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December 2010
Issue 225
December 2010 • Rail & Wire • 1
Rail & Wire STAFF
Managing Editor ....................................... Ray Piesciuk
E-MAIL rpiesciuk@irm.org
(630) 640-0823
Editor/Reporter ...................................... Julie Piesciuk
E-MAIL jpiesciuk@irm.org
(630) 640-0802
Reporter ..................................................Pauline Trabert
E-MAIL pauline.trabert@gmail.com
BOARD OF DIRECTORS
President .............................................
............................................. James Nauer
1st Vice President ................................... Ed Rosengren
2nd Vice President ........................................Steve Jirsa
Board Members
Gerry Dettloff
Nick Kallas
Jerry Lynn
Joe Stupar
Executive Director .................................
................................. Nick Kallas
Marketing/Publicity.............................. Ed Rosengren
IT/Webmaster ............................... James Kolanowski
Membership Services ............................... Jan Nunez
Store Manager ...................................... Tom Blodgett
Internet Sales ....................................... Julie Piesciuk
Volunteer Coordinator ....................... Pete Pedersen
Used Bookstore ................................... John Wozniak
Take the Throttle ........................................ Jan Nunez
General Manager ............................. Gerry Dettloff &
James Kolanowski
Electric Car Curator .................................. Rod Turner
Electric Car Curator Emeritus ....... Robert Bruneau
Freight Car Curator................................... Bob Kutella
Internal Combustion Curator ...... James Kolanowski
Motor Bus Curator ............................. Jerry Saunders
Pullman Library Curator....................... Ted Anderson
Railroad Coach Curator ......................... Mike Baksic
Steam Curator ............................. Thomas Schneider
Strahorn Library Curator ............... Barbara Lanphier
Trolley Bus Curator ................................ Ray Piesciuk
Superintendent Operations .............. Harold Krewer
Assistant Superintendent Ops .................. Jim Nauer
Weekday Operations ........................ Robert Heinlein
Trainmaster ................................................. Steve Jirsa
Crew & Records ............................................ Jim West
Safety & Training .................................... Dennis Matl
Chief Dispatcher .................................. Ed Rosengren
Track & Signal ....................................... Julie Johnson
Roadmaster ....................................... Adam Robillard
DC Line ........................................................ Max Tyms
General Manager Facilities ............... Dave Diamond
Buildings & Grounds ...........................Dave Diamond
Exhibits .................................................. Lester Ascher
Diner .................................................... Dave Diamond
Official Publication of the Illinois Railway Museum
Issue 225
December 2010
ILLINOIS RAILWAY MUSEUM, PO BOX 427, UNION, IL 60180
(815) 923-4391 • Fax (815) 923-2006 • Web Site http://www.irm.org/
Cover: Marcus Ruef operates the Model 50 Burro crane as Frank DeVries hooks the chain to
the rail to lift a low spot in yard track 14-2.
Photo by Adam Robillard
Consist
From the Archives of the Strahorn by Barb Lanphier ................................................ 2
Chicago & West Towns Car 141 Update by Frank Sirinek ......................................... 3
Keeping IRM on Track by Julie Piesciuk .................................................................... 3
From the Desk of the President by Jim Nauer ........................................................... 5
Honor Roll of Donors ............................................................................................... 6
Save the CB&Q 1309 by Roger Kramer ...................................................................... 8
CTA 2153-2154: Our Space-Age High-Performance ‘L’ Cars by Richard Schauer .... 9
RPO Weekend at IRM... Making One More Catch by Jon E. Habegger ................. 12
Mass Transit in Milwaukee: 150 Years and Still Going! by Walter Unglaub ............. 14
Electric Car Dept. Update: July-September 2010 by Frank Hicks .......................... 16
The South Shore Line Sign Restoration by Dave Diamond ...................................... 19
749: Then & Now by Ed Oslowski ............................................................................ 21
Post-Service History of Sand Springs Railway No. 68 by Bob Kutella ..................... 22
From th_ @r]hiv_s of th_ Str[horn... By: B[r\ L[nphi_r
Safety Director .........................................
......................................... Don Jirsa
Treasurer ..........................................
.......................................... Tammy Weart
Accounts Payable ..................................... J. T. Reuter
Accounting/Payroll ........................... Carol Schossow
Cashier ........................................................ Jan Nunez
Budget Manager .......................... James Kolanowski
Corporate Secretary ............................... Bill Wulfert
Recording Secretary.......................... Carol Schossow
Rail & Wire is published as a benefit of membership by the
Illinois Railway Museum, Inc., a not-for-profit Illinois
Corporation, PO Box 427, Union, IL 60180. Single-copy price
(by mail) $ 3. Third-class postage paid at Union, Illinois.
POSTMASTER: Send address changes to Rail & Wire, Illinois
Railway Museum, PO Box 427, Union, IL 60180.
Change of Address: Send old mailing label (or old address
and computer number) as well as new address to: Rail &
Wire, Illinois Railway Museum, PO Box 427, Union, IL 60180.
Contributors: Rail & Wire, Illinois Railway Museum, Inc.
accepts no responsibility for unsolicited manuscripts, photos
or drawings. Submissions will not be returned unless
accompanied by a self-addressed envelope with sufficient
postage for return. Rail & Wire assumes that all news items,
review items, and letters are offered gratis unless otherwise
agreed upon in advance.
Advertising: Advertising is neither solicited nor accepted.
Copyright 2010,
2010 by the Illinois Railway Museum, Inc. The
contents of this publication may not be reproduced either in
whole or in part without the written consent of the publisher.
Neither Rail & Wire or Illinois Railway Museum is responsible
for the opinions expressed by its contributing editors and
writers.
2 • Rail & Wire • December 2010
Have you ever traveled to the Pacific Northwest by Amtrak? The scenery is
breathtaking, and in many instances, not much changed from the trip you might have
made one hundred years ago. At that time you would have traveled on the trains of the
Chicago, Milwaukee and Saint Paul and the Chicago, Milwaukee and Puget Sound
Railways. The Strahorn Library is fortunate to have an album of scenic views from this
trip that also includes interiors of the railway cars, such as the barber shop, bath, dining
car and parlor car. This artifact is a part of the collection at the Strahorn Library and is
available for viewing on Wednesdays and by appointment..
Rail & Wire is issued as a benefit of membership in the Illinois Railway Museum, a not-for-profit, educational organization. Membership in the Illinois Railway Museum
is open to any person or family on the following terms: Individual Associate membership is $40.00 per year. Family membership is $65.00 per year (family includes
spouse and children under 18 years of age). Sustaining Membership: $95.00 individual, $140.00 family. Membership includes a subscription to Rail & Wire (value
$12.00, not offered separately), and entitles members to free admission to the Museum grounds, free train rides operated for the general public, and discounts on
giftware, books, and educational material. IRM dates, fees, collection information and general railroad data is available at http://www.irm.org/
CHIC@GO & WEST TOWNS
C@R 141 UPD@TE
By: Fr[nk Sirin_k
With the hot summer weather upon us, we had the
opportunity to focus on work that was on hold during the past
winter and spring. Two major projects that were delayed in the
past were addressed; one was completing the trolley cable hookup on the roof of CWT 141 and the routing of motor cables
under the car. Both Mike Alterio and I worked on the roof
project, which was completed in May. We soldered a new cable
from each trolley base to the incoming lead to the platform of
the car. The cables were cleated along the trolley boards and
the connector lugs to each trolley base. That job will enable
600V DC to feed into the cars electrical system, so that it can be
fired up later with the pole on the wire.
We also addressed the connecting of the air governor under
one of the “nickel seats” at the #1 end. Mike fabricated brass
sleeves for the governor cables for quick disconnect when
needed. We then routed the output cable from the governor to
the compressor and tried to follow the original route where the
cable was fastened prior to 1948, when the car was removed
from service and stripped. Mike secured the cable to the
underfloor with new clips. Next we removed the low voltage
light bulbs from each socket and installed the correct 130 volt
lamp bulbs. We were then ready to put 600 Volts DC to the car.
As soon as we put the pole up, the lights came on and the
compressor started up. This was the first time that had
happened since April of 1948.
Over 9 years ago, Bill Thiel and I installed a re-built CP-27
compressor under the car, and there it sat—waiting—until June
2010. At present it is not connected to the air system but it free
wheels as it operates. We do not anticipate plumbing the unit
until the car is on the pit as we work on getting the brake system
operational. Another step is nearing completion on 141’s
twelve-year-long restoration.
The traction motors are still stored at the motor shop at our
request. Safe and dry, they will remain there until we are ready
as a team to address their installation into the trucks. In the
meantime the 16 motor cables connected to 141’s PC-5 control
unit will be connected to the main cables under the car and then
to each motor under all four trapdoors. We assembled the split
motor connectors and cleaned them up in pairs to be soldered to
these cables as soon as possible. We are short a couple of pairs
but expect to find them in our stock of spare parts. All of the
above projects have moved our schedule forward and closer to
seeing 141 both motor and brake. Thank you again for your
patience and support of this very important project. Generous
donations to 141’s motor fund made it happen! Keep the
support alive and we will soon follow through to completion.
Editor’s note: Just after writing this update, Frank fell and
injured his knee. Following surgery in early August and a
month of healing, Frank is having physical therapy several
times a week as this issue goes to press. He is keeping busy
with aspects of the restoration that his temporary physical
limitations will allow.
K__ping IRM On Tr[]k
By: Juli_ Pi_s]iuk
The Illinois Railway Museum has over 400 pieces of rolling stock in its
collection. Visitors and members alike marvel at the sleek body of the Zephyr,
the newly restored electric streetcars, the luxurious interiors of passenger cars,
and the inner workings of a steam locomotive. They are intrigued by motion and
many will stop in their tracks at the sound of a crossing signal. Some get their
cameras ready and others just wait to see what interesting artifact will pass before
them. Touring the museum on the carline or viewing the countryside from an
electric train on the mainline takes our visitors back in time. They are often
treated to historical facts and restoration stories about the piece on which they are
riding. After disembarking, they immediately plan which artifact they will visit
next.
Diesel, steam, streetcars, freight cars, passenger cars, interurbans, rapid
transit… What do they all have in common? Each is a significant part of our
“Museum in Motion”, but an even more important, and often overlooked
similarity, is that they all must sit on track.
When IRM moved to Union in 1964, there was no track at all. Over the
years, volunteers painstakingly laid rail and tie on the property. Today, there are
approximately 11 miles covering the Museum Campus, including the five-mile
main line, the one-mile carline, and about five miles of yard track both outside
and inside buildings. New tracks are laid with every expansion project and the on
-going daily maintenance of existing tracks is essential. There is a small but
dedicated group of volunteers in the Track Department that takes on this
responsibility to ensure that the trains continue to run smoothly and safely. These
are their stories.
Mitch O’Brian installs a missing bolt using an 18-inch adjustable wrench.
Photo by Tom Hunter
underneath the rail at each end of the tie and raised a sufficient
amount to slide out the tie plates. Finally, the tongs are used to
grab one end of the tie to pull it out. The process is reversed to
put in the replacement.
If a defect is found in the rail, the entire 39’ section is
replaced. The first step is to pull, but not remove, the spikes on
the field side of the rail. The spikes on the inside are
completely pulled out. There are joint bars on each end of the
rail secured by a total of eight bolts. These bolts are removed
and the joint bars are separated. The rail is rolled out and a
new one is put in its place. In most cases, joint bar holes have
been pre-drilled in the new rail, but sometimes this task is
executed by track volunteers.
Track volunteers load a ballast car using a clamshell bucket rig
attached to the Model 50 Crane.
Photo by Tom Hunter
Track Inspection
Typically, the track department performs their annual
inspection of the mainline and carline the first two weekends in
March. They walk every inch of the track and look for
deteriorating ties, broken rails, broken bars, and other situations
that may require their intervention. They also evaluate the
condition of points on switches and check the rail gauge. In
addition to visual inspections, a rail defect car is sometimes
used. The last two weekends in March are set aside for
performing any necessary repairs.
The Operating Department at IRM consists of highlytrained volunteers that have logged many hours on the rails at
the Museum; some have operating experience in the railway
industry and come out to operate on our demonstration railroad
too. These volunteers assist the track department by notifying
the dispatcher if a track just doesn’t “feel” right. A member of
the track team immediately heads out to assess the situation.
Oftentimes the concern is well-founded and steps are taken to
make the repairs.
Defects in track are most often attributed to normal wear
and tear, but sudden cold strikes could also be a factor. Rails
expand and contract with quick freezes which may cause
breakage. The Track Department, however, is diligent with
their inspections and, although not regulated by the Federal
Railroad Administration, does its best to maintain as close to
FRA standards as possible.
Track Maintenance
If defects are found during an inspection, the next course
of action depends on the type and location of the defect. If
there’s a break in a certain location on a joint bar,
for example, it may still be travelled on at reduced
speeds. If the break happens to be at a different
location on the bar, the line is placed out of service
until the bar is replaced.
Ties are replaced if they are split and/or if they
are not holding spikes. On the mainline, there may
be no more than three “less than favorable” ties in a
row, with none supporting a joint. In addition,
there must be at least eight favorable ties in every
39 ft. section. When any of these conditions are
not met, the crew begins the replacement process.
The cribs are dug out, the stone is cleared away,
and the spikes are pulled. A jack is placed
Laying New Track
As IRM’s collection grows, expansion projects are planned
and implemented which usually involves laying new track.
This process is a lengthy one.
First the ground must be
excavated and leveled. Using a tie crane, the ties are set into
position. Measuring the gauge carefully, the rails are placed
next and manually spiked to each tie. The joint bars are
installed attaching the rails end-to-end for the entire length of
the project. Ballast is trucked in, transferred to a ballast car,
and dumped on the newly installed track. A regulator is used
to spread the ballast and fill in all the gaps. A ballast tamper is
used to pack the ballast to ensure even distribution and a firm
surface. This procedure is usually repeated two or three times.
Finally, the track is “broomed” to remove ballast from on top
of the ties. This is important because stones hold moisture and
may cause the ties to deteriorate more rapidly if left on top.
Railroad ties are 8” high, 6” wide, and 8’ 6” long and rails
are normally 39’ long. These raw materials are very heavy.
Fortunately, IRM has managed to acquire a variety of
specialized machines to facilitate maintenance and create a
dependable and safe infrastructure.
Maintenance-of-Way Equipment
Tom Hunter always says, “Oil under pressure, not people
under pressure.” In keeping with this philosophy, the track
department maintains twelve pieces of equipment in their fleet,
including two regulators, two tampers, three cranes, and a
mower. The majority of this equipment was donated and has
been maintained through the years by track volunteers.
Tom Hunter and Frank DeVries are at the controls of this mower
for a long 10-hour day of clearing brush along the mainline.
Three passes were required (with the boom out a different
distance each time) to complete the task.
Photo by Tom Hunter
An engine rebuild on the switch
can be raised and lowered as the
tamper was recently accomplished and
machine is moving to avoid obstacles
new hoses were installed. This piece of
such as poles and signals. When there
machinery, among other things, is used
are no obstacles, both booms must be
to raise sunken track. This procedure
lowered for counter balance.
helps eliminate the side-to-side rocking
to preserve the smooth ride to which
Around the Museum
visitors have become accustomed.
Not only does the track
The tie crane has also recently
department build and maintain the
undergone repairs thanks to Rick
infrastructure at IRM, they are also
Volkmann of Volkmann Railroad
very generous with their time and
Builders. He donated an engine,
r esour c es i n h el pin g ot h er
radiator, and a mechanic’s labor to
departments. They have provided
install them.
the equipment and an operator to
To keep the equipment running
help the Signal Department set and
smoothly and efficiently, on-going
remove signals.
They recently
maintenance is required. There is a
assisted the freight car department
lot of time and money involved with Tools of the trade — pictured above are the tools used
by using their crane to take apart a
upkeep, but there are some projects for tie replacements. Most notably, the rail jacks and
truck so that a wheelset could be
spike maul (above left) and the tie tongs (lower).
that simply cannot be completed
Photos by Julie Piesciuk replaced. They also help at special
without certain equipment. The cost
events including Happy Holiday
of hiring contractors would be prohibitive, so track volunteers
Railway. This year, they will be throwing switches and
continue to work hard to ensure that their equipment is in good
preparing smudge pots to melt any ice.
operating condition.
A tremendous debt of gratitude is owed to the hardworking members of the Track Department without whom the
Mowing & Tree Trimming
Museum could not function as efficiently and safely as it does
Another task the track department performs that is often
today. The following individuals deserve special recognition
taken for granted is mowing and tree trimming. Not only does
for their enthusiasm and dedication to the cause: Roadmaster
this help make the right-of-way look good for our visitors but it
Adam Robillard, Frank DeVries, Tom Hunter, Matt Oleson,
prevents paint damage on the outside of newly restored trains
Jeron Glander, Andy Chmura, Connor Doornbos, Mitch
and streetcars. It’s also important for operators to have a clear
O’Brian, and everyone else who has helped with track over the
view of the track ahead of them, signals, and pedestrians.
years.
Mowing and tree trimming is done at least once a year or
Track and equipment maintenance is an on-going concern
whenever is necessary. When mowing on controlled track, the
and often quite costly. Please consider making a tax-deductible
dispatcher must be notified and operations are suspended if
donation to the track equipment fund to help defray these costs
necessary. The “mower” has a 30’ boom on each side with a
and to provide for future expansion projects.
¾” steel cutting blade mounted in a mower deck that can swing
and pivot to reach high trees and low brush. It travels on the
Special thanks to Frank DeVries and Tom Hunter for their
tracks and cuts brush on both sides simultaneously. The booms
help in preparing this article.
From th_ D_sk of th_ Pr_si^_nt
By: Jim N[u_r
The Illinois Railway Museum is the largest railway museum in the nation, thanks in large part to the
generous donations from our members. And while we are honored to hold the title, this distinction means
that we also have larger expenses to support our activities and goals. Now more than ever, we need your
help to meet the education and entertainment needs of our guests.
Our most pressing need is for support of our Demonstration Railroad. Despite the efforts of our
talented and committed track volunteers, our railroad is showing the signs of deferred maintenance due to
lack of funding. Ironically, this is the same problem faced by many railroad operations in the late 1950’s, 60s, and 70s, many of
which no longer exist. We hope to avoid this fate for IRM by securing funding for a new Infrastructure Fund.
We think you’ll agree that the Illinois Railway Museum is much more than a railroad. Over the last 47 years in Union, we
have developed and beautified our museum campus. With the increase in exhibits, buildings, and storage facilities, comes the need
for repair, replacement, lightning protection, increased security, a more robust communication system. Your generous donation
means that our volunteers can continue their hard work through the freezing winter months and that our streetcars will run
seamlessly along the carline.
The generosity of our Museum’s members and friends has been outstanding in the past, and we thank you very much for your
continued interest and support. This year, we ask you to consider supporting our new Infrastructure Fund. We hope you will all join
us for a very successful 2011 at IRM. May you all experience a wonderful Holiday Season and may your New Year start off on the
right track.
Honor Roll of Donors
(2009)
Corporate & Foundation Sponsors
Allstate
AT&T Foundation
AT&T Services Foundation, Inc.
Automatic Data Processing (ADP)
Avalon Rail, Inc.
Avaya
Bank of America
BNSF Foundation
BP Foundation, Inc.
CA, Inc.
Canadian National Railway Co.
Clorox Company Foundation
Exxon Mobil Foundation
GE Foundation
Illinois Tool Works Foundation
J P Morgan Chase
Johnson & Johnson
Kraft Foods
McGraw-Hill Comp
NCR Foundation
Norfolk Southern
Pfizer Foundation
R R Donnelley
RBC Foundation
Shawn M. Donnelley Fund
State of Illinois
TTX Company
Union Pacific Railroad
Wells Fargo
Wm. Wrigley Jr. Company Fndtn
Individual Donors
$5,000+
Arie & Ida Crown Memorial
Great Midwest Train Show
Susan & Tom Banakis
Clifford B. Chase Trust
Charles F. Amstein
Henry Auchstetter
Randall Hicks
Steven Hyett
Julie Johnson
Milwaukee Road Hist Assoc., Inc
Robert T. Olson
Albert J. Reinschmidt
$2,500 to $4,999
Nigel G. Bennett
W. A. Carrington Jr
James & Susan Matson
Charles P. McQuaid
George L. Forslin
Carl Klaus
George R. Clark
John S. Fisher
Ray & Julie Piesciuk
Adam E. Robillard
Peter J. Schmidt
Jeffrey L. Wien
$1,000 to $2,499
Ted Anderson
Lester Ascher
Assoc. of American Railroad
Dr. Carl R. Bogardus Jr.
Martin & Caroline Both
Robert Bourne
John W. Bregger
Norman Carlson
J. David Conrad
Ray Cosyn
Charles & Lillian Appel Trust
Tony J. Aukett
Wm C. Aylesworth
David R. Bales
David W. Bishop
Mr & Mrs Terry Borden
Denis & Nancy Bowron
Kevin T. Brown
Donald A. Bruno
Rev. Daniel P. Buck
Burl Rt Hist Soc
David R. Cook
Dennis C. Daugherty
James L. Ehernberger
Michael D.
Engebretson
W. O. Degner
Raymond A. DeGroote, Jr
David Diamond
Louis R. W. Edmonds
William P. Fogarty Trust
John W. Frett
R. H. Helmholz
William L. Johns
David L. Johnston
Nick Kallas
Charles S. King
Barbara F. Lanphier
Carl C. W. Lantz
Richard N. Lukin
Linda McCabe
Eric Mumper
Walter J. Ostopowicz
Stan Rankin
David Shtaida
Frank E. Sirinek
Andy Wright
$500 to $999
Jonathan Fenlaciki
Jeff Fryman
Gregory Gajda
Lawrence E. Goerges
Harold C. Golk
Daniel T. Hawtree
Thomas C. Heinrich
Roger C. Hinman
Joseph M. Jonas
Dorothy T. Kaplan
Sean E. Knight
Robert J. Kutella
Donald L. MacCorquodale
Joseph R. Mack
Edward J. Maurath
Robert J. Meckes
Curtis W. Miller
Robert A. Miller
Jeffrey G. Mora
Mr & Mrs Raymond
Piesciuk Sr.
Thomas J. Post
Ron Sebastian
John J. Scepanski
Michael F. Seibold
Thomas & Sharon Sharratt
William J. Simmeth
Bradley J. Taylor
William A. Van Der Laan
William G. Wagner
David M. Wilkins
$250 to $499
Glenn Ahrenholz
Roberta A. Ballard
Clyde E. Bassett Jr
Richard K. Bates
Raymond J. Bellock
Roy G. Benedict
Mark E. Bolliger
David L. Brown
David Butts
Greg Cise Family
John Cloos
Gerlinde J. Colla
Thomas F. Connolly
Joseph M. Crnkovich
Roger C. Dart
Mary A. Dresdow
George H. Foelschow
John J. Foster
John A. Franta
Frederick Fritsch
Mark C. Gellman
Dan Gornstein
James H. Griffith
Jon C. Habermaas
Elizabeth M. Hampa
Michael B. Harris
Terrance J. Hebron
Paul & Karen Herkes
Richard M. Herwitt
R. S. Hewett
Susan Hewett Keller
Steven Holding
Janet & Diane Johnson
Daniel J. Kennedy Jr.
George Knuth
James Kolanowski
Robert Konsbruck Family
Margaret A. Kramer
Robert E. Krause
Mr & Mrs Hubert Lattan
Cheryl Lint
Gerald Lynn
Frederick J. Maloney
Jason Maxwell
Peter A. Morgan
A. W. Nicholls
Mike Ogarek
John O'Keefe
Robert I. Oliphant
Bruce G. Plaxton
David W. Richter
Frank H. Richterkessing, Jr
Robert K. Riemann
Martin L. Ries
Caryl E. Rine
John A. Ross
Stephen M. Scalzo
Walter K. Sehnert Jr.
Reginald Simon
Philip Stepek
Berton Stevens, Jr
Jack & Mary Stone
David A. Svendsen
Ralston L. Taylor
Rick Thomas
Laddie J. Vitek, Sr.
Stan Wdowikowski
Charles & Helen Wellestat
John Wilke
$100 to $249
Crayton & Jan Achelpohl
Randy C. Allegrezza
Norm & Roberta
Anderson
Randy & Betty Anderson
Joseph S. Andrusyk
Gerald D. Arnst
Dan Farrell
Richard J. Ashton
K. John Ast
Frederic S. Bacon III
William Barber
James D. Baroni
W. F. Barry
Batavia Hist. Society
Carl J. Bayerl
Philip J. Becker
Richard F. Begley
Rick Biagi
Eugene L. Billings
Leroy Blommaert
James A. Blustein
Dennis Bockus
David A. Bohn
John F. Bowers Jr
William J. Boyd
Daniel L. Boylan
John Bradbury
William C. Brandt
Bruce & Caron Brennan
Glen Brewer
Roger W. Broms
Charles E. Brown
Bro. Christopher Buck
William C. Buhrmaster
Thomas Cablk Family
David D. Carhart
C.A.A.T.S.
Dan Cepa
Wence Cerne, Jr.
Frank (Russ) Cerny
Claudia Chapman
Stephen Christy, III
Malcolm E. Church
Bernard Cicerello
Arthur J. Clauter, Jr.
James Claypool
Walter D. Collins
John Conneely
Theodore Coulson
Charles W. Crouse
Robert W. Dalrymple
Lawrence H. Daniels
Richard C. Dearmond
Joseph Deneen
John Desmond
Ronald L. Diedrich
David M. Dillingham
Brian R. Drew
Michael Drobot
Dean S. Edmonds III
Dennis Edwards
E. Everett Edwards
Clifford S. Egel
William A. Eley
Kelley D. Ellison
Kathie & Rob English
Ralph Farnham
Douglas M. Fast
James F. Faulhaber
John H. Faulhaber
Lynne B. Fleming
Terry Florek
George A. Forero, Jr
Ralph E. DeForest
Don Francis
Jack Franklin
Larry Friedman
Tony Gaerlan
Susan Gathercoal
Gordon Geddes
John J. Gibson
Sanford A. Goodrick, Jr
Leonard H. Gordy
John McGrail
Paul A. Green, Jr.
Rick Grossman
Philip Gusich
Jeff Hakner
Edward G. Halstead
B. D. Hancock
H. Preston Harrison
David Liebe Hart
Steve M. Harvath
Wayne Hatton
Bob Milhaupt
James Haut
George Hellmann
L. Frank Herman
Frank G. Hicks
Eric S. Hillyer
Robert A. Hoffer Jr.
Steve Holcomb
Thomas Holz
Erik Hoofnagle
Bryan J. Howell
John B. Hughes
Victor E. Humphreys
David M. Hunsicker
Richard H. Huske
Michael L. Igoe, Jr.
Adam K. Janzen
Thomas E. Jarrett
Myles A. Jarrow
Alfred R. Johanson
Clayton S. Johanson
George D. Johnson
Robert D. Johnson
Bob Johnston
Michael P.. Joynt
James A. Kach
Bruce E. Karder
Roy F. Kehl
William & Frances Keller
John F. Kemp
J. M. Kenney
John P. Kenney
David A. Kibitlewski
O Scale Kings
John A. Kise Sr
Thomas J. Konieczny
Paul L. Kott
Henry P. Krakowski
Steve Kraus
Steven R. Krause
Norman Krentel
William Krepczynski
Charles Kronenwetter
Kermit Krueger
Dick Kuelbs
Leroy S. Kwiatt
Roger Laegeler
Owen Lang
B. Laokimidis &
C. Abrams
Jack Lapidos
David A. Larsen
John W. Laude
Neil E. & Rich Lawrence
Tom Lawson
Libertyville High School
Gerry Logger
Alan Lowry
Michael Lyster
Dan L. Mackaben
Eugene A. Mackowiak
John Mahal
Fidencio Marbella
Keith Martin
Dennis E. Matl
George E. May
Paul J. Mayer
W. Wolbach &
Andy McBride
Malcolm B. McKean
John C. Mehlenbeck
George G. Meier
Tim Meyer
$100 to $249 (Continued)
Wayne A. Middleton
Taylor G. Mieure
Fritz H. Miller
Lee A. Miller
Richard T. Miller
Michael C. Minetti
Daniel A. Mitchell
Nathaniel G. Mohler
William B. Moore
George Morisette
Jerome Morrissey
Tom & Gloria Mroz
Eugene Mudra
John D. Nelligan
Ronald E. Nelson
John D. Nevin III
O Scale Trains
Douglas Oaks
Matt & Kelly Olesen
John J. O'neill
Thomas E. Opolony
Steven P. Orzech
Karl J. Otte
Greg Padovani
Phyllis Parker
Marianne F. Perkins
Astellas Pharma D
Richard E. Phillips
Jennifer & Julius
Pohlenz Family
Jane F. Pollack
William R. Porter
Jack Race
Alex G. Randow
Arnold Rathmann
James S. Remis
George C. Rimnac
Vera Z. Rimnac
James Robinson
Edward C. Rosenau
Duane R. Rubash
Marcus J. Ruef
Edward S. Sachs
Anthony Sarto
Vincent Scarafino
Edwin M. Schaefer III
P. Schauer
Jim Schelling
Ludwig P. Scheuerle
Paul J. Schneble
Cliff Scholes
Terry O. Seidat
Carl Sennett
Daniel J. Shea
Gordon W. Sheahen
David Shuff
Steven D. Siegerist
Arthur Simmers, Jr.
Randall & Diana Skiba
John Smatlak
Rolf C. Smeby
Edward W. Smerz
David Smetko
Diane Smith
Steven W. Smunt
Kenneth J. Spengler
John C. Spychalski
Vernon T. Squires
Robert Stein
Ronald V. Stoch
James R. Stoebe
Larry Stone
Richard Strebendt
Fred Stulp
Daniel J. Sullivan
Arthur T. Surges
Laurence Theriault
John M. Thurow
Pat, Paul & Tim Wiley
Julian P. Ulloth
Andrew Van Der Laan
August Van Dessel, Jr
George P. Van Durme
Paul R. Vassallo
Edmund Villwock
Henry A. Vincent Jr.
Steve A. Vlk
David Vola
Al & Debbie Voss
John P. Vukas Jr.
James J. Ward
Steve Ward
Kirk Warner
Ronald G. Wasem
J. Robert Wayman
Walter L. Weart
David A. Weaver
Donald K. Weege
Brother James
Wegesin, FSC
Leon Wells
Otis Werner
William R. Werst, Jr.
James L. West
Tom Wettstaedt
John Wetzel
Lionel A. Whiston
Paul Willer
Peter Wilson
Herold L. Wind
James L. Windmeier
Harris Wishnick
James E. Wolfe
William F. Wulfert
Clifford E. Wulff
Dan Wyatt
Robert Yahr
Herbert Yarke
$50 to $99
Richard W. Aaron
Daniel C. Adler
William Amos
Joseph T. Aquilina M D
Charles Arndt
Dennis P. Arnold
Claudette J. Arnswald
Don Askleaf
Roberto Ayala
Thomas C. Baker
Joseph A. Bansley
Donald R. Barnes
Wayne Bates
Mark & Joanne Becker
James D. Beeler
Fred Belmonti
John L. Bender
John J. Benedek
Bruce Bente
Norman A. Berg
Dylan & Irene Berger
James W. Bergthold
Barney M. Berlin
Barry R. Binder
David M. Birinyi
B. A. Black
Bruno S. Blaszczak
Clarence Vander Bleek
James Booth Sr.
Willis L. Boughton
Daniel R. Broemmelsiek
Michael J. Bruch
Harry T. Bryan
Thomas Buller
Thomas H. Burke
Terry J. Burkhardt
John P. Byrns
Brian Cazel
Diane Chapman
William E. Chyna
Eric T. Clauson, Jr
Joe Clayton
Wade W. Clutton
David W. & Margie Cole
Mark Colosimo
John Connaughton
Michael R. Crist
Tim J. McCutcheon
John M. Cutting
Richard D. D'Ambrosia
Charles D. Dasho
Timothy J. Daugherty
Bill Davidson
Robert L. Davis
Darrel L. Davis
Michael A. Dayton
Heather DeVries
Thomas P. Disch
Ronald Doerr
Raymond Dolejs
Gary V. Durbin
Adam F. Economou
Robert W. Elliott, Jr
Don Ellison
Thomas Engstrand
John R. Ennis
Milton T. Erickson
Alfred Feagins
Warren Fellingham
Charles Finney
David M. Flint
Stephen A. Foglio
Frank R. Folk
Thomas & Carole
Forsberg
James E. Foster
Larry Garrett
David H. Gawne
Frank Gerardi
James F. Gessner
Robert J. Gilbert
Edward L. Giomi
Eldon Gleason
V. Glowinski & Jon
Raslawski
Jim & Jan Gonyo
Jason Govednik
Julie & William Gray
David Grayson
Robert B. Greene
Tony Gura
Jon E. Habegger
Dr. Joseph F.
Hagenbruch
James C. Hansen
Peter Hansen
Mrs. Bonita Harn
Brian J. Harp
Hugh R. Harris
Kevin Hart
Tyler J. Hays
James Heinlein
Melvin Hendricks
Dennis & Cheryl
Henry
Jan George Hervert
Jeff Hill
James F. Hinkle
Donald W. Hitzeman
Robert H. Hofmann
Richard C. Hogan
Chet Hollister
James M. Holland MD
Richard Holland
Dale W. Holm
Eric Hoyem
Jack Huber
Kevin D. Huggins
Frank R. Jamrock
Robert Jefso
Donald J. Jirsa
Harold Johnson
Warren C. Johnson
Terry Jones
Bryan Jones
Charles R. Kaiser
Phil K. Kasik
Paul Kattner
T. Keenan
Dale W. Kern
Jeff Kiel
Thad Kielch III
Eric J. Klaus
Paul & Molly Klonowski
Raymond E. Klouda
John Knoll
Martin E. Koning
Douglas Krahn
Roger W. Kramer
Henry J. Kranz
Louis W. Krause
James J. Krenek
Kevin Kriebs
Joseph Kuczynski
James K. Kutill
George C. Labbe
Mark S. Lagina
Phillip Lagro
Thomas Larabee
Nikolai Larbalestier
Kenneth Lazar
Christopher Lenz
John M. Leslie
Lynda Lewis
Joseph Luciani
Hector Machado
Jim Manley
Tony Marchiando
Thorin Marty
James H. McAlpin
Louis S. Adler
Robert D. Albertson
Edward J. Alfonsin
Dan Alpe
Don & Linda Andersen
John Anderson
Keith R. Anthony
Harold Armstrong
Earl Arndt Jr.
John P. Aurelius
Michael M. Bartels
Bill Battcher
Joseph Becker
Jack E. Bejna
Don Bero
John Bettice
Louis R. Bianchi
Walter J. Bilik
Steven P. Binning
Robert L. Black Sr
David Blackwell
K. C. Bovy
Joseph R. Brabec
Robert W. Brandstatter
Donald C. Brokaw
Randall & Marianne
Broms
John R. Brophy
Greg Brown
Edward P. Brown Family
James E. Busse
Larry Calkins
David A. Carlson
James D. Carlson
Melvin G. Carlson
Frank Carlson
Tom Casper
William Choronzak
Theresa Christ
Robert W. Clark
Larry Claypool
William T. Clynes
Jerry Coffman
Isabelle Comande
Thomas Comstock
E. Dean Conley
Dennis Copp
Sandra D. Cottrell
Richard B. Cridlebaugh
Robyn Croom
Bill Cummings
Richard B. De Mink
Dennis De Vito
Alan Dietz
Robert W Dillon
Robert & Barbara
Disse
Wallace F. Dittrich
John Ditzler
Richard Doe
Larry & Lisa
Dombrowski
John M. Donlon
Thomas E. Dostert
Kevin Downey
Tricia B. Drendel
Dennis Duszak
Kimberly Dutczak
David A. Dutton
Marion F. Eldridge
Jay D. Ellis
Gordon T. Ericksen
Robert B. Estler
Richard F. Eveleth
Ray Fardoux
John D. Fender
Raymond J. Fetzner
Mitch Feucht
Jonathan C. Fischer, CPA
David G. Flinn
Thomas F. Folz
Paul Fortini
Robert J. Fox
Eugene Fraczkowski
William H. Franklin, Jr.
John F. Rath
Eric A. Frick
James Frischkorn
Dan Frizane
Aarne H. Frobom, Jr
Franklin Fry
Ed & Melanie Fuhrmann
Douglas F. Kydd
Fred & Deb Gangel
Richard H. George
Louis F. Gerard
Jim Geringer
Fred Glasper
Marc Gordon
George & Pat Gow
Malcolm D. McCarter
Melvin McElroy
William J. McGinty
Robert J. McHugh
Bruce L. & Mary
McLane
Joseph R. McMillan
Stephen L. Meyers
Alan G. Micco
Stephen J. Mildenhall
Michael Miller
Charles R. Miller
Gregor Moe
Raymond A.
Mormann
Myron E. Moyano
Ian C. Muir
Bill Murray
John D. Myhre
Tony & Glenda
Nazarowski
Michael K. Neighbors
Harvey G. Nelson
Robert S. Ness
Gary J. Neunsinger
David Nienke
Paul Noeller
Wilbur Norks
Larry O'Connor
Robert E. Odom
Klaus Olesch
Gary R. Olson
Tim Orisek
Stephen Orzech
Alan Oswald
Tom W. Palmer II
Diane Passannante
Arthur E. Paton
Laverne E. Payne
Russell Pearson
Frank J. Pendowski Jr.
Mr & Mrs Robert
Phelps & Family
Daniel Phenicie
G. Gary Phillips
Casimer Piszczek
Alan Polansky
Raymond G. Pollice
Randall A. Prasuhn
Richard S. Ralston
Robert P. Randazzo
George W. Reichert
Chris Reinert
Kenneth J. Reinert
William P. Reynolds
Steven Rietesel
Raymond Riha Family
William H. Robb
Ron Roberts
John K. Robinson
Glenn Robinson
John J. Rohr
Laurence Rohter
Robert Rosignal
Dale Rothenberger
Frank E. Ruggles
James Scanlan
Donald & Beverly
Scharlau
Ricky Schonert
Robert L. Schreiner
Vincent Scire
John P. Seiler
Wayne M. Sellig
Bill & Chantal Shapiro
Edward G. Skuchas
George M. Smerk
Roger R. Smessaert
Joseph V. Snyder
Jeffrey Sorenson
Glenn Sotzky
Brian G. Sperl
Robert Spohnholz, Jr.
David Stanley
Donald Stark
Michael Stefanik
Jef Stewart
Mark Stoeckel
John F. Stoudt Jr.
Robert O. Thomas
Michael R. Torres
Andrew Townsend
Tom Trebing
Constantine Trela
Walter & Jill Unglaub
Tony Valasek
Gerhard Vetter
Mr & Mrs Frank
Veverka
Walter H. Vielbaum
James J. Wager
Carol J. Waldron
Steve C. Ward
Robert Washburn
Robert S. Webber
Elliot Weissbluth
Ronald Wesche
Payson S. Wild, Jr.
John J. Willard
John J. Willy
Richard Wittlief
Kevin Wittmer
Robert D. Worshill
Eric Zabelny
Michael Zimmermann
Stan Zoller
Jan M. & Rae Zweerts
Ronni Grey
David Gurnik
Jeffrey R. Haber
Rich Hamilton
Matt Hart
Mike Heidelbaugh
Roger W. Heins
George M. Herrmann
Kenneth E. Hicks
Mark C. Hoffmann
Darlene Hoffmann
Allen Holecek
Matthew W. Holzinger
Norman A. Isaacs
Thomas Italia
Donald G. Jackson
Jan Jecmen
Charles Jedlink
George T.
Johannesen, Jr
Mark Jones
Daniel D. Joseph
Albert N. Juengling
Robert S. Junkrowski
Brian Kachadurian
Bill & Jo Kapfer
Eliot M. Kaplan
Steve Karnatz
Gary & Janet Kay
Bill Keigher
Alan L. Keightley
Ashley Kennedy
Dennis Kern
Roger Ketcham
Patrick Kielty
Mark H. Kimball
Paul G. Kimball
Brian Klein
Edward F. Kletecka
& Family
Roger N. Klingensmith, Jr
Thomas J. Klonoski
Keith M. Kohlmann
Donald Kolad
Paul M. Kostelny
Brad Kovach
Margaret Kreppel
George Kucera
Robert L. Kurtz
William Lavalie
Ken Lemberg
Michael & Marjorie
Lennon
John M. Lesniak
Mr & Mrs Joseph
Lienau
Steve Lillquist
Ms Aulis Lind
Robert Linsey
Kenneth Litchfield
Wesley Lloyd
Louis O. Lockwood
Lawrence W. Lorensen
Howard H. Luecke, III
John Lump
Flywheel Lusietto
Erich Mahalko
Kim Maionchi
Pamela R. Maloney
Mike J. Martin
Eileen Matthesius
Russ & Diane Maxwell
James Maynard
Allen W. Maywald
Up to $50
Up to $50 (Continued)
Richard & Christie
McCloud
David B. McCurdy
Richard J. Meindl
Michael J. Miczek
George & Audrey Miller
John Miller
Richard Monicke
Francisco Montes
Jeffrey A. Moraski
Geoffrey M. Mossford
Roy W. Mraz Jr.
Steve Mueller
John A. Myers
William J. Myers
Larry J. Naus
Frank P. Nero
Ronald A. Newman
Richard M. Noeller
Dennis M. Offermann
Stephen & Janet Olson
Albert F. Opitz
Thomas J. Opolony
Edward J. Oslowski
Andrew Owsiak
E. Macdougall Palmer
Kurt & Jodi Pearson
Frederic C. Pearson
Duane D. Peiffer
Joseph Perilongo
Walter H. Perlick
Timothy L. Peters
Tom & Maria Petersen
Evan M. Peterson
Milton F. Petrik
Robert Pfeiffer
Max Phillips
Chris Pientok
Samuel D. Polonetzky, P.E.
Earl Powis
Richard Prepp
Jack Pulizzi
Michael A. Pysno
Walter Radtke
James Erik Ralston
Mary G. Ramsay
Harry Raynis
Francis H. Rechtien
Bill Reddick, Jr.
James 'Terry' Reynolds
Thomas A. Riccio
Hubbard Richardson
Bruce E. Ringstrom
Bill Ritchie
Steven Roesser
Mike Rogers
George Rogers
Stephen Rudolph
Bruce Russell
Robert 'Ben' Sage
Gary R. Salzmann
John Sanderson
Carol J. Schaffer
Laura Scharles
Dietmar Scheel
Alan C. Schober
Peter Scholes
Ronald Seavers
Jeff Sedin
Thomas J. Seputis
Alan C. Serlin
James J. Setina
Robert D. Shannon
Pattiann Sharp
Charles M. Shearman
Robert Sherwood
William E. Sievers
Charles Sigwerth
Paul Sinars
Charles D. Skeels
Brad Slaney
Andrew J. Smith
Neil Smith
George Sokol
Dr. Todd C. Sommer
Ralph Spears
Matthew F. Spinello
Robert J. Springer
Wayne E. Stabrawa
Marianne Stacey
Charles H. Stats
Larry Steinberg
Mr & Mrs Bill Steinforth
& Family
George E. Strombeck
John J. Sucich
Raymond Svoboda
James D. Temple
Mary Theresa &
Bob Kelley
Larry Thomas
Thomas M. Tirpak
Thomas N. Tischer
William Toikka
John C. Tomisek
James Torgeson
John L. Trapp
Jeff Trimble
Cheryl Turner
Brent Valesano
Dennis & Lisa Valuch
John D. Van Bramer
John G. Vermillion
John Vitellaro
John J. Wager Jr.
Tim Walsh
Joseph Wastart
Theodore F. Watylyk Jr.
Mr & Mrs Thomas
Wdowiak
James & Patti Welander
Cheryl A. Westman
Tom Wham
Michael White
Robert Wick
Ron Williams
Wilbur Works
Charles Youdris
Thomas J. Zambreno
Valerie Zarndt
Fred Zimmermann
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S[v_ th_ CB&Q 1309
By: Rog_r Kr[m_r
CB&Q Baggage Car in Denver, CO on February 23, 2000.
Photo by Bob Rathke
The Chicago, Burlington & Quincy 1309 baggage car has been
destined for IRM for quite some time. It has never left Denver due to
transportation costs.
Two flat cars are needed to complete the
move… one for the wheels and the other for the body. It is estimated
that the cost for loading onto and unloading from the flat cars will be
about $12,000. Through recent efforts, donations have grown to over
$8,100 but help is still needed! The window of opportunity to move
this car is narrowing because its movement will become significantly
more expensive starting in 2012. Please consider a contribution to the
CB&Q 1309 fund today and help bring her home to IRM!
CT@ 2153-2154:
Our Sp[]_-@g_, High-P_rform[n]_ ‘L C[rs
By: Ri]h[r^ S]h[u_r
Why does a '59 Cadillac have tailfins?
Well, because all the good-looking '59s had them, of
course! It was the style at the time, and not just for cars—
building architecture and a wide range of consumer products
showed the influence that the Space Age had on America's
collective imagination. Behind the glitz, though, an enormous
effort was being put into the development of technology.
Rockets and Cold War defense systems needed materials and
electronic designs well beyond "state of the art." Telephone
networks multiplied in extent and complexity to meet the needs
of Baby Boomer families in their quiet new suburban
homes. A few television shows were being broadcast in color,
and if you had an awful lot of money to spend, you could
actually watch them in color, too.
Against this high-tech backdrop, the waning activities of
the Transit Research Corp. (the successor to the Electric
Railway Presidents' Conference Committee) on PCC rapid
transit equipment seemed a little behind the times to the CTA's
engineers.
CTA had begun a cooperative effort with
mechanical and electrical suppliers to experiment with new
technologies in all parts of the car, to obtain higher speed, more
rider comfort, and greater reliability. In some ways, it was a
continuation of the ERPCC's founding principles, applied to
rapid transit.
In 1955, four cars from the first group of 6000-series cars,
6127-6130, were modified with the first products of those
experiments—higher-horsepower motors and new designs of
control equipment. They permitted the Evanston Shoppers'
Special to achieve speeds in the 70 mph range for part of the
trip. In 1960, four more cars joined the initial high-speed cars
in further experimentation. These four cars, numbered 1-4,
each had a different combination of motors, controls, gearing,
and trucks, and were re-equipped as the experiments
proceeded. To emphasize that these eight cars were new and
different, they were painted an eye-catching maroon and silver,
(with kin^ th[nks for [ssist[n]_
from Bill Wulf_rt [n^ Eri] Lor_nz)
with a large pointed design on the lower half that sure looked a
little like a rocket.
CTA's engineers drew together what they had learned, and
requested bids for 180 new cars. Reliability was a key aspect
of their design: trucks, battery charging, and propulsion
controls were only three of the areas where higher-maintenance
components on the 6000 series were replaced by parts designed
to run more reliably. Pullman won the order, with electrical
gear built by General Electric and trucks made to CTA's
homegrown design by Locomotive Finishing Materials (LFM,
later part of Rockwell).
4000-series cars had filled the vast majority of service
requirements on the Lake Street line for many years before the
arrival of the 2000s in 1964. By December of that year,
however, the Lake Street 'L had gone from being equipped with
cars at or past their 40th birthday, to having 140 green and
white, fast, comfortable, air-conditioned products of the Space
Age whizzing down the line. Forty more, the higher-numbered
cars 2141-2180, ran on the Douglas route. The new cars had
fluorescent lights behind the translucent plastic car card
racks—as long as cardboard car cards weren't used, the cars
were lighted a brilliant white inside. The air conditioning,
which CTA asked for as an option when carbuilders quoted the
cars, certainly blew cold air (and sometimes some cold water
when the evaporator drain clogged up).
The fact that these new cars had a new design of truck was
soon obvious to those who lived along the 'L, particularly on
the Douglas line: the trucks were quite stiff and didn't soak up
track irregularities like PCC trucks did. Standing next to the
track, you could hear and feel every rail joint and bump. As the
shop men soon found out, so could the traction motors—their
mounting transoms were an integral part of the truck frames,
and broken motor mounts started cropping up. Riders knew
CTA was quite proud of the new cars and gave out this bookmark-sized card to riders, with a handy system map on the back.
was an obvious start, but the difference in
heights of the large side "picture windows"
was a little more tricky. It was decided to
put a broad, dark band through the
windows, but extending to the height of the
2200s' taller windows. By 1974, all of the
2000s were in the new colors.
The Blizzard of 1979 aggravated another
weakness in both the 2000s and the 2200s:
their traction motors were self-ventilated,
with a fan on the end of the motor shaft that
drew in air from an inlet on top of the
motor. The powdery snow was sucked right
into the motors and caused many hundreds
of failures; salty slush from expressway
median operation on the Dan Ryan leg of
the West-South had similar results. By
Caught just south of the Loop at 8th St. and Holden Ct. in 1974, these four newly painted
1982, another series of new cars (the
cars show the platinum mist and charcoal paint scheme.
Photo by Bill Wulfert
2400s, with separately ventilated motors)
had come to the West-South, permitting the 50 highestthey were moving fast because they could feel it in the rough
numbered 2000s to move to the North-South (Howardride.
Englewood-Jackson Park via the State Street Subway), which
Despite some things that didn't work out as planned, the
had no median operation.
cars were fairly successful. After a few teething problems with
Six of the 2000-series cars received a special Bicentennial
the propulsion controls, they were generally reliable for several
paint scheme, and the names of important people from our
years.
The solid-state battery charging converter and
Nation's early history: 2175-2176 became the Ben Franklin,
fluorescent lighting inverter were also fairly reliable, just as
2029-2030 the Betsy Ross, and 2113-2114 the Caesar Rodney.
they were designed to be. You didn't need to use your eyes to
They joined several dozen other cars, most from the 6000
know that a 2000 train was coming, though—the distinctive
series, in wearing wide red, white, and blue stripes for a few
whine they made could be heard quite clearly.
years
surrounding our Bicentennial. After the Bicentennial,
The planned addition of two more 'L lines as the '60s drew
2111-2112
were painted similarly and named for the All
to a close, both running in expressway median strips, prompted
American City of Oak Park.
CTA to order 150 cars to equip
The cars continued moving away
those lines. Their experience with
from their long-time home on the
the 2000s, seeing what worked well
West-South, and by 1985, they were
and what didn't, served them well in
all on the North-South, except for
designing the 2200 series, which
the 40 highest-numbered cars which
were built by Budd in 1969went to new territory for 2000s, the
1970. Even though the new cars
Evanston route. Beginning in the
looked nothing like the by-then
early 1980s the cars gained the final
somewhat dated-looking 2000s,
elements of their last paint
their innards were quite similar, with
sch em e—thin r ed-whi t e-bl ue
only incremental improvements. The
trucks were a Budd design, though, Renumbered 1776-1976, the Ben Franklin poses at striping below the windows, and the
"I Will/The Spirit of Chicago" logo,
not related to the 2000s' design.
Howard St. during a Snowflake Special.
The first of the two lines to
Photo by Bill Wulfert matching the 2400s and 2600s.
The early '90s saw great change
open was the Dan Ryan line, through
at
the
CTA.
The
3200-series
cars were in construction by
-routed with the Lake Street line and called the West-South. It
Morrison-Knudsen, and there were enough of them on order to
took all 180 2000s and about a third of the new 2200s to
replace some older cars and equip the new Midway line. The
operate the busy new line during rush hours. The rest of the
last of the 6000-series cars were running on the Ravenswood
2200s served on the West-Northwest, which combined the
and getting "long in the tooth." The 2000s weren't aging very
Logan Square route and its new Kennedy extension with the
well either—the inverter and converter, originally representing
Dearborn Street subway and the Congress and Douglas
a triumph of solid-state electronics in reducing maintenance
lines. In late 1972, the 80 lowest-numbered 2000s were
over
traditional methods, were starting to become quite
swapped with the 2200s running on the West-Northwest, thus
troublesome,
and parts were getting hard to find. The trucks
putting all of the newer cars on the West-South. It didn't last—
were a chore for the shops to keep in running condition. Even
by mid-1973 all 180 2000s were back on the West-South,
the floors were starting to require work—they were built with
where they would stay for several years.
end-grain balsa plywood and sheet aluminum under the rubber
The striking difference in appearance between the
surface, to keep weight down, and near the doors it was
angular, stainless steel 2200s and the curvy, green and white
swelling and heaving up until the door leaves rubbed and
2000s led to the design of a new paint scheme to try to make
caught on it. Most cars had the floor taken up and replaced.
them fit together more aesthetically. Painting the 2000s silver
The West-South and North-South lines had a trait in
common: each had one busy leg and one not-so-busy leg. The
total number of cars required to serve the line during rush hours
had to be calculated based on its heaviest-ridership section, and
if those legs were paired so that the lines had approximately
equal ridership on each leg, cars could be used more
efficiently. One section of subway connector track was built to
accommodate the plan, and the Howard-Dan Ryan via subway
(today's Red Line) and Lake-Englewood-Jackson Park via
elevated (today's Green Line) routings went into effect
February 21, 1993. Although some 2000s had already been
scrapped in late 1992, those that remained were assigned to the
Lake-Englewood-Jackson Park.
CTA employee Pete Vesic was one of several IRM
members who thought that a pair of 2000s should be preserved
at IRM, and realized that their time was short. Pete, Bill
Wulfert, and Eric Lorenz, among others, looked over the cars
running in service in an attempt to choose a pair; physical
condition, electrical history, modifications, and mileage since
last rebuild all played a part in deciding which cars to get, as
they usually do when we have a choice of cars. In the end, the
cars that were chosen were 2153-2154, a pair with somewhat
high mileage but good bodies and maintenance history and the
original white rubber flooring.
Starting in July 1993, car scrappings started in
earnest. Spare parts for our cars were difficult to come by
because of the unprecedented speed with which the 2000s were
retired. Entire trains were being run into the dead line still
warm from revenue service, and the cars were quickly lifted off
their trucks and flipped onto their sides using large forklifts run
straight through the picture windows. IRM members Jerry
Saunders and Laddie Vitek stripped what they could and
loaded the parts into 2153-2154, then disconnected the drawbar
and wiring between our cars in preparation for shipping. They
came to IRM by truck in mid-November.
IRM operated a Snowflake Special excursion to
commemorate the impending end of service on October
25. The last regular passenger operation was on December 19,
and by the end of the year, the only 2000s left on CTA were the
2007-2008, renumbered to 1892-1992 and
used occasionally as a "Customer Service
Train."
The 2000s, like most CTA
equipment, draw traction power from the
third rail, and have no overhead collection
equipment. Combined with the fact that
they were the first electric equipment at
IRM with modern controls, unfamiliar to
our Museum volunteers, it's not surprising
that not much happened with the cars in
their first few years here. In 1996,
though, new volunteer Jay Affleck and I
decided to clean up and learn about the
cars, and see what kind of condition they
were in. With technical advice from Jerry
Saunders, we put together the car-to-car
wiring and checked over the train. Using a stinger to bring 600
-volt power to one of the third rail shoes, the cars took their
first power at IRM on August 18, 1996. The cars seemed to be
in reasonably good shape, so we installed a "work car bus
jumper" receptacle on one end's coupler—it's a high-current
receptacle for passing power to cars without third rail pickup—
and disconnected the shoe tie cables for safety. Coupled to pole
-equipped 6000-series cars, the cars operated on the mainline
for a few test runs on December 8, 1996.
We had a little trouble with one traction motor, which we
traced to a field winding with poor insulation to the motor
case. It's a lower coil, which means the most likely cause is
moisture accumulation, from outside storage. In the interest of
not doing any more damage, the cars haven't operated in
several years, awaiting indoor storage and a more regular
manner of current collection.
IRM's Snowflake Special excursions in 2008 and 2009
raised enough money to put the last of the PCC 5-50 cars into
inside storage. This left the 2000s as the only CTA equipment
still outside. After the 2009 Special, Bob Heinlein and I
discussed this fact and decided to dedicate the money raised
from the next Snowflake Special, whenever it might be, to
putting the 2000s inside. As readers of David Fullarton's
article in the June issue of Rail & Wire know, that Special was
held on March 28, 2010, and produced an unusually large profit
because of the heavy ridership. Equipment retirements on the
CTA are coming in the next few years, though, and future
excursion proceeds may be needed for other time-sensitive
projects.
At present, $9,000 stands between the cars and an indoor
home. Because the cars are showing significant signs of
deterioration from outside storage, they have been earmarked
for inside space when the next barn is constructed—but only if
they have enough funds by the time it's built. That next barn is
coming very soon, and the 2000s need your tax-deductible
support to get into it. Remember that your employer might be
able to help too, if you have matching funds available. The
continued preservation of your Museum's Space-Age High
Performance cars depends on you.
50th Ave. station and 2153-2154 are
together again at IRM after seeing each
other daily from 1964 to 1969.
Photo by Richard Schauer
RPO W__k_n^ [t IRM…
M[king On_
Mor_ C[t]h
By: Jon E. H[\_gg_r
How many times do we say to ourselves, “I would give
anything to be able to [fill in blank] again.”? Many of us
become members of IRM to relive memories or fulfill dreams.
IRM turns back the clock and provides opportunities to
experience things again that you once enjoyed or try something
for the very first time that is no longer available to you outside
the Museum. IRM does this for members and visitors every day.
In July of 2006, I received a phone call from Norbert
Shacklette, a friend of mine from St. Louis. He had made
arrangements to donate a mail crane to the Museum and would
be driving up with his wife the following day to deliver it. He
invited me to meet them at IRM for a visit. Little did I know
that that phone call would be the start of my involvement in the
history and preservation of the Railway Post Office (RPO).
Starting in the middle of the 19th century, in order to speed
up mail delivery, RPO cars were added to high-speed passenger
trains. The mail was sorted en-route and then delivered to towns
passed along the way. A mail crane, such as the one being
donated by Norbert, was installed trackside in smaller towns
where the trains did not stop. A canvas pouch filled with mail
would be placed on the crane by an employee of the local post
ABOVE: Former RPO Clerk, Bob Burkman (Albia, IA) poses
office. A highly trained Railway Mail Service Clerk aboard the
in the doorway of the RPO car with his son and grandson. Bob
RPO car would snag the pouch with a hook, while
is grasping the specially designed hook used for snagging canvas
simultaneously kicking the outbound mail pouch onto the street
pouches from a mail crane installed trackside.
Photo by Jon Habegger
below.
During 2007, I watched as preparations
BELOW: These smiling gentlemen are all former RPO Clerks. This group were made to install the historical mail
participating in RPO activities on the Saturday during RPO Weekend… some making crane at IRM. First, two longer ties were
their first “catch” in 40 years! From left to right: Gerald Lange (Portage, WI), Glen added to the mainline just east of the East
Olson (Palatine, IL), Maurice Cox (Vermont, IL), Don Lauder (Fairfield, IA), Bob
Union Station to serve as the base of the
Neumann (Chicago, IL), Don Bliss (Burlington, IA), Cortie Rolison (Ottumwa, IA)
Photo by Jon Habegger crane. A short time later, the crane was
installed and refurbished to its earlier
glory.
Two good friends of Norbert had been
RPO clerks – Andy Koval (Chicago, West
Liberty, and Omaha RPO) and John
Rothwell (Grand Rapids and Chicago
RPO). Norbert’s goal was to provide both
men the opportunity to “make one more
catch.” For Andy, time was short since his
health was failing. Nick Kallas was
contacted and arrangements were made.
On Saturday of the 2007 Members’
Showcase Weekend, Andy came to IRM
accompanied by his sisters and family
members. John was also present with
much anticipation as was evident by the
mementos that he brought… his Railway
Mail Service badge, a cancelling iron, and
a mail pouch. At about 5:00pm, the
Boyce, VA and Ed DeRouin, author of
handicap lift aided Andy’s entry into the 30
Moving Mail and Express by Rail (2007).
-foot RPO compartment of CB&Q 1923.
In addition, the Union, IL Postmaster,
Andy sat in a chair while the train backed
Della Schmalz, was in attendance to cancel
out of the station before making the run
mail with a commemorative cancellation
towards the mail crane. Andy’s eyes
honoring the Chicago and Freeport RPO
studied the interior of the RPO
that ran on the Union Pacific (formerly
compartment as he appeared to remember
C&NW) line paralleling IRM’s mainline.
times past. As the train began its run
Della hung the mail pouches on the crane
towards the mail crane, Andy stood up and
and retrieved pouches thrown from the
got into position to make his first catch in
RPO during each run. A display of RPO
40 years. As the train approached the mail
cancellations was set up in the East Union
pouch, Andy rotated the car’s mail hook 90
Station by member Tom Post, providing
degrees to make the catch. He snagged the
yet another glimpse back in time.
pouch, reached out, and brought it in the
On June 12th and 13th of 2010, the third
car. One would never have guessed that it
official RPO weekend was held at IRM.
had been 40 years since he made such a
News has spread about the IRM event and
catch. Andy sat back down with a broad
each year, more former Clerks are coming
smile and cradled the mail pouch as if it
to ride the RPO and make “one more
were a baby. On the return trip, John made Della Schmalz, Union, IL Postmaster hangs catch.” Among the dozen Clerks that
a pouch on the mail crane during RPO
his first catch in 40 years too.
attended this year, there were three that
Days.
Andy died eight months later in May
were new to the IRM experience. Della
of 2008. At the funeral, his sisters told
returned with a cancellation honoring the
those present that, in his remaining months,
Chicago and Council Bluffs RPO that ran
Andy spoke frequently and fondly about
on the CB&Q and the cancellation display
his recent experience at IRM. He was
was again set up by Tom Post.
proud that he had made one last catch of a
Wally Waldman (Chicago and
mail pouch from a moving train.
Carbondale RPO) was in attendance at the
Following Andy’s funeral, Norbert
2010 event. He was accompanied by his
suggested that IRM offer the opportunity to
daughter, Cindy Rich, PhD from Eastern
make “one last catch” to other former RPO
Illinois University. Cindy taught a class at
Clerks. In September of 2008, the first
EIU this past spring which focused on the
RPO weekend was held at IRM. Four
work of the Railway Mail Service. A 30former Clerks attended including John
minute documentary entitled Constant
Rothwell, who returned not just to make
Motion was created by the students in her
another catch, but also to instruct visitors
class. This video has been made available
and enthusiasts how to perform catches.
to PBS stations. On Sunday morning of
As the train returned to East Union after
RPO weekend, Cindy interviewed Clerks
John’s 2008 catch, I asked him if this was
in the RPO compartment of 1923.
his “Field of Dreams.” He replied “Oh,
Following the interview of the former
YES!”
Clerks, Cindy’s father made his first catch
One of the former Clerks that arrived
in nearly 40 years.
Former RPO Clerk, Glenn Olson stands in
on Sunday to relive his fond memories was the doorway of the RPO car waiting to
Our special guests have had nothing but
Don Bliss (Chicago and Council Bluffs make his catch.
good things to say about their experience at
RPO). After his catch, he told us of other
Photos by Jon Habegger IRM. One gentleman said that he just
Clerks whom he believed would be excited
performed his duties as an RPO Clerk and
to come to the Museum for the same experience. After
has never been treated so well.
consulting with Don, IRM moved the RPO weekend up to June
RPO Days has been made possible by many of the
in 2009 so as to not conflict with scheduled RPO Clerk
volunteers at IRM.
Special thanks to the Passenger Car
reunions. Ten former Clerks attended the 2009 weekend, four
Department for making CB&Q 1923 operational, the
of whom were from Iowa and came with Don Bliss. Catches
Operations Department for backing the trains out of the station
were made by most of the men. One older Clerk came with his
to allow two catches to be made on each trip during RPO
son and, although he rode in a wheelchair, he insisted on
weekends, and to the Diesel Department for providing the
entering the RPO by walking through the Bessemer combine.
locomotives pulling the RPO.
This gentleman sat in the RPO with the breeze from the open
On the heels of RPO Weekend 2010, Mark Gellman and I
doors on his face, watching two former Clerks make their first
were asked to create a display about RPOs for the exhibit cars
catches in 42 years, and smiling. Shortly after the RPO
in Yard 5. With help from Cindy Rich, we installed an exhibit
weekend, he sent photos and wrote about how much he enjoyed
that opened on July 4th. We hope to continue to add to the
being able to ride an RPO again. He died this past January.
exhibit cars and to enrich the experience during RPO Days. To
Other interesting guests for the event included Frank
help us achieve this goal, please consider a donation to the
Scheer, the curator of the Railway Mail Service Library in
CB&Q 1923 fund.
M[ss Tr[nsit in Milw[uk__
150 Y_[rs [n^
Still Going!
By: W[lt_r Ungl[u\
September 1956 view of Car 999 on Route 11. Note the triple
wire to accommodate streetcar and trolley coach.
Photo courtesy of Ken Josephson
Milwaukee County Wisconsin is celebrating 150 years of
transporting the public via its transit system.
The planning and construction of the beginnings of a
transport system in Milwaukee began in 1858. The following
year, the Common Council awarded the first franchise to the
River & Lake Shore City Railway Company.
Then on May 30, 1860, the first streetcar pulled by four
sturdy horses rolled down N. Water Street in downtown
Milwaukee. This spectacular event brought cheers from the
city of 45,000. The fare was 5 cents and the pay for the
operator was 15 cents per hour. The line, featuring just the
one horse-drawn streetcar, ran between East Erie Street and
East Juneau Avenue.
Move ahead 30 years and the transit system of Milwaukee
was revolutionized with a new fangled vehicle, the electric
streetcar! The first electric streetcars operated on Wells
Street. It has been said that some people feared the streetcar.
They worried that the electricity could flow from the overhead
wires, through the streetcar, and electrocute them via the rails
that were imbedded in the street. Despite this misconception,
ridership continued to increase. The Wells line was eventually
numbered Route 10.
This route is currently the oldest
continuously operating transit line in Milwaukee County.
The “now historical” Milwaukee Electric Railway &
Light Company (TMER&L) was born in 1896. Although the
company was mainly established to operate Milwaukee’s
transit system, they held a monopoly on all electric utilities as
well. TMER&L continued its operations for the next 45 years
before being split up to form the Wisconsin Electric Power
Company (now known as WE Energies) and The Milwaukee
Electric Railway & Transport Company (TMER&T). However,
TMER&T was still a wholly owned company of the Wisconsin
Electric Power Company.
In the early years, all streetcars were two-man cars. The
two man team consisted of a motorman and a conductor to
collect the fares. During 1921, in order to cut labor costs, the
crews were downsized to one-man operation. These “Safety
Cars” were identified by their cream and orange livery. These
same cream and orange cars carried Milwaukeeans until the
demise of the streetcar on March 2, 1958. Two examples of
Milwaukee’s one-man streetcars, 972 and 966, can be seen at the
Illinois Railway Museum.
Streetcars had a transit monopoly on Milwaukee streets
until 1920 when the first motor buses appeared. 16 years later
another new form of electric transportation—the electric trolley
bus, also known as the Trackless Trolley, began serving the
public. These buses premiered on the North Avenue Route 21
and the final trackless trolley was retired from revenue service
on June 20, 1965. A fan trip aboard the Pullman Standard 350
marked the final time the trackless trolley was seen on the
ABOVE: This Pullman demonstrates what Milwaukee winters do
to coaches in service.
LEFT: An articulated unit that was built from pairs of streetcars.
Photos courtesy of Ken Josephson
Southbound General Motors TDH 5105 No. 1421 on Route 35 is
across from Fond Du Lac Station.
Photo courtesy of Ken Josephson
streets of Milwaukee.
1950 brought the first diesel buses to Milwaukee and, to
this day, they are the only form of transit vehicles in use.
These first buses, the GM TDH 5105s, were numbered from
1320 to 1483. The Milwaukee & Suburban Transport
Company had the honor of owning and operating the very last
GM Old Look bus.
The TMER&T / Wisconsin Electric Power Company
monopoly was broken up in 1953 when the transit operation
was sold to the newly formed company known as the
Milwaukee & Suburban Transport Company, often referred to
as The Transport Company.
In 1964, with the construction of a new expressway
system, the Freeway Flyer was introduced. The Freeway
Flyer was Milwaukee County’s first true express bus. The
Freeway Flyer was the idea of then executive, Henry Mayer,
who eventually became the Managing Director of the
Milwaukee County Transit System. The first Freeway Flyer
ran between Wauwatosa’s Mayfair Shopping Mall and
downtown Milwaukee. 12 routes of the Freeway Flyer system
remain to the present day. The buses that serve these routes
are equipped with a transmission specially geared for highway
use, allowing a higher top speed.
A self-sustaining transit system survived in Milwaukee
for 115 years, and ran only on fares collected from passengers.
After years of raising fares and cutting service, the properties
of the Milwaukee & Suburban Transport Company were
condemned and Milwaukee County acquired ownership. In
1975, Milwaukee County contracted the transit services to the
newly formed company known as Milwaukee Transport
Services. This company was formed to handle the operations
of the new Milwaukee County Transit System.
With the forming of the new county transit system, the
livery colors of the fleet were changed to forest green and a
lighter shade of green. These colors were chosen by John
Doyne, Milwaukee County’s County Executive, to reflect his
Irish heritage. In 1978, Milwaukee purchased its first air
conditioned buses, Grumman Flxibles. To further bolster
community support, during the late 1990s, buses sported white,
blue, gold, and green paint. These colors were chosen to
represent the Milwaukee Brewers, Green Bay Packers, and
Marquette University Warriors.
2010 brings the first near zero emissions buses to the
Milwaukee County Transit System, 40-foot New Flyer D40LFRs. Although these will still be diesel powered buses, a
special fuel system sprays a liquid into the exhaust, chemically
converting it to harmless nitrogen gases. The Milwaukee
County Transit System will be the first system in the country to
purchase buses employing this system. There are also plans to
bring modern streetcars back to the streets of downtown
Milwaukee by 2013. With the current climate of being “green”,
these new vehicles make a strong statement that Milwaukee is
forging into their next 150 years as an innovation leader.
Milwaukee’s newest New Flyer No. 5100
Photo provided by Michael Wehr, Milwaukee Cty. Transit System
From th_ C[r Shop:
El_]tri] C[r D_p[rtm_nt Up^[t_ July-S_pt_m\_r 2010
Compil_^ \y: Fr[nk Hi]ks
Charles City Western 300
Pete Galayda continues to forge
ahead on the Charles City steeplecab.
The hood which is now at the west
end was sanded and primed during
the late summer, and preparation
work for replacing the deck at that
end of the locomotive was also done.
In the meantime John Nelligan is
working on tracing out the wiring for
the locomotive so that it can be
rewired and, eventually, made
operational.
Chicago & West Towns 141
sign painter, letters CA&E 431
Rewiring work continues on the Ron Coy, a professional
th
freehand
at
the
50
Avenue
“L” station platform. He
141’s General Electric PC-5 control
is outlining the “imitation gold” letters in black.
system in advance of the rebuilt
Photo by Randy Hicks
motors coming back from the motor
shop. Prep work is also being done
on test-fitting the trucks under the
car.
scratching, as well as more testing in
Septem ber, this was finall y
diagnosed as a wiring problem. At
some point during its Ohio career
someone had swapped a small
copper shunt from one part of the
reverser to another, making one of
the motors effectively inoperable.
This was repaired and the car is now
fully operational. Thanks to Tim
O’Donnell for his help with this.
Randy has also been working on the
car’s interior and reinstalled the last
step well during July.
Chicago Aurora & Elgin 431
Car 431, formerly the museum’s
only steel CA&E car, had been
repainted some time back in the late
1960’s Brilliant Red and Aurora
Grey livery. However the color
chosen for the grey was not quite
right, and following repainting of the
other steel cars the 431 did not
match. In August it was switched
into Barn 2 where the upper half of
the car was painted by contractors,
after which the car was re-lettered
CA&E.
Following arrival of the 36’s
motor truck from Connecticut as part
of a trade with the Connecticut
Trolley Museum (see last issue), Jeff
Brady, Norm Krentel and Ray
Schmid tackled the job of repacking
the bearings in the truck. All four
motor armature bearings and all four
The 460 had been painted in late
axle cap bearings were filled with
June in a last-minute effort to get it
poor-quality wool waste and some
looking good for the annual July 4th
The
Michigan
28
crew
(L-R:
Ray
Schmid,
Norm
had water in them. New waste
Trolley Pageant, but surface
Krentel and Jeff Brady) are in the inspection pit
bundles were made up and used to working on the truck for CA&E 36 that was brought preparation had been minimal and
replace the old waste and a broken back from Connecticut.
Photo by Frank Hicks following the pageant the paint
brush holder in one motor was
began to fail. The car was put back
into the Barn 2 diesel shop and the contractors returned to
replaced. By the end of September the truck was ready to be
put back under the 36. Errata Department: in the previous
needle-chip it down to bare metal, patch where necessary and
issue we inadvertently left out the name of Jeff Hakner, an IRM
repaint it during July and August. Afterwards it was relettered
by Ron Coy and put back into service. Car Department
volunteer from New York City who drove up to Connecticut
volunteers including Joel Ahrendt, Greg Kepka, Joe Stupar and
and was a tremendous help during the aforementioned truck
Rod Turner worked on troubleshooting the car’s motor
swap in June. Thanks, Jeff!
generator set and battery lighting system. A significant amount
of air brake work was done as well to improve its reliability.
Following the 319’s brief foray into operation on July 4th,
The car was operated as part of the three-car steel train on
Randy Hicks tackled some problems that had cropped up with
Members Day in September with no issues. The side door drop
the car. The brakes had been slightly loose and were adjusted
sash project also continued: following construction of new door
with help from Victor Humphreys, Joe Stupar and Henry
sash for all three of the ex-Trolleyville CA&E steel cars, a crew
Vincent. Bob Heinlein also helped with repairing a J type
worked on installing hardware and putting the windows in the
governor for the car. More pressing was an unusual noise
cars. Workers on this included Joel Ahrendt, Dan Fenlaciki,
coming from the #4 motor. After quite a bit of headKirk Warner and Rich Witt.
Victor Humphreys (L) and John Faulhaber affix hardware to one
of the newly reupholstered seat backs for Milwaukee streetcar
972.
Photo by Bob Kutella
Eric Lorenz installs a latch for the equipment access doors on
Cleveland PCC 4223.
Photo by Bob Kutella
Chicago North Shore & Milwaukee 757
It wouldn’t be IRM if there weren’t a North Shore car
being worked on somewhere! Henry Vincent continued to
work on the new end windows for the 757 during the late
summer. The car’s seats are also getting reupholstered. John
McKelvey has been going through the car re-covering all of the
seat cushions and is nearly done with this. Former 749
volunteer Gwyn Stupar has begun work preparing the seat
backs for re-upholstering, and plans are being made to clean up
the car for service. The main job remaining is a truck swap, one
of the original defects that took the car out of service.
the roof by hand. Andy Sunderland located a 600 volt air
compressor to replace one of the 1500 volt compressors and
has begun the task of cleaning it up and making it operational
again. This is one of the critical steps towards making the car
operational. Greg Kepka did prep work on the pantograph so
that it can be mounted on the roof.
Chicago Rapid Transit 1268
Wooden “L” trailer 1268 was released for service during
the early summer, and motorman training has commenced in
earnest. In August there was an issue with one of the car’s
journal bearings running hot but Bob Heinlein, Tim Peters and
Bill Wulfert were able to repair it. The 1268 is now in the
regular service fleet.
Chicago Rapid Transit 1797
Tim Peters, who nearly single-handedly restored CRT
wood elevated trailer 1268 over the past two years, has started
working on motor car 1797. During the late summer both ends
were disassembled to begin replacement of deteriorated wood
and steel sections. Most work concentrated on what is
currently the west end of the car, where the wooden posts and
end door were rebuilt and window sills and framing repaired.
The heavy steel framing behind the anticlimber was rusted out
and welding repairs were done by Gerry Dettloff and Ed
Waytula. Bill Wulfert helped with locating needed spare parts
and hardware in storage and is analyzing the car’s battery and
control circuitry. Next, work will proceed to the other end of
the car where extensive wood repair work is also necessary.
Donations for purchasing wood and other supplies are needed –
please consider helping to fund the restoration of car 1797!
Chicago South Shore & South Bend 1100
In one of the last big switch moves of the past season this
giant car was moved into Barn 6, which will allow it to be
moved in and out without people holding the trolley wire off
Chicago Transit Authority 22
A broken motor mount was discovered on one of the trucks
of this car, which is part of the museum’s regularly-used pair of
CTA “singles.” Jerry Saunders swapped out the truck with a
spare truck in good condition.
Work is progressing on this “single” car, the only one of
the museum’s cars of this type fitted with a modern halfpantograph, in an effort to put it into service. Dave Fullarton
and Bob Heinlein have been repairing and repainting roof
boards and saddles, while Dave, Jeron Glander and Jerry
Saunders replaced the car’s faulty motor-generator set.
CTA 4412, one of the museum’s three operational 4000’s,
suffered a broken casting in one of the sliding door
mechanisms. Bob Heinlein and Bill Wulfert were able, with
some difficulty, to access the sliding door pocket and replace
the broken casting.
Chicago Transit Authority S-105
Scott Greig continues to work on the CTA steeplecab.
New steel for welding into place on the cab has been delivered
and some replacement framing in the cab has already been
welded into place. One of the locomotive’s doors has also been
hung.
Various components needed for the restoration,
including a bell and a spare controller, have also been acquired.
Cleveland Transit System 4223
Eric Lorenz and Ed Waytula made significant progress on
the Cleveland PCC during late summer 2010 in continuing to
prepare the car for repainting. Most of the car was sanded
down and primed during August and September. In addition,
Indiana Railroad 205
Cosmetic restoration work on our Terre Haute streetcar,
Indiana Railroad 205, continued during the late summer.
Frank Hicks primed a set of new window post caps and
installed them in September. A dash-mounted headlight that
had been supplied some time back by Bob Bruneau was also
installed with the help of Greg Kepka after Rod Turner cut a
large hole in the dash at the east end of the car.
Lake Shore Electric 810
George Clark is continuing to make progress on what is
now the north side of freight trailer 810. He is working on
making new wooden structural pieces for the car’s sides as
well as fitting the wooden beam that will adjoin the steel Zchannel side sill of the car.
Michigan Electric 28
Jeff Brady, Norm Krentel and Ray Schmid are making
good progress on the Michigan interurban car even despite
spending a fair amount of their time on the CA&E 36 truck
project. A large caul for bending roof panels was built in July
and was immediately put to use bending more of the heavy
Masonite panels used to form the roof of this car. During late
summer several more roof panels were bent to shape and then
installed on the roof of the car. Work was also done on the
interior of the rear platform, installing trim pieces and wooden
edging.
Tim Peters starts to disassemble rotted siding and framing pieces on
the east end of CRT 1797 in the fall of 2010.
Photo by Randy Hicks
hardware that had been removed long ago was reinstalled and
the blinker doors were fitted to the car complete with steel
blanks replacing some of the windows, just as the car had in
service.
Cooperativa de Transportes Urbanos y Sub-Urbanos 19
Frank Sirinek and Mike Stauber, assisted by Dan
Fenlaciki, spent a good deal of time during late summer
working on the museum’s new single truck open car from
Veracruz. The car sat outside for over a year in the early
2000’s while in Cleveland and suffered weathering damage to
the bench seats. Frank has been removing the seats one by one,
stripping, staining and varnishing them before replacing them.
He has also been slowly going through and repainting the car,
including a new coat of red paint on the letterboard that covers
over the “Columbia Park & Southwestern” name applied to car
19 during its time at Trolleyville. The car was operated several
times in revenue service during 2010 and proved to be a real
crowd pleaser.
Illinois Terminal 277
The yearly inspection on the 277 was started in early
September in hopes that it would operate on Member’s Day,
but rain prevented that. Some necessary air brake and
compressor work was done in preparation, though. The 277, as
well as other IT cars, will likely see more work over the
coming months to prepare for an Illinois Traction Society meet
in April.
Milwaukee Electric Railway & Light 972
As reported in the previous issue, a complete set of seats
for the 972 was reupholstered at no cost to the museum due to
the generosity of a corporate donor. In July these seats were
reinstalled by John Faulhaber, Dan Fenlaciki, Victor
Humphreys and Frank Sirinek, making the car’s interior
complete and effectively finished. The next step will be wheel
and truck work on the car; options for having this work done
are being evaluated.
Milwaukee Electric Railway & Light D13
Gerry Dettloff and John Faulhaber have been working on
rebuilding the roof of one of the motorman’s cabs on the
Milwaukee Electric dump motor, including creating all new
wooden saddles. During late summer the basic roof surface of
the cab was completed and installed.
Sand Springs 68
Some progress was made on the Sand Springs car
including light fixture work and construction of a new side
window to replace one that had failed. Bob Kutella headed up
this work, helped by Bob Milhaupt and Rich Witt.
As always, a tremendous amount of work not mentioned
here was done on smaller-scale projects, and I apologize to all
of the people whose names were inadvertently left out. It takes
dozens of volunteers coming out to work on a regular basis for
all of this to get done, and many thanks are owed to all those
who gave of their time and money towards all of the progress
that has been made this year. Thanks to everyone who
volunteered! Thanks also to Joel Ahrendt, David Fullarton,
Scott Greig, Joe Stupar and Bill Wulfert for their help in
preparing this article.
‘Roun^ th_ Groun^s…
Th_ South Shor_ Lin_
Sign R_stor[tion
By: D[v_ Di[mon^
Bend Railroad is
often referred to as
the nation’s last
interurban railroad.
The 90 mile line
operates electrically Ex- New York Central R-2 locomotives built by Alco/GE in 1931
powered trains from and obtained by the South Shore in 1955 pass the sign and station
Chicago’s Randolph at Gary. The six locomotives, numbered 701-706 by the South
Jerry Appleman Photo
Street (Millennium) Shore, operated until 1975.
Station over the
Illinois Central Electric south out of County, Indiana. By the 1930’s, its
downtown to Chicago's southeast side population had risen to over 100,000. (It
where it then runs east on its own rails to would peak at just over 175,000 in 1960,
East Chicago, Gary, Michigan City and then decline to under 100,000 today.) The
ultimately South Bend.
It was first American steel industry’s large US Steel
established in 1908 and in the mid 1920’s Gary Works Plant played into these
was obtained and modernized by utility population fluctuations, The South Shore
magnate Samuel Insull. Serving the region Line used the Gary Station as a midpoint
through various owners and bankruptcies passenger terminal. A coach yard was
including the Chesapeake and Ohio located there for trains to lay over. Hourly
Railroad Company (1967), the passenger service was provided to South Bend and
operations would become publicly funded half hourly service was provided to points
in 1977. The much revered 1920’s era west, terminating at Chicago.
Exact dates on the installation of the
orange cars operated until the early 1980’s
and were replaced by neon sign at Gary are lost to time, but
modernized cars which still interesting facts that narrow the timeline
carry the railroad’s passengers about the sign are known. The sign IRM
to this day as the Northern restored, is actually the second station sign
Indiana
C o m m u t e r at Broadway and 3rd Avenue. In the late
T r an spor t a t i on Di st r i ct 1920’s under Insull ownership, a SOUTH
SHORE LINE sign was placed at the same
(NICTD).
Gary, Indiana, located 25 location that our sign would occupy in
m il es fr om down t own later years. Few photographs exist, but
Chicago, was a regional research using dated photos has concluded
center of commerce and that the neon sign IRM restored was
population in the first half of installed sometime between 1929 and
the 20th century in Lake 1946. Research has found that the railroad
“modernized” several stations
during the WWII years, including
ABOVE:
The earliest complete image
Gary, by improving and enlarging
photograph of IRM’s neon sign taken on July
lunch counter operations, but no
7, 1951 by Barney Stone captures the passing
specific mention of a new sign at
westbound steam locomotive on the Baltimore
Gary in the Annual Reports was
& Ohio tracks. Barney Stone photo, courtesy
made. Other less elaborate neon
Krambles-Peterson Archive
signs were featured on stations at
RIGHT: An interesting view of the “first”
Hegewisch, Hammond, Michigan
South Shore Line sign and Gary station
City and South Bend. Perhaps it
complex believed to be in the 1926-1932 time
was around this time that the new
period. Note a classic observation car on a
neon sign was added?
westbound Baltimore & Ohio train on the
The neon sign that IRM
mainline.
Frederic J. Corporon collection,
preserved
was located at the Gary
Courtesy of Roy G. Benedict
The South Shore Line sign was the
m ost com pl ex sign r est ora ti on
completed at IRM thus far. The sign,
originally from the Gary, Indiana
station, was displayed in between Barns
3 and 4 for over 25 years.
It was last illuminated in the early
1970’s in Gary and then fell into
disrepair. Time had taken its toll and the
sign certainly had seen better days. It
had become a pigeon and bird roost and
was in desperate need of assistance. The
South Shore sign would round out the
refurbishing of the three major Chicago
area interurban sign restorations
including the Chicago Aurora and Elgin
in 2005 and the North Shore Line in
2008. The South Shore sign would be
one of the most expensive due to its size
and complexity which included neon
tubing and incandescent chaser lights at
the top and bottom along with the
illuminated train at the top.
The Chicago South Shore and South
This photo details the sign in better days complete with neon
tubes and chaser light bulbs still intact. The neon tubes were
faithfully recreated by the staff at MK Signs.
Photograph by Gordon Lloyd Sr, Norman Carlson collection
The electricians at MK Signs work on re-wiring the sign. The
difficult restoration took over a year to complete.
Photo by Dave Diamond
station until 1982 when the Indiana Toll Road built new ramps After spending over a year indoors at MK Signs, on April 7,
leading to Interstate 90. As part of the project, the South Shore 2010 the sign was returned by Dave Erhard of MK to IRM.
tracks were moved south towards the site of the yard and grade Through careful planning and placement the top pole sections
separated over Broadway to create the new Gary Metro Center lined up perfectly with the steel poles set by IRM personnel the
station, which opened June 18,
previous fall.
All electrical
1984.
control and power had been
The long awaited restoration
brought to the sign poles during
of the sign would begin on
the construction phase and the
January 3, 2009. A crew
sign was powered up within a few
assembled ready to work in the
minutes after installation. The
cold after New Year’s festivities
beautiful orange neon glow
wore off. B&G regulars including
combined with the incandescent
Jerry Lynn, Tom Opolony Jr, Les
chaser light bulbs came to life for
Ascher, Wally Ostopowicz, Max
the first time in many years. A
Tyms and I were assisted by Nick
fascinating vestige of the “little
Kallas, Bob Rayunec and Tom
railroad that could” was back in
Opolony Sr. We worked to
place for all to see and enjoy.
remove the sign and placed it on
Through all our research, there
an IRM truck for transport. The
still are unanswered questions.
weather in January, as everyone Work began at IRM in the Fall of 2009 in preparation for the What did the sign look like at night
knows, can be extremely dicey, re-installation of the South Shore Line sign.
originally? No known photographs
and it certainly was. Significant
of the sign in Gary illuminated at
snows would delay transport of the classic porcelain sign into night exist. Of course we have the approximate time period of
Chicago for several weeks. Finally on January 22, 2009 the the sign’s installation, but never could pin it down to a specific
sign was transported via surface streets from IRM to MK Signs year. These questions may never be answered!
where their crew would begin the lengthy restoration project.
We are indebted to the following individuals for their
BELOW LEFT: The newly restored South Shore Line sign arrives at IRM on April, 7, 2010.
BELOW RIGHT: The sign is carefully lifted onto the steel poles set by IRM personnel the previous fall. It was a perfect fit!
Dave Diamond Collection
untiring research, technical
assistance and vast photographic
archives in helping to restore the
sign and prepare this article; Roy
Benedict, Norman Carlson, Peter
J. Miksich, Jr, and Art Peterson. A
constant reference photograph (for
MK Signs and IRM) that aided
restoration was taken by Gordon
Lloyd, Sr. from Norman Carlson’s
collection. We also extend thanks
to those who donated to the B&G
Sign Restoration Fund and
purchased obsolete signs from
Chicago’s L, whose proceeds
helped offset the restoration costs.
Your continued contributions and
purchases will ensure the
maintenance and restoration of
this and other unique signs at
IRM.
The sign illuminated at night for all to enjoy the brilliant array of colors!
749: Th_n & Now
By: E^ Oslowski
As an 18 year
old Chicago lad in
August of 1965 I
heard of a Rail
Museum that had
opened in a far away
town of Union, IL.
Of course,
in that
era,
GPS
and
MapQuest did not
exist – just good old
fa shi on ed
pa per
maps.
One sunny
Sunday I asked my
high
school
sweetheart, Judie, to
venture out with me
to see what this
Museum would offer.
She accepted the
invite and in my first
car, a 1961 Chevy August, 1965
Photo by Ed Oslowski
Corvair, which I had
recently purchased, we set out to the Museum in the country.
Judie remembers that it felt like an eternity to get to our
destination. When we finally arrived and parked on Olson
Road we had to walk along a dirt path with overgrown weeds
and wild grasses. To my delight this path was lined with
railway Museum cars such as CSL 144, Aurora and Elgin 431,
Ely, Shay steam engine, North Shore equipment, etc. all of
which was being stored until the Museum set a yet
undeveloped plan into work. Judie & I took photos of one
another posing with the different cars – one in particular was
Judie hanging off the side of North Shore 749.
Years passed and photos put away and forgotten, I found
myself back at Union in 1992 - now as a volunteer to help do
restoration work – on the very same North Shore car that I
photographed in
the weeds many
years
before.
Whoever would
have thought that
one day I would
be part of a
group
of
approximately 30
people
wh o
worked on the
North Shore 749
bringing it to its
current majestic
and historic look.
The dedication
of this car on
June 19th was an
extr emely
meaningful
occasion for me.
June, 2010
Photo by Gwyn Stupar Car 749 was
placed
into
regular revenue service for many to ride for years to come.
The newly restored interurban car shown in the photo above,
taken on June 19th at the dedication, shows my wife of 43
years posed and photographed as she was over 45 years ago-– a flashback in time – a time long before I realized what the
North Shore Car 749 would mean to me and the joy I would
experience being part of a crew of volunteers that brought
back to life this famous North Shore Line Interurban car.
Post-S_rvi]_
History of
S[n^ Springs
R[ilw[y No. 68
By: Bo\ Kut_ll[
In 1918, the Cincinnati, Lawrenceburg, and Aurora Electric
Street Railway Company was in desperate financial condition.
They needed cars which drew less current, were lighter on the
track, and in general, represented a new concept. Our No. 68,
then numbered 918, was built and operated until the line was
abandoned in 1930.
On February 1, 1932, the car was purchased by the Sand
Springs Railway of Tulsa, Oklahoma where several
modifications were made before it entered service.
The complete story of Sand Springs Railway No. 68 service
history was told in the September issue of Rail & Wire (#224).
After its retirement on January 4, 1955, No. 68 was pushed
by towbar into the depths of a carbarn in Oklahoma and sat
gathering cobwebs, uncertain of its future. It was eventually
moved to the area fairgrounds, along with a small steam
locomotive in a stillborn attempt at setting up a railroad museum.
In further developments of what might be construed as a car
with nine lives, the motors, controllers, and some of the
underbody equipment were removed and scrapped. The car was
later sold to Ozark Mountain Railroad of Beaver, Arkansas.
Their intent was to develop a tourist railroad, and the 68 was to
become a coach on their steam powered operation. Apparently
someone did not do his homework since the 68 has no
conventional underframe or center sill and there was no way to
install couplers for it to be pulled in a train. And of course, the
68 has straight air braking, so it could not be adapted to
automatic air train brakes.
RIGHT: Car No. 68 sits alone in a car barn
in Tulsa, Oklahoma for five years before it
is relocated, along with a steam locomotive
(BELOW), to area fairgrounds for a
planned railroad museum. That plan was
never implemented.
RIGHT: John J. Meyers Collection
BELOW: Charles King Photo
Sand Springs Railway 68, loaded on a flatbed truck, arrives at
IRM on February 27, 1967. Here it is crossing through our
Olson Road gate toward Yard 1 (now 50th Avenue).
Photo by Frank Sirinek
Ozark Mountain was operated by a group of fans and
enthusiasts; they were interested in seeing the car saved by some
preservation group, so once again the 68 lived on to escape the
scrapper’s torch. Throughout this period it sat forlornly in a
Tulsa scrap yard waiting for the future, never leaving its roots
far away.
In a way, the car was ultimately saved by the grapevine, as
our fellow museum groups communicated the fact that this car
still existed. Coincidentally, IRM had acquired ownership of
our Frisco 1630 decapod, and it last served out its active days at
Eagle Picher mining, near Tulsa. What could be more natural
than to inspect the 68 as our intrepid members drove through
Tulsa?
Coming so few years after the abandonment of the North
Shore (when complete cars were available) this car proved to be
little more than a stripped carbody, with much of the wood
structure roof, windows and doors needing attention. But it did
have potential with the steel sides and underbody judged to be
in good shape.
We had many of the components to restore the car,
although the motors we had were GE 264A (salvaged from a
Milwaukee 800 series
streetcar) with sleeve
armature bearings vs. the
original GE 258 ball
bearing motors. Otherwise
the motors are identical.
After much searching, we
managed to make two of
the rare K-12 controllers
from ‘kits’ including new
reverser drums we made to
allow switching of the
appropriate leads for a four
motor car.
After more arrangements
were made, Dave Shore and
Norm Krentel traveled south to Tulsa to oversee the loading
process. On February 3, 1967 the Tulsa-Sapulpa Union
Railroad moved New York Central 500440 flatcar into a siding
for us. The same day, truck mounted cranes from American
Storage and Transfer Company lifted the car and loaded it.
The loading did not go completely unnoticed as the
scrap yard was in easy sight of a major highway. At one point a
crew from KTUL-TV stopped by and recorded the event for
airing on the evening news. Dave Shore and Norm Krentel
both got some ‘face time’ answering questions about the trolley
car and its eventual home at IRM in Illinois.
On February 3rd, the car left Tulsa on the MissouriKansas-Texas line. It was routed via the MKT to Kansas City
and then Norfolk and Western to Decatur, Illinois and on to
Chicago. It arrived in Landers Yard on the morning of Sunday
February 12, 1967. The car was sent by mistake to Calumet
Yard of the former Nickel Plate where it remained “lost” for
three days.
By Friday February 17th, the mix-up was straightened out
and the Belt Railway of Chicago moved the car to the very
large Proviso Yard on the C&NW. The following week, on
Friday the 24th, the car was delivered to the Guse Coal siding in
Union. On Saturday we used a large over the road flatbed truck
and trailer for the final leg to our site.
It was a very cold arctic-like morning when the 68 became
the first car to sit Restoration work began almost immediately
on what is now a after its arrival at IRM.
Frank Sirinek
very large and
well developed
GENERAL DIMENSIONS
This is a drawing of the car laboriously developed on a CADD drawing system from
exact measurements taken from our car.
Copyright Bob Kutella
Length over buffers
Length over body corner posts
Length of platforms
Width overall
Height from rail to top of roof
Height from rail to underside of car
Height from rail to steps
Height from step to platform
Truck centers
Width of seat
Width of aisle
Seat spacing
Seating capacity
40’ – 6”
30’ – 6”
4” – 7”
8’ – 3”
11’ – 3”
25 ¾”
16”
12”
20’ – 6”
38”
22”
30”
44
EQUIPMENT
WEIGHTS
4 – GE258-C 25 HP ball bearing
Motors
Cincinnati Car Co. Arch Bar 5’-8” wheelbase
Trucks
General Electric Company 70/17 ratio
Gearing
24” diameter
Wheels
2- General Electric K-12A
Controllers
General Electric US-15-C, w/trolley wheel
Trolley base
General Electric straight air w/emergency
Air brakes
Air compressor
General Electric CP-25-C
Air compressor governor
General Electric Type ML, form A-1
Brake valve
General Electric Type S, form L-1
Circuit breaker
General Electric MR-12-D
2- General Electric boxes, RG, form A
Resistance
General Electric Holophane prismatic shades
Car lighting
Dayton hand brake
Hand brake
General Electric Service Supply Corp. “Golden Glow”
Head lights
8” x 12”
Brake cylinder
General Electric Type E, form J-1
Emergency valve
Hale and Kilburn No. 199-A
Seats
Car body alone
Trucks, per pair
Motors and control
Air brake equipment
Total (in pounds)
14,140
5,936
4,884
1,200
26,120
You can easily see that this was indeed a very
lightweight car design. For comparison it is
about half of what our Chicago Great Western
caboose weighs! This is one reason this author
does not recommend running the car through
closed spring switches as there is just not
enough weight to push those points aside if the
mechanism is at all tight or misaligned. It only
takes a minute to throw a switch!
Specifications (as-built) Source:
Modern Interurban Cars, General Electric, 1925
In this 1969 photo the car was being switched from its initial
resting place in Yard 1 (now 50th Avenue). With its light weight
and no motors, the “switch engine” consisted of the strong backs
of two members pushing the car.
Ralston Taylor Photo
the problems of the motors and controls.
At last! In November of 2004, just short of 50 years since
it had last operated, the pole went up and the 68 moved out of
Track 42 under its own power. The car has operated in the
various Trolley Pageant displays, and for special occasions
and charters several times, having logged 75 miles of
operation as of April 2010. With over forty years logged into
the restoration efforts, volunteers continue to add the finishing
touches.
Please consider a donation to the Sand Springs 68 fund to
help keep the car maintained.
Museum Campus.
The first order of business was
to install masonite covers over most
of the open windows. Before the
snow melted that task was under
way.
Over the years at IRM the car
has steadily received attention to try
to bring it back to a restored and
operating condition. The car sat for
several years in the open air in Yard
2 (now Barn 2), then lived indoors at
the east end of Barn 3 before the
elevated walkways were constructed.
Those raised walkways necessitated a
move to Barn 7. And finally the 68
moved to various spots inside Barn 4
where we were really able to attack
To read the pre– and post-service history of Sand Springs 68 in its
entirety, visit http://hickscarworks.blogspot.com/2010/07/ss68.html
BELOW: An example of a ‘special charter’ where we hosted about 75 smiling folks who were
attending a meeting of the Old Wood Working Machine group in 2007.
Roy Wall Photo
BELOW: This splendid photo from 2005 shows the 68 triumphantly negotiating the “S” curve, every seat filled, on the IRM car line loop.
Mike Farrel Photo

PDF - Illinois Railway Museum

Transcription

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