intriguing, and I know there is some Erielack content in the book. I hope to
get a copy of the book soon and I hope to give my personal review for the list. Check out the link
below for the review:
http://www.inlander.com/localnews/345981435910561.php
Track to the Future - Book Review
by Paul K. Haeder
Allies of the Earth: Railroads and the Soul of Preservation by Al Runte
In this satellite-guided, supersonic age, books about resuscitating the once efficient and
broad coverage of America's passenger rail system might seem quaint. Proposing that our policy makers, transportation planners and community groups take lessons from what the Bush
Administration has labeled "Old Europe" to guide America through rebuilding its passenger rail
systems is anathema to the mindset of SUV-loving Americans. Not so for Al Runte, author of
the just published Allies of the Earth.
"Simply, Europe would be our classroom," writes Runte. "We would enter as often as
possible — as citizens, politicians, planners, academics and engineers — observing the lesson
and bringing it home. Europe is our future. We have a growing population and a dwindling land
base; we have room to spare but not room to waste. We would agree that transportation
should help us preserve the remaining glories of our continent."
Runte, who has taught at several colleges, consulted for the National Park Service and
worked for the Smithsonian Institute, also spends time discussing how our most beloved places, such as the Grand Canyon, would benefit from passenger rail service. More people using
trains would help relieve those national parks from all the negative impacts automobile traffic
has created: paved-over land for parking and huge road-widening projects in ecologically fragile or pristine areas to accommodate more cars.
Runte's unabashed support of America's train heritage and his deep look at the history of
how trains came to such a low point work to hook a more general readership. With such a
deep history, and with so many nuances that touch upon our national fiber, from conservation,
preservation, urban and regional planning, Runte's railroad world is pumped full of life, and his
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style of writing breathes authenticity and empathy into each page.
In the end, Allies of the Earth should convince any sound-minded American that the passenger train is vital to reviving America on many levels.
As final note to gracefully justify revitalizing America's trains, Runte quotes Aldo Leopold,
one of America's great environmentalists: "Examine each question in terms of what is ethically
and aesthetically right, as well as what is economically expedient. A thing is right when it tends
to preserve the integrity, stability and beauty of the biotic community. It is wrong when it tends
otherwise."
Publication Date: 1/4/06
(From the “Pacific Northwest Islander Online”)
MINUTES OF THE MARCH 2006 MEETING
Chapter President Walter Smith called the meeting to order at 7:15 PM on March 13, 2006. 20
chapter members were in attendance but we no guests.
Treasurer’s Report –Bob Selle gave the treasurers report. Don Pirson moved to approve with a
second by Stan Bell. The motion passed.
Approval of Minutes –Because there was no business meeting in February no formal minutes
were recorded. The President called for additions, corrections or comments to the January
minutes as published in the “Champion”. None were offered. Don Pierson again offered a motion to approve the January minutes and Stan Bell again seconded the motion. The motion
passed.

Old Business:
Dick Alkus expressed his concern regarding the declining membership of the NRHS. Dick
stated that he was concerned that there was no effort to reach out to the young people and
educate them regarding the importance of railroads to our nation. He reminded the membership that he had on two occasions made a motion that was accepted to prepare an educational presentation for the local school system. No progress has been made in preparation
of the presentation and no one has volunteered to put the presentation together. Dick indicated that because of his age (90) he didn’t feel that he could any longer support the effort
but made a plea for a chapter member to step forward.
Walt Smith acknowledged the need and indicated that he had spoken to several civic
groups but those were composed mainly of seniors. He said that he had considered offering
to speak in the schools and to scouts but because of family problems hadn’t. Walt went on
to say that he feels that part of the problem is that the railroads do not want to be in the public eye.
Hal Greenlee reminded us that the UP had a active public affairs program.
John Prestipino said that he thought the national organization should be better equipped
to prepare such a program.
Several other members spoke on related and unrelated matters but no one volunteered
to take on producing the presentation.
New Business:
 John Caselli said that he had found our chapter via Walt smith and the Erie Lackawanna
message board on the Internet. John said he was completing training in creation of Internet
web sites and said that he would like to create a web site for our chapter. John thinks that a
web site might bring in some additional new members. John said that he has some ideas
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that he would like to show the membership at an upcoming meeting. The site can be created
without cost to the chapter.
Walt asked for a show of hand if the members present would like John to proceed. The
show of hands was unanimous.
Reports & Announcements:

Harlan Hannah: Ed Vosaka has his diorama and pictures of Melbourne’s lumber Mill set up
in the Melbourne Library again. Question - would the chapter members like to have Ed
come in as a speaker? (Show of hands) affirmative.
 Question - would the members like to see a videotape about placer gold mining in the Fairbanks Ak area in the 40s? (Show of hands) affirmative.
 Stan Bell: The Sebastion River Model Railroad club is charting a bus to (West Palm Beach)
on March 18 for the purpose of riding TriRail. Could this organization try something like
that? Hal Greenlee said that TriRail’s manager is a big promoter and suggested that a shop
tour could be arranged.
 The secretary reported that he had received from the National Headquarters an updated set
of bylaws. The secretary will be glad to furnish them to any chapter member for their review
or reproduction.
 Hal Greenlee: Model train shows, April 8 Deland & April 28 – 30 NMRA regional convention
in Ft. Meyers.
 Hal Greenlee: RFD TV has a toy train show on Monday morning at 7:30 am; “Trains and Locomotives” (a prototype railroad program) on at Mondays at 6:00 PM and Saturdays at 9:00
am.
 Dave Kline: “Tracks Ahead” is on WBCC at 11:00 PM on Thursday.
 Harlan Hannah: DIY network has “Making Tracks” several times on Saturday.
Program:
Harlan Hannah: Video “Baltimore & Ohio + Western Maryland Steam in the 1950”
STACK TALK - April 2006
By Neil Moran
NEW ZEALAND
Let’s head Down Under and throw some shrimp on the Barbie. No, not Australia but New
Zealand. This country grabs the headlines for this month. Their railway system has recently
announced it will be celebrating its 100th anniversary of the Dunedin Railway Station. This station is one of the railroad’s historic landmarks on the line. One of the major activities planned is
to bring out and operate steam locomotives from various museums throughout the North and
South Islands. Starting around October 20, 2006 there will be ribbon-cutting ceremonies at the
Dunedin Station. Then a steam locomotive operating in regular service will follow. Later there
will be steam trains running in regular service along New Zealand’s major routes. Quite a few
various types of locomotives will be used. At present time it is not known just how many and
what types of locomotives will be used.
Mr. Paul Hashfield who organized this adventure said “Steam trains will begin in regular
service on major lines starting January of 2007.” He continued “We now have the opportunity to
step back in time and travel behind historic steam engines, through stunning scenery, and lines
previously closed to passenger service.” This writer has visited New Zealand in 2002 and explored both islands with deep interest. Since Dunedin is located in the South Island, one of the
most scenic railway lines runs along the Pacific on the east coast, through many tunnels and
over several bridges and through mountainous areas. The West Coast offers little as far as
railways are concerned along the Tasman Sea. The South Island is labeled the Switzerland of
New Zealand. It really lives up to that name, with snow-crested mountains and magnificent
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scenery, and with the bonus of having a steam train through it. More news about this extraordinary event will follow in future editions.
ZAMBIA
In the town of Livingstone, North British class 4-8-2 mountain type #204 has returned after
being based at Victoria Falls in Zimbabwe. This particular handled tourist operations over the
famous Victoria Falls Bridge now 101 years old. She is the only operational mountain class of
the three remaining 4-8-2s in Zambia. Unfortunately, it has leaking tubes, and this problem will
be addressed in Livingstone. The same situation exists with the museums 4-8-2 #156. The privately owned 14A Garratt #512 from Zimbabwe has apparently run on occasional tourist trains
along the section of the Mulobezi branch line out of Livingstone.
ZIMBABWE
Their steam shed has reported some news. The Museum’s 14th class 2-6-2+2-6-2 #507
Garratt is undergoing retubing, while 15th class 4-6-4+4-6-4 #416 was also getting work done on
her boiler. This engine at one time was considered the most prestigious engine of this class of
Garratts. She has recently returned to service at a ribbon-cutting ceremony at the depot. NZR
has also announced that it will begin restoration often of its Garratt locomotives over the next
eighteen months.
As reported before, just two short years ago, this steam shed was doomed to closure. A
new GM took over and asked for a delay on this decision. This person has turned this shed
completely around with revival of steam again. The NZR is truly appreciative of his efforts. As a
perfect example of his dedication, Garratt #416 was refurbished at a cost of 15,000 USD. The
main reason this nation can restore these locomotives is due to a seven billion Zimbabwean dollar grant, called “Operational Make Over”.
SOUTH AFRICA
Reef steamers in Germiston had its 15F class 4-8-2 mountain type # 2914 pass her hydraulic testing which moves her closer to completion. The museum has returned her by repainting a black scheme after thoughts of the British racing green. This museum also ran a doubleheader steam train with a #12AR class 4-8-2 #1535 and 15F class 4-8-2 #2914 for the annual
potato festival roundtrip to Bethal. From the information received both engines put on a spectacular show in the early morning light on various grades. No. 2914 also made an additional run
over to Maghaliesburg the following weekend.
At the Sanrasm Museum in Krugersdorp thieves broke in and stole several items off
steam engine 14 R 4-8-2 #1909. The staff had to pull off miracles to get her up and running to
power a special trip last spring. Museum operators feel this was an inside job and has tightened
its security force to combat further thievery. They also have moved several locomotives from
vulnerable positions to more secure locations.
DARJEELINC HIMALAYAN RAILWAY
This railway is probably one of the most famous railroads in the world and quite possibility
the most romantic. The unique two-foot gauge railway was constructed between 1879-1881 to
open the Indian Hill Station in Darjeeling. Since then it has held a fascination for steam fans.
On its fifty-five mile route, the railway climbs 7,000 feet using switchbacks and spirals where the
train appears to chase its own tail in circles to gain height. The diminutive locomotive, a class B
saddle tank has a crew of five. They consist of an engineer, fireman, coal breaker, and two
sand men that sit on the pilot dropping sand at various locations for greater traction. The grades
at times reach from 1% to 16%. This unusual railroad crisscrosses roads 180 times, has street
running through crowded bazaars. Merchants must move their wagons before the train comes
and move then back when the train passes. The train is dubbed “The Toy Train of India”. Upkeep of the old Victoria engines and maintenance of the track has taken its toll especially during
the Monsoon season. Closure seemed inevitable! Fortunately, a worldwide movement began.
At first, just supporter groups in India, and then various groups from outside India gave money
to the railroads. This resulted in the DHR being declared a World Heritage site by UNESCO in
1999 preserving this wonderful railroad for posterity.
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Thanks to this, plans are in motion to restore the exhausted fleet of steam locomotives
that date back to 1889. New coaches will be purchased, and the railroad plans on using diesels
at times to speed up the service. The roadbed is also being updated and stations refurbished.
The DHR truly feels this part of their history still has great tourist potential. As Mark Twain once
wrote that the day he traveled on the DHR was the most exhilarating day of his life.
CANADA
The Canadian Pacific Railway has announced some of its “Steam through the Rockies”
excursions through the West Coast Rail Tours. Listed are westbound excursions out of Calgary
on Sept. 26 and Oct. 10. These trips leave Calgary at 8 AM arriving in Banff for a short layover
then going to Lake Louise for servicing and overnight stay. The following day, departure is at 8
AM heading over the continental divide, and arriving at Revelstoke that evening for servicing.
Day Three leaves Revelstoke at 8 AM and runs to Kamloops for an overnight stay. Day Four
(the final day) Kamloops to Vancouver. The same schedule will adhere for the October 10th trip.
The eastbound excursion leaves (Mon.) Oct. 2nd out of Vancouver stopping overnight at
Kamloops. (Tues.) Kamloops to Revelstoke, (Wed.) Revelstoke to Lake Louise, and (Thurs)
Lake Louise to Calgary. There will be another eastbound trip out of Vancouver with the same
itinerary on Oct. l6th. The Fall season no doubt is the most scenic time of the year to enjoy the
Rockies. The colors, early snow on top of the mountains is a sight never forgotten. The basic
fare through West Coast Rail Tours $3,595 US per person sharing and $3,950 for single occupancy. Call toll free 1-800-722-1233 or e-mail tours@wera.org. CP will undoubtedly be announcing several other excursions for the spring and summer.
UNITED STATES
Union Pacific has verified that they will run its #844 Northern out of Denver to Cheyenne
on a round trip in conjunction with Cheyenne’s “Frontier Days” on July 22. The train departs
Denver’s Union Station around 8 AM and arrives in Cheyenne around noon. Then departs from
Cheyenne at 5 PM and arrives back at Denver around 9 PM. On July 24, enjoy another fan trip,
this time behind Challenger #3985 and #844 on a one-way trip to Cheyenne. The train departs
Denver’s Union Station on Monday the 24th at 10:30 AM. This trip will have several photorunbys, and stop at Terry Bison’s Ranch for a BBQ lunch. Later the train will leave for Cheyenne where you will be permitted to view the UP machine shop and roundhouse facilities, not
normally open to the public. You will also see the newly renovated UP station there. You return
to Denver via motor coaches. Ticket prices for this excursion: Lower level seating in dome car
is $199 and the upper level is listed at $234. Write LCCA Spec.Dept. N.M. 2006, P0 Box 479,
LaSalle IL. 61301-0479.
Here is a great opportunity to catch two of the finest operating steam locomotives running
today. These two behemoths will put on a show not soon forgotten. If this is a bit costly for you,
try this. Fly into Denver on July 21, rent a car and drive to Cheyenne that day. July 22 chase
the ferry run out of Cheyenne in the morning to Denver. July23 catch the #844 leaving Denver
on a round trip to Cheyenne, over night in Cheyenne and chase the ferry run back to Denver
that day with the #3985. July 24, follow the double-header with #3985 and #844 back to Cheyenne that day. You have the option of overnighting in Cheyenne or head back to Denver that
same day, remembering it is over 100 miles each way. That is four days of chasing UP steam.
Are you up to it? Steve Lee says, “Catch me if you can, but watch out for the unexpected”.
Last month I wrote that former S.P. Daylight engine #4449 was about to make a round trip
out of Portland, Or. to Bend on April 8 and 9. This is not correct. It now appears this round trip
may take place in late April. As of now no official date has been posted, so please check the
website for the correct dates.
Further up the west coast on July 7, the Cowlitz, Chehalis and Cascade RR, also known
as the Chehalis-Centralia RR will charter a special run with their 2-8-2 #15 (1916) from Chehalis
to Ruth, WA. The engine is an ex Cowlitz, Chehalis & Cascade and also ran on the ex Puget
Sound &Cascade. The locomotive had been displayed for thirty years in a local park and restoration began back in 1989 by the Mt. Rainier Scenic Railway. The railroad has thirteen miles of
track, and there is some spectacular scenery for photo opportunities that the train runs through.
Many photo runbys are scheduled.
After the riding the CC&C on June 7, get in your car and drive to the Mt. Rainier scenic
RR, a short distance a way. On July 8 this operation will run a steam train between Morton and
Tacoma, WA one-way. They will undoubtedly be using Mt. Rainier #17 a 2-8-2T built by ALCO
in 1929. In its day it ran on the former Hammond Lumber Co. RR. The following day, July 9,
5
this steam train will run between Tacoma and Morton one-way using the same engine. So here
we have a golden opportunity to ride behind two Mikados on different railroads for three days
with a scenic backdrop of the Pacific Northwest.
Our next stop along the West coast, will be Portland, Oregon. The Spokane, Portland
&Seattle (SP&S) #700, a marvelous looking 4-8-4 Northern will most likely be making its 2006
debut with an excursion out of Portland, OR to Wishram, WA and return on May 12. The engine
is owned by the City of Portland and is housed in the Brooklyn roundhouse along with ex SP
4449. This brute will roll along the Columbia River with its magnificent scenery into Wishram
that day with mostly first class accommodations. No doubt the cavalcade of cars conveying the
train will be awesome. This date is not written in stone so please check the website
http://www.sps700.org. If this run is made, tickets will go like hotcakes.
Our next stop will be Steamtown in Scranton, Pa. The restoration of the ex Boston &
Maine #37 13 marches on. The project has been underway since employees at the Steamtown
Historic Site removed and catalogue the external parts such as bell domes and lights. After
that, the next step was the removal of asbestos from the boiler. All this started in 1997. Since
then the engine has had flexible staybolt studs removed from the boiler, firebox, and smokebox.
These items were purchased and newly installed on the locomotive. Other items such as
sleeves, tube sheets, crown sheets, and a whole host of other units had been removed and
newly replaced. Presently, the group awaits word from Penn Dot on when they will be able to
start spending funds from the second Transportation Enhancement Grant received in 2004.
Since this is a matching grant they need to raise another 20% or $69,000 to use these funds.
These additional monies will be used to work on drive components, rebuilding the cab, changing
friction and roller bearings plus repainting the locomotive. The tender also needs to be completely reassembled. Total expenditure to date is close to $800,000. All these funds have been
through sales of refreshments and souvenirs sold at the Moscow Station and the donation box
located at the Steamtown site.
Meanwhile the National Parks Services through its Steamtown national historic site has
provided $444,000 for labor on the #3713 and the purchases of certain parts needed for the restoration. They have also received blue prints of the locomotive from the B&M Railroad Historical
Society. What the Society needs now is the original Lima builder plate and a color photograph
from the Pacific dating from 1949-1953. Also pictures, movies, slides of this locomotive in action would be a big help. However there is still work to be done. Looking at the list in front of
me they total to 28 projects yet to be completed. Included are repairing the smoke box, stoker,
boiler studs, journal boxes, booster engine, super heater etc. The Society feels they will need a
total more than a million dollars to complete her restoration. Contact www.IaureIlines.org. Our
final story concerns the Ohio Central Railroad and its preparation for the upcoming NRHS convention in July. Work has now been completed on their latest acquisition former LS&l 2-8-0 #33.
No sooner did the #33 come out of the shop, when #1293 a G5 class Pacific was brought in for
repairs. The repairs will take awhile to complete. These two locomotives will be the main stay
of the convention this year. It was hoped that the ex Grand Trunk 4-8-4 #6325 would be ready
but that’s not going to happen. She has serious bearing problems with her wheels that will take
a long time to repair. So it is just going to be #33 and #1293 running along with several vintage
diesels powering passenger specials. From what I have heard the convention in 2007 will be
held in Chattanooga, TN.
I sincerely wish to thank the following who made this column this month.
John Biehn (Dayton RR Society), John Batwell (SAR), Peter Conovich (NRHS-NY), Bruce Russell (RRE-NY), and from your most humble servant in steam.
UNTIL OUR TRACKS CROSS AGAIN
TRAIN STORIES AND STUFF
AMTRAK BUDGET
Submitted by Chuck Billings
---------- Forwarded Message ---------In a message dated 03/28/2006 9:54:59 P.M. Eastern Standard Time,
crocon@mindspring.com writes:
6
Dear Friends of Amtrak:
The following article was published in the Fredericksburg, Virginia "Free Lance Star" and is being distributed by Friends of Amtrak with the permission of the author, Colin F. Peppard. I trust
that you will find it of interest. Readers might also enjoy Mr. Peppard's weblog:
http://blog.foe.org/getting_there. It is called "Getting There" and is focused on mass transit, including Amtrak.
Regards,
Craig O'Connell
Friends of Amtrak
http://www.FriendsOfAmtrak.com
The A Train The A Train
Amtrak is afloat despite a continually fluctuating budget and without any long-term commitment from Washington. A national rail line, supporters argue, serves a vital role in transportation solutions.
Getting there in America: We want Amtrak
Date published: 3/26/2006
WASHINGTON--Over the last year, I have been traveling by rail through communities across
the nation, speaking with local officials, business groups, and residents about Amtrak. Everywhere I go, people tell me the same thing: Amtrak gives them a critical link between nearby cities and forms the backbone of their regional commuter and transit systems. No one wants anything but more and better Amtrak service. As one official in Michigan told me, "If we had more
trains, we'd put more people on 'em." And people are not just talking, they're walking (or riding,
in this case). Amtrak has set ridership records in each of the last three years.
Getting around our communities and cities has never been more difficult. Gas prices are
rising, airlines are going belly up, cars remain a major source of air pollution and carbon dioxide,
and traffic congestion is at an all-time high. Our economy depends on our ability to make thousands of miles seem insignificant. Yet too often, a 10- or 20- mile trip to the office takes an hour
or more and hard-won vacations begin an inch at a time on a crowded highway.
The problem is significant enough that candidates in dozens of major metro areas are being elected by pushing transportation reform. Americans are tired of the status quo because
they know how important it is to get around quickly, safely, and efficiently. Solutions to these
problems are not easy, but having a broad set of transportation options creates greater flexibility
to deal with problems. Amtrak, our nation's only passenger railroad, is an underused option that
is in real jeopardy of being permanently derailed.
Derailed rail?
Losing Amtrak would have a definite impact on commerce, national security, the environment, and our quality of life. But our transportation funding priorities tell a different story.
Congress is putting only about $1 billion a year into Amtrak. Meanwhile, Congress' bloated
2005 Transportation Bill will dump an average of $38 billion into roads each year. Dubious
transportation "earmarks" (Alaska's infamous "Bridges to Nowhere") will cost us four times more
than Amtrak's annual pittance.
While Congress regularly under-funds Amtrak, President Bush has been working to kill it
outright. Last year, the president zeroed out Amtrak's funding and supported pushing the rail7
road into bankruptcy. Bush's plan would have ended federal funding for Amtrak and forced
cash-strapped states to pay the difference. Several routes still would have been eliminated.
Administration officials floated vague talk of a 50 percent federal funding match for statefinanced projects. But the offer never actually materialized in any official proposal.
Not surprisingly, the president's plan was met with broad criticism from the public, elected
officials, and rail experts--including Amtrak's then-CEO David Gunn, a Republican and Bush
supporter. In a series of pro-Amtrak votes, Congress settled on $1.3 billion for Amtrak, despite
a White House veto threat. But this annual funding struggle hinders Amtrak's ability to succeed.
Imagine trying to run a household if you had no idea how much, or even if, you would be
paid next month. Critics point to Amtrak's problematic service record as a reason to end funding. But these lapses in service are due to lack of funding in the first place. The U.S. Department of Transportation has identified a chronic lack of adequate federal support as Amtrak's
single biggest obstacle. Reports have consistently shown that Amtrak needs $1.7 to $2 billion
per year to stabilize service and increase quality. Critics who call for Amtrak to make a profit are
deceiving themselves. Efficiency can certainly be increased, but Amtrak is a transportation system, not a profit center.
Training better
It is true that numerous reforms that are in order. Sens. Trent Lott (R-MIss.) and Frank Lautenberg (D-N.J.) have written these reforms into a bill that would also provide Amtrak with reasonable, predictable funding. Such reforms would resolve issues with reliability, service quality, and
infrastructure development. Despite the support of industry experts, labor, environmentalists,
and businesses, the leadership in the Senate has thus far failed to allow an up or down vote on
the bill.
Meanwhile, President Bush continues trying to kill Amtrak. In his 2007 budget, he claims
to have restored funding by including $900 million for Amtrak. However, this is a 30 percent cut
from last year. As far as Amtrak's CFO is concerned, $0 and $900 million yield the same result-bankruptcy. Further, much of Bush's proposal turns out to be highly conditional. When broken
down, $290 million of the proposed total is for mandatory payments on Amtrak's debt. Another
$400 million is earmarked to "discretionary grants" for meeting unspecified conditions. It is unclear whether Amtrak will ever receive any of this money. Without knowing what funding will be
available, Amtrak will be unable to make strategic investments, to obtain financing, or even to
undertake basic budgeting and planning. These leaves only $210 million in funding that is actually guaranteed to Amtrak under the president's proposal--a meager amount to sustain a worldclass railroad.
President Bush has made his intention to do away with Amtrak quite clear over the years,
and 2006 is no different. Rather than listening to public opinion and working with Congress, the
president has once again given us a plan that would shut down America's rail service. The
president should understand that a robust variety of transportation options will help us prepare
for an uncertain future. Our transportation system must include a strong passenger rail system
to protect our investments, our families, our environment, and our safety. But what we get out of
Amtrak depends on what we are willing to put into it.
COLIN F. PEPPARD is transportation policy coordinator for Friends of the Earth.
Date published: 3/26/2006
Friends of Amtrak by Craig S. O'Connell
URL: http://www.FriendsOfAmtrak.com
8
FEC NEWS
Here’s an upside report as view by the writer over a period of months. Back in April 2005?
The Florida East Coast Railway was given permission to abandon what had become the south
little river branch which runs from roughly 73rd street to downtown Miami and into the Port of
Miami. This former mainline stretch of about five miles was considered redundant. In the ensuing months the right-of-way acquired a large amount of flora and fauna (weeds), plus the railway
had gone along the track marking where the rail would be separated at destruction time. And so
it stayed until early December. Suddenly the right-of-way was cleared of all growth. On January 3rd as we approached the 20th street crossing at Miami Avenue, the gates were down, no
train in sight but the rails had been used. Later that day as we approached the NE 82nd street
crossing, a GP-40 appeared pulling a train of flats containing circus trailers and vans. He pulled
up far enough to clear the switch and then backed down on the branch with a GP unit on the
other end as in push-pull operation. The FEC, by hook or by crook, had reopened the branch to
accommodate the Ringling circus at the American Airlines Arena, which sits alongside the Port
track. They apparently ran the train in two sections, which is why the gates at 20th street were
stuck down from the first move carrying the animals. Such a revelation! Were they forced into
this or was enough cash unfolded to make it worthwhile. After all, everything was still in place,
just clean it up and go! (Miami Chapter Newsletter, Jan 2006)
Speculation is still rife as to whether or not the FEC is going to remove the track from its
“South Little River Branch” which is the old mainline extending from Little River to downtown Miami and the Port Of Miami. It was officially abandoned last April but was allowed to become
Weed-grown. This past December a crew came along clearing the right-of-way so they could
move the RINGLING CIRCUS TRAIN to the AAA arena in early January. Now what? (Miami
Chapter Newsletter, Feb 2006
Mercury in Service
One of the most beautiful trains recently put into service is the Mercury of the New York
Central System.
It was placed on regular runs between Cleveland and Detroit, July 15. The train cuts one
hour from the old schedule, making the run of 170 miles in 2 hours and 50 minutes to Detroit
and three hours on the return trip. On a test run it easily made 92.4 miles an hour, but this was
not its top speed.
The train has many unique features. The locomotive is propelled by steam. Both this and
the cars are streamlined. The train includes seven cars. They are opened for breakfast at
Cleveland for passengers three-quarters of an hour before the train leaves for Detroit. On the
return trip in the evening dinner is served.
The locomotive is a 4-6-2 type; the driving wheels are illuminated with floodlights; engine
and tender are 91 feet long and weigh 305 tons. The locomotive was made at the New York
Central shops at Albany, NY.
The cars weigh 438 tons and seat 200 passengers.
The color designs are extremely attractive; furniture is modern in design and in some of the
cars it is arranged in unusual ways. Some chairs are movable.
Rubber cushions between the cars take up the slack; springs between tender and the first
car do likewise. The train starts and stops as a unit.
Early reports of traffic on the train indicate that passengers are attracted by the beauty and
comfort of the travel. (From “Locomotive Engineers Journal”, August 1936)
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CHAPTER OFFICIERS
FLORIDA EAST COAST CHAPTER, NRHS
President
Vice-President
Treasurer
Recording Secretary
Historian
Newsletter Editor (Interim)
National Director
Walter Smith
Hal Greenlee
Bob Selle
Harlan Hannah
Jerry Sheehan
Harlan Hannah
Tom Hammond
From http://www.getcruising.com/rails/_fec.html
Florida East Coast Chapter, NRHS
P.O. Box 2034
Cocoa, Fl 32923
Next Meeting: Monday April 13, 7:00 PM
Central Brevard Library & Reference Center
308 Forrest Avenue, Cocoa, Fl 321 633-1792
Program: Harlan Hannah: video “Alaska Gold”
10
(321) 757-3349
(321) 636-3393
(321) 632-0944
(321) 636-7986
(321) 452-8649
(321) 636 7986
(321) 267-8339