THE
TRANSFER TABLE
The Wilmington Chapter NRHS Official
Newsletter
Internet Edition
| VOLUME 24 NO. 4 | APRIL 2002 |
Back To Wilmington Chapter Web Site
MARCH 21, 2002 MEETING NOTES
As the
meeting opened, the minutes were approved as read by Secretary Dan Frederick and
the report as read by Treasurer Ralph Stevens. National Director Tom Posatko
reported that the Chapter's annual news items were due for The Bulletin this
week. Education Fund Chairman Ed Thornton reported that we would be providing a
full scholarship to out new member David Haring for this year's RailCamp. Trip
Director Bruce Barry said we would make the final decision at our next meeting
about this year's Chapter Picnic, currently slated for Perryville on May 18. Tom
Posatko reported that BCRail will cease operations entirely on October 1.
The program by Dan Frederick began with slides of the East Broad Top in operation 48 years ago in 1953. We saw vintage views of the Reading Rambles with #2124. Among the slides from 1982 were the Southern Railway in Danville, high hood GP-30's and SD-40-2's, views of Louisville, a GP-30 with ALCO trucks, and Washington, DC. In Cumberland he caught a rare C&O GP-39 before heading out to Sand Patch. The 1991 views included Salt Lake, Ogden, and Green River. The 2001 slides showed Carson, Virginia's Station which served the Atlantic Coast Line, the Atlantic & North Carolina, and the Atlantic & Western. We also saw the station in Selma NC and some views of Jamaica NY. These were just a few of the excellent slides, vintage and current, that Dan shared with us in another of his great shows.
We also saw a few slides from Frank Ferguson of Florida's Tri-Rail using ex-GO cars. We also saw some F40PHL-2's and SD-70M's and a preview of next month's "Cuban Spectacular".
SCHEDULE NOTES
Notices, announcements, schedules, etc. are provided here as a service to the
members. The Chapter has no affiliation with any commercial operation, museum,
or tourist line.
Saturday & Sunday, April 6-7, 2002 New
Hope & Ivyland Railfan Day
trains start at 10 AM, night photos, www.NewHopeRailroad.com
for details or call 215-862-6167
Saturday & Sunday, May 11-12, 2002
Cass Spring Photo Special
8 AM Sat Cass > Spruce, Big Cut, & Beaver Creek, Sun. Cass > Bald
Knob, Fare $195 for adults, Call Carl Franz for info evenings and weekends only
at 301-942-6197
Saturday & Sunday, June 22-23, 2002
Great Scale Model Train Show - Timonium
9-4 Saturday, 10-4 Sunday, Maryland State Fairgrounds, Timonium, MD.
Saturday & Sunday, August 17-18, 2002
Great Scale Model Train Show - Gettsyburg
Gettsyburg, PA [NOT Maryland !] check their web-site http://www.GSMTS.com
for info
August 18 - 26, 2002 2002
NRHS Convention
Williams, Arizona (near Grand Canyon) with inbound and outbound steam powered
trains planned from Los Angeles. Host Chapter(s) - Grand Canyon
Chapter Web Site is www.canyonrails2002.com
Saturday & Sunday, October 12-13, 2002
Great Scale Model Train Show - Timonium
9-4 Saturday, 10-4 Sunday, Maryland State Fairgrounds, Timonium, MD.
NEWS BITS
No News Bits this time (again), so stop reading and go dig out some slides and/or photos for this year's contest. You should to try to get a new photo of a railroad worker actually working. As an added challenge, you could try to get photographic proof that one of our Chapter Members who allegedly works for a RR actually does !!!
The National Railway
Historical Society's Wilmington Chapter's Annual Doug Weaver Memorial Photo
Contest
will be held at the regular Chapter meeting on Thursday, May 16th,
2002.
Here are the guidelines for entering images in this year's contest:
CATEGORIES [note timeframes]
AMTRAK, ALCOS, CARDINALS
AND BUSES
PORTLAND TO MEMPHIS - May 13-24, 2001
by Tom Smith
With son Allen returning home by Amtrak from his 1st year at Union University in Jackson, Tennessee, I planned to meet him and return together on the City of New Orleans and Empire Builder, arranging a couple of diversions en route, and logging some new mileage.
Departing Sunday, May 13, on the Portland section of the Empire Builder, I was able to visit the Metropolitan Lounge for 1st class passengers in Portland Union Station. The only Metropolitan Lounge on the West Coast, Portland's is spacious and comfortable with complimentary soft drinks provided waiting passengers. I was not able to enjoy it very long, since the Empire Builder soon opened for boarding, and I made my way to sleeper 32056 and room 8. Attendant Dennis Burns introduced himself, and began what would be 2 days of attentive, courteous service, interspersed with announcements made within the car on train operation, fresh air breaks, and interesting sights.
The Empire Builder's Portland section consisted of a Sightseer Lounge, 2 coaches, 1 sleeper, and 2 Material Handling Cars (MHC's), pulled by P42 121. The dining car operates on the Seattle section, so sleeping car passengers are given a cold box meal. I selected the beef tenderloin, and enjoyed it in my room while the train sped eastward through the Columbia Gorge. The Sightseer Lounge is almost useless as an alternative to your seat, as the attendant starts showing movies there before it gets dark. I turned in early, and slept through the stop in Spokane where our cars were added to the rear of the Seattle train, which consisted of a transition dorm, 2 sleepers, 2 coaches and the diner.
Next morning, many got on and off at Whitefish, Mont. where the train stopped about 30 minutes allowing time to inspect Great Northern NW3 181 on display, visit the depot (where there is a Hertz rental counter), or walk the platform to work up an appetite for breakfast.
Upon leaving Whitefish at 0745, the diner quickly fills up, so I got there early to enjoy a breakfast of Amtrak French Toast. Of all Amtrak long distance trains, the Empire Builder offers, in my opinion, the least appealing ride, passing through the Cascades and Rockies mostly in darkness, while traversing the plains of Montana and North Dakota by day. But since the demise of the Pioneer, it is what Northwesterners are stuck with. The train passes the Izaak Walton Inn at Essex (no stop today) and Marias Pass, but then the mountain scenery abruptly ends, and you spend the rest of the day looking at cattle, wheat fields, and the mostly deserted US2 highway which parallels the train's route. Most towns the train passes have motels close to the station which would enable passengers to break up their trips by stopping over. I once stayed at the Park Hotel in Havre, continuing east the next day after shooting BN trains. The Cut Bank Super 8 has a fantastic view of a high steel bridge west of town.
Dining car meals highlight the day, breaking the monotony of the ride. A Black Forest sandwich for lunch and dinner of blackened catfish were both very good. Up to when we stopped in Minot about 2100 the train had been on time, and often early. And, up to that point, except for the exNP Spokane-Sandpoint segment, we had been following the historic route of Great Northern's Empire Builder. But whereas GN's Empire Builder and Western Star operated between Fargo and Minot on a shorter route via New Rockford, Amtrak's Empire Builder stops in Devils Lake and Grand Forks, served in pre-Amtrak days only by GN's St. Paul-Minot Dakotan. East of Fargo, Amtrak uses the former NP route of the North Coast Limited and Mainstreeter via Staples and St. Cloud to the Twin Cities, and then the former Milwaukee Road to Chicago, versus the CB&Q used by GN's Empire Builder. Amtrak has manipulated many train routings since its creation. Of Amtrak's long distance trains, I believe only the Lake Shore Limited still totally follows an original pre-Amtrak routing.
The track east of Minot is jointed rail, which was obvious as I dozed off, but I was also aware that we were traveling slowly. I awoke briefly at Fargo, where we were about 90 minutes late. Before I left, I received a call from Amtrak telling me I would be bused between St. Paul and Chicago due to Midwest flooding disrupting transportation. Upon boarding in Portland, though, Dennis told me the train was running to Chicago, subject to delays, but no more information was given us. Next morning, passengers were finally told that the train would arrive Amtrak's Twin Cities Midway Station at 0930, about 2.5 hours late, and would be held there until about noon because of flood-related trackwork on Soo Line's former Milwaukee main line. Passengers traveling to Chicago and intermediate points, and those connecting to Tr. 40, The Three Rivers, would remain on board, but passengers making earlier connections in Chicago would transfer to buses in St. Paul.
Our tardiness allowed a leisurely breakfast before St. Paul arrival, where passengers detrained to end their trips, transfer to buses, or stroll the platforms for over 2 hours. Amtrak's "Midway" station (replacing former St. Paul Union Depot and Minneapolis' NP depot) is aptly named, about midway between St. Paul and Minneapolis. Like many Amtrak stations, it is convenient to neither, and appears to be in an industrial park. It is not quite as remote as it looks, however, since busy University Ave. is only a couple of blocks south. City buses serve University, and the Days Inn and Twins Motor Inn are close by at University and Prior Aves. overlooking the tracks. There is a Hertz courtesy phone in the depot, but Enterprise has a nearby office on University Ave. and will pick you up at the depot.
As we pulled into the station, Minnesota Commercial Alco RS27 316 (originally an Alco demonstrator, later C&NW 903) was waiting to pull off one of the MHC's and add several Roadrailers and MHC's. I planned to stop over one day in St. Paul, and one objective was the Minnesota Commercial's fleet of Alcos. After the buses departed, the Amtrak ticket agent volunteered to call Enterprise, who was there in a jiffy with my wheels. Once the formalities were completed, I set out to visit some Twin Cities railroading highlights. Minnesota Commercial operations are mostly concentrated in the Midway area, and are easily observed, although the lighting changes during the day. Their engine facility is about a quarter mile south of the Amtrak station, and one can find exotic Alco, GE and EMD power there, but they are crowded. One can get good shots of units on the outer tracks from an adjacent warehouse parking lot. A pair of Alco C424's, one a former D&H and EL unit familiar from Binghamton, was switching the Midway yard just north of the Amtrak station. Another "must see" location was "The Bluffs," known as Hoffman on the railroad, south of St. Paul off Warner Rd. Most Twin Cities rail traffic passes this busy and scenic location, where lighting is good in the afternoon hours.
Next morning Minnesota Commercial's former CP RS18 81 was waiting to switch the MHC's from the 90-minute late Builder. I boarded one of two Ready Bus Lines motor coaches which departed with connecting passengers at 0902, an hour after the train was scheduled to depart, and followed I-94 through Wisconsin. It was a boring ride. The only stop was an hour lunch break at a Wisconsin Dells Burger King, compliments of Amtrak. The bus ride came to an end at Chicago Union Station at 1630, just 10 minutes after our scheduled train arrival time. The Empire Builder was posted to arrive about 2200.
I spent the 3 hour wait for my connection to the Kentucky Cardinal by walking north to the Canal St. grade crossing to watch the METRA Milwaukee line rush hour parade and shoot the unique EMD F40C's in what may be their final season of operation. Then it was back to Union Station, dinner on the food promenade, and wait for the gates to open for Tr. 850, the Kentucky Cardinal to Louisville, well, actually Jeffersonville, Ind. I needed this route for the former PRR mileage between Indianapolis and Louisville.
Formerly the route of the South Wind, and used for a short time by Amtrak's ratty Floridian, the PRR route had succumbed to deferred maintenance by the time I rode the Floridian over the former Monon. Divested by Conrail, the PRR line was eventually taken over by short line Louisville & Indiana. In 1999 Amtrak attempted to put Louisville back on the map by extending the Chicago-Indianapolis Hoosier State over the L&I. There were two major obstacles: 1) tracks had been removed from the PRR Ohio River bridge, so the train had to terminate in Jeffersonville, Ind. on the north side of the river, and 2) the L&I trackage was in bad shape after years of neglect and sporadic freight operation.
The Kentucky Cardinal offers no business class, first class or club class. It averages just 25mph over its 307 mile route, and can hardly be considered a significant component of Amtrak's route map. It was one of those trains that emerged when Amtrak changed its focus to adding trains and services, and capitalizing on expanding express business. Several exotic new and connecting routes were announced, but since then, only two trains were added to the Amtrak timetable; the Kentucky Cardinal, and the Lake Country Limited to Janesville, Wis. Plans were to extend the Kentucky Cardinal to Louisville, and then Nashville to reach a populous area of the South that Amtrak doesn't serve. Since Amtrak will discontinue the Lake Country Limited in September, I concluded if I were ever to get the mileage I needed, it would be wise to act NOW, rather than wait for Nashville service to start.
For 3 days a week the daily Kentucky Cardinal is combined with the Chicago-Washington Cardinal to Indianapolis, but on the days the latter doesn't run, the Kentucky Cardinal flies alone. It also serves as a hospital train to ferry Amtrak equipment to Beech Grove shops outside Indianapolis. Tonight was a solo flight for the Kentucky Cardinal, so it would be coach-only, no dining car or lounge. The Amtrak timetable promised "Vending Machines offering sandwiches, snacks and beverages," but I stocked up with food before departure.
It was a ragged collection of equipment out on the platform: P32 "Pepsi can" 504, exF40PH "Cabbage" 90229, a baggage car, a former Santa Fe Hi-Level coach and a Superliner sleeper all going to Beech Grove, then another former Santa Fe High Level coach, 39957, for revenue passengers, followed by 3 MHC's on the rear. There was no trouble finding a seat for the 25 or so passengers who boarded.
Departure was at 1930. The conductor announced that there would be delays, but we should reach Dyer, our first scheduled stop, 29 miles out, on time at 2042. There were no vending machines, but Amtrak provided complimentary ice, bottled water, soft drinks, and chips. The Cardinal's route out of Chicago is a dog's breakfast of routings using former PRR, C&EI, GTW and Monon mileage segments. I tried following it on my 1967 rail atlas showing the former pre-merger owners of those segments, but soon got lost as many lines had been abandoned. The conductor wasn't sure where we were either. Freight congestion on the GTW and CSX resulted in our being held almost 2 hours at Thornton Jct. until 2202, before we could enter the exMonon trackage. We were over an hour and a half late at Dyer. The train continued down the former Monon main, and used the new station and bypass that removed trains from the streets of Lafayette. At Crawfordsville, the train joins former Peoria & Eastern rails for about 33 miles, and at Clermont enters the former PRR South Wind route for the final lap to Indianapolis, where we arrived a little after 0130. Six hours to cover 196 miles! The Acela Express it ain't!
At Indianapolis Union Station the tracks are elevated, with the ticket office on the lower level shared with Greyhound. The waiting room is used mostly for bus passengers and is ill kept. Most passengers left the train here, and the engines cut away with the 3 deadhead cars, leaving the train without head end power. The northbound Kentucky Cardinal, which arrived about 0100, waited on an adjacent track, also without head end power, for its westbound Cardinal connection, due at 0348. Our motive power returned, but it had been turned around and now the "Cabbage" was leading. We departed at 0249, an hour and 40 minutes late, with just 6 passengers remaining, along with the three MHC's. There was little fear of a late arrival with 4 hours 30 minutes remaining to cover the last 106 miles.
Top speed allowed on this final sprint was 30 mph. The train makes no stops, although it passes through Columbus and Seymour, the former city the connection with PRR's famous Madison Hill line, and the latter a crossing of B&O's Cincinnati-St. Louis line, which I had frequently crossed on the National Limited. Daylight began to break, allowing leisurely observation of the last 50 miles or so. I even saw some on-line industry on the southern end, suggesting that there might actually be some freight revenue. At 0645, the train suddenly stopped at MP106; we were there, 35 minutes early! "There" was a passenger shelter, platform and parking lot on the south side of the L&I Jeffersonville yards, adjacent to a brand new L&I 2-story yard office; the grounds were actually nicely kept. Although one could see a Super 8, Motel 6 and Days Inn from the platform, they were across the freeway, accessed over the road that leads to the yard. City buses serve the public street that intersects the yard access road. The conductor offered to call the L&I office to arrange a taxicab for me, and it was there when we arrived. What was in those 3 MHC's? Beats me; I didn't see any unloading facility near the station, but I hope the revenue pays the bills.
It was a $15 cab ride across the Ohio River to the Louisville Greyhound station; along the way we passed the plant where Louisville Slugger baseball bats are made. I ate breakfast in the bus depot cafeteria, then boarded the 0930 bus to Nashville which followed state highways making local stops and paralleled the L&N mainline, which I had covered on the South Wind and Floridian. One interesting stop was at Ft. Knox. The streets were NOT paved with gold, but the Army base does have an extensive railroad. The bus was a through coach between Chicago and Florida, and some passengers aboard were actually going to Florida. Would they have been potential riders for a restored Floridian? At Cave City, Ky. we passed the Wigwam Motel, where you can sleep in a stucco teepee, one of many bits of vintage Americana you can find off the Interstates. We arrived Nashville at 1310, 25 minutes late, after passing Nashville Union Station, last used by the decrepit Floridian in 1979, and now a luxury hotel.
After a quick lunch in the bus depot cafeteria, I changed to a Memphis-bound bus which uses Interstate 40, called "The Music Highway" between the home of country music and the birthplace of the Blues. There was no scenery except trees on this trip, and we did not pass through any towns. Eight hours is about my tolerance limit for bus travel, and this trip was getting close. Allen met me at the classic 1940's art-deco Greyhound station in Jackson, and we returned to his dorm room at Union University to finish packing his belongings for the summer vacation.
The airport limousine drove us from Jackson to the Memphis Amtrak station, where we arrived with enough time to take a couple of rides on the Memphis Main Street Trolley, one of the city's newer attractions, as well as provider of local downtown transportation. Restored trolleys from Portugal and Australia provide service on two trolley loops: The 4-wheel Lisbon cars run up and down Main Street, while the Melbourne cars run a circle that runs north on Main St. and south on a private r-o-w paralleling the Mississippi River and the IC line used by Amtrak. The southern terminus of the trolley is the former IC Central Station, which has been nicely restored, including neon signs pointing the way to tracks which no longer exist. Besides IC, Central Station once served Frisco, Rock Island and L&N passenger trains. The lower level platforms are no longer there, and the upper level has only one track, served once each day by Amtrak's City of New Orleans in each direction.
"Nighttime on the City of New Orleans, changing cars in Memphis, Tennessee," the familiar lines from Steve Goodman's famous song, seemed an appropriate theme as we boarded Amtrak's New Orleans-Chicago train and placed our bags in room 12 of sleeper 32052. (The song, of course, was about a southbound trip on IC's daylight coach train that covered 921 miles in 16 hours and 40 minutes; Amtrak allows 19:40) The train was scheduled to depart at 2235, so it was too late for dinner. After watching the Memphis skyline receding, we turned in for the night. We were running about a half hour late at Champaign next morning. A breakfast of Amtrak French Toast and bacon got the day off to a good start. As we passed Pullman, we observed the remains of the Pullman Administration Building, destroyed by re last year. After negotiating the St. Charles Air Line, we pulled into Union Station at 0950, 50 minutes late.
We walked a couple of blocks to the Quincy CTA elevated station. Although I have been in Chicago dozens of times, I had never ridden the el! I usually either walked or used a CTA bus. The Quincy station was a gem, with pressed tin ceilings and polished woodwork, reminding one of when the el was powered by steam locomotives. We rode around the Loop to the Randolph St. station, from which it was a short walk to the IC Randolph St. station, northern terminus for IC's electric suburban trains where we boarded a Chicago South Shore & South Bend MU train for South Bend. The last time I rode to South Bend, CSS&SB used the classic orange interurban cars, and dropped its passengers in the middle of LaSalle St. in downtown South Bend. Now they use stainless steel MU cars resembling the early Jersey Arrows with center doors, and the South Bend terminal has been relocated to the South Bend airport in the northwest part of town. We planned on spending a couple of days in Michigan, and this would give us a head start by renting a car at the South Bend airport, saving driving in Chicago traffic. Visitors to areas east of Chicago should take note of this extremely convenient facility. Although the South Bend airport seems to be served only by regional and/or commuter airlines, (it is also a Greyhound terminal), the South Shore takes you right to the terminal, a short walk to both the Hertz and Avis rental counters.
The 1230 train was well filled, and although a car was cut off at Michigan City, many passengers continued on to South Bend. The 90 mile trip would be covered in 2 hours and 15 minutes. It had been many years since I last rode the South Shore, and many changes had taken place. CSS&SB operates the passenger service for the Northern Indiana Commuter Transportation District, which owns the equipment. Freight traffic is handled by diesels now instead of the famous Little Joe's, painted in the classic orange South Shore color scheme. Catenary has been removed from the yards and industrial sidings, and only the passenger service is electrified. A few line relocations have been made, but there is still street running in Michigan City, stations were well maintained, and ridership seemed high. It was a fast run down the IC electric line to Kensington, where access to South Shore track is attained, then through the industrial areas of East Chicago and Gary, and the dunes of northwest Indiana. On the west side of South Bend, the train turns onto what had once been an industrial track serving industries along Bendix Ave. for about a mile and a half, then crosses Bendix Ave. and curves onto the airport property. The airport extension involved laying about a third of a mile of new track from Bendix Ave. to the 2-track terminal, and stringing catenary from the junction with the old main line, which continues on toward South Bend, although it had not been used for some time judging by the rusty rails. The terminal is several miles from downtown and the University of Notre Dame, unlike the original downtown LaSalle St terminal.
After getting our rental car, we toured the Notre Dame campus, which was preparing for commencement exercises that weekend with President Bush the keynote speaker. From there we drove into Michigan where we planned to visit the narrow gauge Huckleberry RR near Flint, and the Henry Ford Museum and Greenfield Village. I had visited the Huckleberry RR. at Crossroads Village about 15 years ago and was much impressed. They have a beautiful little 4-6-0 and a collection of vintage rolling stock, much of it from Colorado and Mexican railroads and the East Broad Top. They operate over a 4-mile right of way laid on the roadbed of an abandoned C&O branch, crossing a busy highway, and offering several good photo locations along the way. Crossroads Village is a recreated 19th century village with relocated historic buildings and various craftsmen plying their trades, and both it and the railroad are operated by Genesee County. A change in administration in the past year has brought a marked deterioration in the appeal of this attraction. During my last visit, they had one of the funniest train robberies I had ever seen. But the new politically correct administrator banned the use of guns in the robbery and the popular Civil War reenactments. Union and Confederate troops fought without weapons, and even the officers had their swords taken away! Although a Civil War battle reenacted through Anger Management and Conflict Resolution must have been even funnier than the train robbery, attendance plummeted, and with an overall less welcoming atmosphere, the entire operation has declined.
Our next stop was the Dearborn area, where we planned to spend a day each at Green Field Village and the Henry Ford Museum. The Greenfield Village railroad was using a 45T GE diesel as the steam engine was having a boiler wash. Greenfield Village has recently recreated a roundhouse with a turntable, where its locomotives are maintained. One of the locomotives displayed is the beautiful 4-4-2, but to save space, the roundhouse was not built long enough to hold both the locomotive and its tender. Rail highlights of the Ford Museum were the C&O 2-6-6-6, a DeWitt Clinton replica, and a monstrous B&LE 2-8-0. There were zillions of other artifacts in the Ford Museum, including the Kennedy assassination car, and an Oscar Meyer Weinermobile.
We returned to South Bend that evening, and caught the 0805 South Shore train the next morning back to Randolph St. We took the el back to Union Station, and left our bags at the Amtrak Metropolitan Lounge. Having only a couple of hours free, we walked over to the Chicago Board of Trade, and took the elevator to the visitors gallery where we could view what appeared to be chaotic trading of commodities below on the trading floor. Returning to Union Station, we had a quick lunch since the Empire Builder's diner wasn't open at the 1410 departure, and boarded the Portland Sleeper, 32005, where we would occupy room 11. The train was well filled, and Dennis was again our attendant. The train consisted of 2 P42's, baggage car, transition dorm, 2 Seattle sleepers, diner, 2 Seattle coaches, 1 Sightseer lounge, 2 Portland coaches, 1 Portland sleeper, and several road railers and MHC's on the rear end. The steward came through and handed out dinner reservations after departure.
We settled into our room and enjoyed the early afternoon leisure. When dinner was announced, we made our way forward, but with several cars to pass through, the diner was pretty crowded when we got there. I again tried the blackened catfish. There were only 2 waiters on duty, but they were very efficient, and provided courteous attentive service. We were on time into Minneapolis/St.Paul at 2225, and found Minnesota Commercial GE B23-7 40, still wearing the "Conrail Quality" paint scheme it wore as Conrail 1990, waiting. After a stroll on the platform and a refreshing shower, we turned in as the train started up the exNP line to Fargo.
Slow orders found us over an hour late the next morning, and we got later between Fargo and Minot. Evidence of flooding was everywhere. Once past Minot, time was gradually regained, particularly after an abbreviated service stop at Havre. Westbound, the Empire Builder is a rather tedious trip with little to see. At Cut Bank, mountain peaks appear on the horizon, and at 1848 we finally reached the eastern slopes at East Glacier, where the GN-built Glacier Park Lodge can be seen from the tracks. We passed the Izaak Walton Inn again without stopping, and the daylight held out as far as Whitefish at 2116. I tried the New York Steak as my last meal in the diner, since Portland cars would be cut from the train at Spokane and breakfast would be in the Sightseer lounge.
I awoke during the switching in Spokane, and stayed awake long enough to see if we would leave the city via the Latah Creek Viaduct, which we did. When I awoke next, we were coming into Pasco, pretty much on time. Our room was on the wrong side to see the Columbia, so we sat in the Sightseer lounge, and ate our First Class breakfast consisting of something that looked like an Egg McMuffin with Yogurt and fruit on the side. I would rather have had French Toast. All too soon we were passing through Camas, and if the train would stop, we'd be home. But we continued on to Vancouver, where we said goodbye to Dennis, and hello to Karen, and ended our adventure.
BELIEVE IT OR NOT? By Richard E. Hall
There seems to be a widely held concept the veracity of those persons employed in virtually any level of the railroad industry may often be perceived in a negative manner. Perhaps viewed on a par with used car salesmen, lawyers and sports fishermen telling about "the one that got away". One may also ponder it the old saying "one lies and the others swear to it" was coined to describe railroaders reporting their version of an incident in which they had been involved.
The following incident supposedly occurred in West Virginia and was reported in "The Railroad Gazette" in 1901. For once I will be "politically correct" and make no jokes or comments about West Virginia, mountaineers or hillbillies, but do keep in mind this was also published in a railroad journal and it wasn't even April 1st., no April Fool. The following is copied just as it was printed in 1901. Believe-it-or-not.
"A Thirsty Snake.
The dearth of sea-serpents this year has driven the story
tellers to the mountains, and one of their latest productions is the following,
which appears in the "Parkersburg (W. Va.) News":
'As the northbound passenger on the Dry Fork Railroad was
passing over a curve near a steep mountainside just below Carr's camp, between
Horton and Hendricks, to-day, a huge rattlesnake, many of which infest the
mountains of that section, leaped into the rear car of the slowly moving train,
through a window, coiling itself on a seat and creating a panic among the
passengers. It was finally killed after it had put up a fierce battle.
Although we have not verified this story, we do not dare to
doubt it; for, with floods everywhere else in the country, a snake which is
compelled to try to exist on Dry Fork must lead a dreary life; and is excusable
for taking desperate measures to get something with which to wet his parched
tongue. We understand that in jumping for the train he first aimed at the window
just ahead of the buffet in the dining car. Failing to make a landing there he
had to tackle a common passenger car. It appears that all the jugs in this car
were tightly corked, which accounts for the 'putting up' of a 'fierce battle' by
the snake."
We rely on such respected journals as "The Railroad Gazette" as a reliable reference source for past history. Perhaps the story was accepted as the railroaders natural response to a "true" story. Or perhaps there may have been too many jugs which had already been uncorked rattling around in "The Railroad Gazette" office on the day the snake story struck there.
CHAPTER EVENTS
Thursday March 21, 2002 - 7 PM - Chapter Meeting program by Dan Frederick - program not known at this time.
Fri-Sun April 12-14, 2002 National Director's Meeting - Harrisburg, PA
Saturday April 13 7:30 AM THE ROCKVILLE LIMITED = Port Road + Rockville Bridge
Thursday April 18, 2002 - 7 PM - Chapter Meeting program by Frank Ferguson - " Cuban Spectacular"
Thursday May 16, 2002 - 7 PM - Chapter Meeting Annual Doug Weaver Memorial Photo Contest - 2002 special category: Railroad Personnel While They Are Working.
Saturday 18? , 2002 - 11 AM - Chapter Picnic probably at Perryville, MD.
Thursday June 20, 2002 - 7 PM Chapter Meeting program not known at this time
Thursday July 18, 2002 - 7 PM Chapter Meeting program not known at this time
Thursday August 15, 2002 - 7 PM Chapter Trip circle trip somewhere in lieu of meeting
The Wilmington Chapter of the National Railway Historical Society (NRHS) meets at 7:00 PM on the third Thursday of each month [except August & December] in the Darley Room at the Claymont Community Center on Green Street in Claymont, Delaware. Visitors are always welcome. Admission to regular meetings is free. Check out our >>NEW Website <<<, thanks to Russ Fox at: http://www.WilmingtonNRHS.com
The Transfer Table
The Transfer Table is published six to ten times per year as the
newsletter of the Wilmington Chapter of the National Railway Historical
Society. Items in this publication do not represent the official position
of either Officers or Members of the Wilmington Chapter or the Editor of this
publication.
Permission to reprint articles and news items appearing herein is granted to NRHS Chapters and other newsletters provided appropriate credit is given. Contributions are always welcome and should be sent to the editor at SD40GMA@aol.com or send to: P.O. Box 1136, Hockessin, DE 19707-5136. Deadline for entries is the 25th of the month.
Chapter Officers
President Phil Snyder
Vice President & Historian Ron Cleaves
Treasurer Ralph Stevens, Jr.
Secretary Dan Frederick
National Director Tom Posatko
Editor Greg Ajamian
Public Relations Frank Ferguson, Jr.
Event Photographer Bruce Barry