July 2011 6 pager clr

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Volume 42 Number 7

July 2011

NO MEETINGS July and August The Intermountain Limited By Dick Billings

Intermountain Limited at Edgemont, SD behind bolier equipped Burlington SD-9s. Note the heavyweight sleeper

as dormitory car behind the baggage car. Photo by Robert F. Collins from the Morning Sun Books collection as fea-

tured in Burlington Route Through Passenger Service in Color, by Geoffrey H. Doughty, published by Morning Sun Books

2010.

Contents

No Meeting in July

Officer Contact Directory The Intermountain Limited From Trains Newswire Railfan Calendar

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About the June Newsletter

Some of you may have noticed some pages out of order

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in the last paper issue. Due to a miscommunication between your editor and Richard Tubbesing, the wrong PDF

file was printed. As a result those of you receiving the P.5 paper issue got the electronic edition extra pages printed

in black and white. The newsletter was supposed to be a

P.6 six pager with the two extra pages for the electronic edi-

tion only. If you would like to continue getting the extra

pages when they occur, please email your email address

to Dick Tubbesing.

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Northstar Chapter Officers

Board of Directors

Office

Name

Email

Phone

President

Dawn Holmberg

dawn@

763-784-8835

Vice President

H. Martin Swan

hmartinswan@

612-961-1684

Past President

Cy Svobodny

ctsvobodny@

651-455-0052

National Director

Bill Dredge

williamdredge@

952-937-1313

Treasurer

Dan Meyer

treasurer@northstar-

763-784-8835

Secretary

Dave Norman

nevad11@

612-729-2428

Trustee

Bob Clarkson

railroadbob@

651-636-2323

Staff

Program Chairman

Richard Tubbesing

Tubbesing261@

763-757-1304

Newsletter Editor

Russ Isbrandt

risbrandt@

651-426-1156

Newsletter Production and

Distribution

Richard Tubbesing

Tubbesing261@

763-757-1304

Chapter Librarian /

Historian

John Cartwright

stationman86@

651-481-8479

Webmaster

Dan Meyer

Website: northstar-

Chapter Mail Box

Northstar Chapter

PO Box 120832

St. Paul, MN 55112

NRHS

NOTE: Consult the website for any announcements regarding chapter activities including cancellation of any

meeting for any reason, including weather.

Newsletter deadline for submissions is the 2nd Saturday before the meeting.

MEMBERSHIP INFORMATION

Dues are $48 ($36 for the National dues and $12 for the local dues). Family memberships are $5 per person additional.

The student rate is $22 ($16 for the National, $6 for the Northstar Chapter). If you want to join, an application is available

at http:. Print out this application and send it with a check made payable to "Northstar Chapter

NRHS" to Northstar Chapter NRHS Membership Services, P.O. Box 120832, St. Paul, MN 55112.

A subscription to this newsletter may be obtained for $15 for either printed or electronic edition by sending a check to the

post office box above specifying the form of the newsletter you desire. A subscription does NOT include voting privileges

at chapter meetings nor any of the NRHS membership benefits and no membership application is needed.

The Intermountain Limited

By Dick Billings From The Camerail Club Newsletter

The Mixed Train By permission

This article was reproduced from the Camerail Club of Omaha's newsletter The Mixed Train because it describes a sort of Camelot time in railfaning when railroads and the Pullman Company had plenty of standby equipment for special trains and were very willing to employ it. This is the story of the extraordinary efforts the Burlington Route made to please the railfan community headed for the 1963 NRHS convention in Denver.

cursion crossed CAMERAILland over the CB&Q and was hosted by the Iowa Chapter - NRHS in conjunction with the 1963 NRHS Convention in Denver. We operated on a route from Chicago to Denver (via the Black Hills), a side trip up to Craig, then the circle trip out of Denver over the Rio Grande with narrow gauge running and the return trip back to Chicago. With the help of some very knowledgeable key players in the railroads and the help of a number of people along the route, we were able to pull off this outstanding trip. In the mid to late 1950s the Iowa Chapter of the NRHS was able to operate a number of rail excursions in the central/eastern Iowa area over first class railroads and interurbans. In the late 1950s the Iowa Chapter President

was Allan Vaughn and because of his railroad employment

(Chief Clerk to the General Manager at Oelwein on the

CGW) was able to have the connections (including his

father who was Assistant to the President of the CGW) to

arrange many of these trips. The Burlington had a very

good passenger department and was always willing to

work to arrange trips over the Q. One of the best men to

work with was Charlie Able the Assistant General Passen-

ger Agent out of Chicago.

This summer marks the 48 year anniversary of one of the most enjoyable rail excursions I have ever had the privilege to be a part of, The Intermountain Limited. The ex-

In 1961 Allan came up with an idea to run a special train to the 1963 NRHS Convention in Denver. The excursion would run Chicago to Denver and then a circle trip to ride the Rio Grande narrow gauge railroad. Planning began with Charlie Able to make such arrangements on the Burlington. One day Charlie came up with this obscure passenger tariff of a Chicago-Denver rate with a side trip at a small add on charge. Soon it was hatched to make a side

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trip to the Black Hills to ride Bill Heckman's Black Hills Central steam operation. Detailed planning began and a few eastern Chapters wanted to place cars on the Limited. The Washington Chapter sold out a car that would travel into Chicago via the NYC; the Cleveland Chapter had a car that it would add to the Erie into Chicago; and the Strasburg Railroad had one of its cars travel over the PRR to Chicago. Butterworth Tours (my employer at the time) agreed to have its car, an ex-PRR observation, added to the train for use by the host Iowa Chapter. A couple of other Chapters wanted to add cars, but were unable to make the sales. Out west Art Lloyd of Cliff Travels (San Francisco) was putting together a tour and contacted us to be added to the Limited run on the return trip out of Denver. Art arranged to add five sleepers to the eastbound California Zephyr between Oakland and Denver. Only Art would have been able to put off this deal but being a former WP Passenger Department officer sure did help. Art's group would travel to Grand Junction and then bus down to Silverton to join our group for the Rio Grande narrow gauge running. On the return trip, at Lincoln, the California group would be cut off the Limited and run up to Omaha on a Q train to be interchange to the RI for travel to Des Moines and on to Minneapolis before heading back out west.

With the help of Charlie Able of the Burlington, we were able to get an agreement that the Q would use steam power on the Limited where possible and to have full diner services. His contact with Rio Grande, Passenger Manager Harold Eno, was of great help with the Colorado circle tour. Months before the Limited was to run Charlie took a position as Trainmaster in the Operating Department, and by fate, was assigned to Edgemont! Needless to say he was to be a key man on the ground from the railroad to help out on this important leg of the excursion into the Black Hills. Norm Andersen took over Charlie's duties in Chicago and completed all the arrangements for the trip.

As the August 26th date neared, the Iowa Chapter people arrived in Chicago via the RI on Butterworth's car Reveler a few days ahead of time to complete all the last minute details of the excursion. Norm had collected sleeper cars in the Q coach yard from the Pullman pool in the Chicago area, interchanged cars from the east, ours from Iowa and the consist was set. (See the chart for details of the Limited's consist used on the trip in the electronic edition of this newsletter.) The days before the departure made for some late nights on the Reveler working out all the last minute details, putting together all the trip handouts and making the final space assignments. Early the morning of departure (Monday, August 26th) the Burlington set up conductor desks near the platform gates to board passengers. The 17 car passenger train with the big 4-8-4 steam locomotive #5632, backed into Track 28 and began to accept passengers. At 8:05 a.m. the Limited pulled out of Union Station enroute to Denver with 250 lucky passengers ready_to enjoy the excursion.

Out of Union Station on the Q three track mainline, departing train #21 (the Morning Zephyr) passed us on the center track near Clyde. Near Lisle, we meet train #30 the AkSar-Ben/American Royal Zephyr. At Aurora we made a station stop to pick up a few passengers and at Leland we met train #2, the Galesburg-Chicago mail local. At Gales-

burg the steamer was taken to the roundhouse for service. During the hour layover, train #18, the California Zephyr made its station stop. With the steamer back on the train we departed with a short crew stop at Burlington and then a stiff climb up to West Burlington. At New London we made a water stop at one of the last standpipes on the Q. Near Rome we did our first photo runby over

The 5632 at an unknown service stop. Photo from an Al Chione slide in the Kurt Peterson Library collection.

the Skunk River Bridge. Next was a short station stop at Ottumwa and water stop from a city fire hydrant as train #12, the Nebraska Zephyr, flew by followed by a fast freight train powered by five GP-30s. West of Albia the second photo runby was made over the Coal Creek Bridge. Near Chariton train #11, the Nebraska Zephyr, over took us. If any passengers missed the departure of the Limited out of Chicago, their excursion tickets were good on train #11 to Creston where we would pick them up (we only had one passenger as a "no show"). A third photo runby was made west of Chariton and we arrived at Creston just after sunset for engine service. At Corning we met train #8, the fomer Coloradoan, and at a later siding let train #17, the California Zephyr, pass us. Before midnight we crossed the Missouri River and took the river line (bypassing Omaha) to arrive in Lincoln around 12:45 am. At Lincoln the steamer was taken to the roundhouse and we were to be added to train #43 to Alliance as part of the special tariff arrangement. However, due to our train length and timing, the operating people now decided to run us as a second section to train #43. The change would make for no special requirements for the regular passenger operations of train #43.

Tuesday morning (August 27th) we had Burlington E-7 locomotives in command for power on the trip across Nebraska to Alliance. As we arrived in Alliance the regular train #43 was just departing with its one engine and one coach consist. Just behind it was the departure of train #31 (with same type of consist) for Casper. At Alliance a change of power was made to three boiler equipped SD9s due to the greater grades ahead of us. By midmorning we arrived at Edgemont and the dorm and two diners were switched out of the consist to be deadheaded to Denver on regular trains to await our return trip to Chicago. The first photo spot was outside of Edgemont at a large fill at Sheep Canyon. A stop at Custer provided box lunches for the passengers as the country landscape became more mountainous and pine tree covered. North of Hill City we make the second photo stop at tunnel #3 and

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within a few miles we reached the highest point of any railroad east of the Rocky Mountains, Redfern, at 6214 feet. From this summit it was downhill into Deadwood. The Burlington's Station Agent at Deadwood was Bart Rachetts who was most helpful in arranging overnight accumulations for the Limited passengers. Besides his railroad employment, Bart owned one of the motels in town and worked out agreements with all of the other motels in town to take care of our passengers. He also arranged tours of the area and the meal services. On the railroad side of his job he had the task of yarding our 3 engine and 14 car train into the cramp trackage of Deadwood using just about every foot of track to switch and park the train. The next morning (Wednesday, August 28th) we departed Deadwood with a stop at Hill City for a side trip over the Black Hill Central steam operations to Keystone. Bill Heckman's operation over the Q branch was in the form of a narrow gauge 2-8-2 former White Pass & Yukon RR #69. The trackage out of Hill City was duel gauged. At Oblivion we transferred to a standard gauge train powered by former Prescott & Northwestern 2-6-2 #7 (named "General Custer") for the roundtrip into Keystone. We had photo stop at Oblivion and we were able to get in a photo runby on the return trip behind #69 before being hit by a heavy rain storm. Arrival in Hill City in the rain found our Limited waiting at the station for a platform transfer. That late afternoon we arrived at Custer for a meal stop at the fame TTT Ranch. Just to complicate matters, there was an impending strike over Fireman issues set for that night at 12:01 a.m. The Burlington assured us before departure out of Chicago that if the strike did happen, they would run our train with staff officers into Denver and if still on strike on September 6{ back to Chicago - but without any steam operations. The strike would put our excursion and the whole Denver Convention into the dumper. It was a bit depressing after two years of work to have this dark cloud hanging over us knowing that the events could (and would) go down the drain. We wanted our passengers to enjoy as much as possible (the steam running, photo runbys on the Q mainline in Iowa and the Black Hills operations) to get their money's worth for the trip before the strike event would happen. After dinner as we got back on the train and word came that the strike was put on hold for 30 days. It was the best news I have every heard! What a relief, and the celebration onboard began (lasting well into the night) as we headed off to Edgemont to awaiting the arrival of train #42. As the train #42 departed Edgemont we again followed as its second section into Alliance and then as a second section to train #33-7 into Denver arriving around 5:00 a.m. (Thursday, August 29th). That morning we made arrangements for a side trip for a few members of our tour using the "John S Foster" and "Reveler" for an overnight roundtrip on the Rio Grande "Yampa Valley Mail" to Craig that departed Denver around 9:00 a.m. returning Friday (August 30lh) afternoon. Our tour group "camp out" in Denver at the Oxford Hotel just down the street from Denver Union Station which made it very handy for all the excursions. And the Denver Convention had some great excursions that we rode. On Saturday (August 31st) was a Burlington roundtrip excursion to Colorado Springs behind 4-8-4 #5632. On Sunday (September 1st) was a roundtrip UP train (pulled by GP-30s) to Cheyenne to catch the #8444 on a trip to Laramie. On Monday (September 2n ) was a C&S trip to Longmont again behind #5632 to ride over the rails of the Great Western behind its 2-10-0 #90 to

Eaton and back to Loveland to meet the #5632 for the return trip to Denver. (See the Consist Corner) On Tuesday (September 3rd) was the second part of the Limited's tour, a circle tour over the Rio Grande to Durango and the narrow gauge railroading. We departed Denver on a DRGW special powered by a ABA set of F7s - 5534, 5563, 5554 - with coach cars 1010, 1008, 1007; diners 805 "Castle Peak" & 804 "Pikes Peak"; coaches 1017, 1011, 1247; lounge 1290 "Royal Gorge"; and baggage 740. Those two old heavyweight diner cars had seen many years of service and to the credit of the Rio Grande they provide a full crew with precooked meats to made fresh sliced sandwiches to order with all the complements - talk about a deli on rails! As far as I can tell this trip was the last use of those old gals and I believe we used every piece of Rio Grande passenger equipment not assigned to the "California Zephyr" on our trips in Colorado. A photo stop was made at East Portal and at Grand Junction we left town on the freight only branch line to Montrose (with a photo runby at Bridgeport), to transfer to buses for the highway trip to Durango. On Wednesday (September 4th) we did a round trip to Silverton behind K28 #478; coaches 330, 320, baggage 126 (snack services), coaches 327, 319, 312, 323, 350; and gondolas 400 & 9605. At Silverton we picked up the Cliff Travel group from San Francisco with members of the Northern California Chapter that had bused down from Grand Juction. On Thursday (September 5th) we departed Durango for Alamosa behind K36 #484; box car S-346 (luggage storage); coaches 330, 331, 306, 284, 320; baggage 126 (snack services); coaches 327, 319, 312, 323, 350; gondola 9605. At Chama K36 #487 was added to the point as helper up Cumbres Pass. We arrived at Alamosa that evening with dinner at the Elks Club and we then boarded our Limited ihat had been deadheaded from Denver. During the switching of the Cliff Travels cars in Denver, the Rio Grande damaged sleeper 1C "Grenada". They took the 1C car "Gilman" off of our consist and substituted it for the "Grenada" and gave us the PRR "Imperial Pass". All cars were of the same room arrangement so it caused no problems in space requirements but it was a strange move. I wondered why they just didn't give the "Imperial Pass" to Cliff Travels group but did all the changing around on both consists? The only reason I could figure out was they wanted to keep 1C owned cars on the Cliff Travels consist for some rate reason or usage agreement; and to use our train to get the PRR car back to Chicago to be placed back in the PRR pool of equipment. The five Rio Grande F-9 engines pulled our 21 car Limited over La Veda Pass and on to Denver for the overnight trip. It was a shame that we traveled over this unbelievable standard gauge mountain mileage at night but one could feel the mountain railroading as it rocked us to sleep. Friday (September 6 ) morning we woke up in Denver Union Station with our dorm and diners returned to the consist and a set of Burlington E-9 units were ready to depart after train #1, the "Denver Zephyr", and train #17, the California Zephyr" arrived. As soon as the two trains cleared the leads to Union Station, we got the "highball" to depart with our 23 car Limited, the longest consist of the trip. It was a fast trip to McCook where we traded our diesels for the 4-8-4 steamer #5632. A photo runby was at Cambridge, but we were by now running quite bit behind schedule due to the late departure out of Denver and

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delays getting out of McCook. At Exeter the Dispatcher put passenger train #7 in the siding as we speed by in an effort to make up time. Arriving in Lincoln was after sunset, still running late, the depot switcher #9107 (a GE 44 toner) pulled the Cliff Travels cars off the train. The cars were now to be interchanged to the RI in Lincoln. This change in the interchange plans was a last minute deal Art worked out with Burlington officers traveling with our train. By interchanging in Lincoln with the RI he got a better rate to Minneapolis, plus avoided paying interchange/switching fees to the UP in Omaha between the two stations. We departed Lincoln to bypass Omaha on the river line again but were still running late. During the early morning pre?dawn hours crossing eastern Iowa I was awoken to confer with our Burlington hosts. They were worried of our still running late and, in order to assure eastern connections at Chicago, we all agreed to have the steamer cut off at Galesburg to be replaced by diesels for a faster, arrival in Chicago. After a short station stop Saturday (September 7th) morning to exchange power we departed for a fast trip into Chicago and met train #11, the "Nebraska Zephyr" at Mendota. We stopped to discharge passengers at Aurora where train #26, the "North Coast Limited", was completing unloading its passengers and we followed #26 into Union Station. Around La Grange we were passed up by train #32, the "Empire Builder" on the center track. The stop at the bumper post in Union Station brought an end to the "Intermountain Limited" and our 4,300 mile excursion. What a trip! Over the years I have been lucky to be a part of many rail excursions, but the "Intermountain Limited" will always hold a very special spot in my heart. Train consists are available in the electronic version extra pages.

From Railway Age Breaking News

International peer review positive on Amtrak HSR plan for Northeast Corridor Wednesday, June 15, 2011

Leading European and Japanese high-speed rail operators reviewed the Amtrak next-generation high-speed rail vision plan and have expressed support for its phased approach to achieve 220 mph service on the Northeast Corridor. The operators also suggested that while Amtrak's total assessment is sound and reasonable, the proposed service may generate more ridership, revenue and market share and may cost less to build than initially estimated.

"The positive feedback from our experienced colleagues around the world is encouraging and demonstrates that Amtrak's high-speed rail plan is a proper response to meet the region's need for increased transportation capacity and is a viable way forward," said Al Engel, Amtrak vice president, high-speed rail.

He added, "Amtrak's initial projections of ridership, revenues and costs for this new system were appropriately conservative and we are pleased that many of the world leaders in high-speed rail have offered their ideas to help refine and improve our plans."

Responses were received from high-speed rail operators in Europe and Asia as well as several railcar equipment suppliers. Most respondents focused on the technical analysis report, in particular sections on conceptual engineering, operational planning, operating and maintenance costs, travel demand/market analysis, ridership and revenue forecasts.

Most reviewers agreed with the phased approach as outlined by Amtrak for a clear, structured and coordinated path to achieve 220 mph service on exclusive operational segments between Washington and Boston. The East Japan Railway Company, a major operator of the Shinkansen bullet trains in Japan, said that it is "extremely important to build capital from early project phases so that additional profits can be obtained and invested in future phases" as they did themselves for a previous extension of their service.

There also was the recurring theme by the reviewers that the Amtrak plan would likely generate more ridership and revenue than projected in the plan given current market conditions and expected increases in travel demand.

Many of the reviewers commented on the initial projected $117 billion cost of the plan. One long-time developer and high-speed operator noted that the capital costs discussed in the report were somewhat higher than their experience and another high-speed operator wrote that the cost for the train equipment may be less than what is proposed if the procurement is similar to their own. Others suggested facilities and structures could be redesigned to reduce their footprint thereby reducing total land acquisition costs.

More detailed studies in specific areas to analyze and verify assumptions made in the Amtrak vision plan reports are already underway. The peer review comments will be addressed in these and future study phases that will refine engineering needs, develop a business and finance plan, and embark on a major corridor environmental review and alternatives analysis.

From Trains Newswire

Empire Builder service disruption to continue Published: July 1, 2011 WASHINGTON ? Amtrak's Empire Builder service across portions of Minnesota, North Dakota, and Montana will continue until further notice, the railroad announced June 30. The suspension is in effect between St. Paul, Minn., and Havre, Mont., with no alternate transportation available between those points until further notice.

Amtrak said a combination of trains and chartered buses will provide service to Spokane, Wash., with the Empire Builder continuing into Idaho and serving all Montana stops for Glacier National Park, including Whitefish, East and West Glacier, and Essex. The train will terminate at Havre, and then make a westbound run.

Amtrak submitted its vision plan for international peer review and invited comments on identifying opportunities to strengthen the business case, improve the operations plan and achieve construction efficiencies, among many other areas.

The Empire Builder will also operate on the east end of its run, operating between St. Paul and Chicago.

The service disruption is caused by the closure of BNSF Railway tracks in and around Minot, N.D., due to flooding.

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A number of chapter members attending the Tacoma NRHS Convention were stranded. Some flew home, one had planned to return via the Coast Starlight and California Zephyr and incurred a 13 hour delay by being rerouted via the Feather River Canyon due to the tragic collision between a truck and the westbound California Zephyr in Nevada followed by a reroute between Lincoln and Creston, IA due to Missouri River flooding.

Union Pacific's Operation Lifesaver special on the former Chicago Grear Western bridge in downtown St. Paul July 1st. Photo by Dawn Holmberg

Chapter July Activity Twin Cities and Western / Lake Superior

Transportation Museum Special July 30th

The chapter board of directors has decided to make the Twin Cities and Western / Lake Superior Transportation Museum special between Chanhassen and Bird Island or Olivia, MN, on TC&W's former Milwaukee Road main line, Saturday July 30th the July chapter activity. A discounted fare of $59.95 for Northstar Chapter members can be obtained with a check or money order made out to Traintime LLC and mailed to 11200 W. 78th St., Eden Prairie, MN 55344. Fare includes a box lunch. The train will consist of two former Chicago & North Western gallery cars and a couple of coaches from the 261's fleet and will depart at 10:30 am and return 5:30 pm. The trip will include a visit to the railroad's shops at Glencoe.

Railfan Calendar

Rail Fair / Flea Market / Swap Meet Saturday, July 16th, 10 am - 5 pm, La Crosse, WI, Copeland Park. Admission $5.00, children under 12 free. Train Festival 2011, Rock Island, IL Thursday, July 21st through Sunday, July 24th, Rock Island, IL. 1st Ave. and 18th St. See the following web site for details: Twin Cities and Western Anniversary Celebration Saturday July 30th and Sunday July 31st. See separate article. Minnesota Streetcar Museum's 40th Anniversary Saturday and Sunday, August 6th and Sunday. Fare is $2.00, children 3 and under free. Wooden cars run 12:30 pm to dusk. The PCC car runs Sundays 1:30 - 5:30 pm. Northstar Chapter August Picnic Saturday August 20th, Maiden Rock, WI.

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1515 Creek Meadows Drive NW

Coon Rapids, MN, 55433-3768

Address Correction Requested

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