January 2004
Caboose Man of Hyndman Sells His Fleet
[By Don Stewart] . . .
It was more than a decade ago when the Bull Sheet first
reported on Don Stewart and his fleet of two C&O cabooses tucked 30
feet from the CSX main line at Hyndman, Pennsylvania. The cars, which he
purchased separately in 1990 and 1992, became his home in the country where
he could relax, listen to music, and put his mind in the eighth notch as
he enjoyed the passage of trains by his domain. He now lives in Arizona,
and last year he sold his cabooses to Jason Walter, a member of the Chessie
System Historical Society. Here is Don's report:
In the late 90's my arthritis became worse and worse to the point that
it was not prudent to climb up into the Cupola without someone being there
with me. While these physical limitations became worse and worse my desire
to return "home" to the west became stronger and stronger. I
had to realize that my days of safely and comfortably being at the Cabooses
on my own were drawing to a close. I sold my condominium in College Park
MD in May of 2002 and headed to my present location in the Mountains of
Northern Arizona - Flagstaff. I'm even more fortunate than I was in Hyndman
as far as trains are concerned - the main line of the Santa Fe runs 80
yards out the back door and promises me well over 120 trains a day including
the AMTRAK Southwest Chief.
Prior to leaving College Park I had the Cabooses appraised, as my original
intention was to donate them to the Chessie System Historical Society.
CSX required liability insurance of at least 3 Million Dollars - an amount
that the Historical Society was not able to raise - so they backed out
of the offer. Randy Broadwater, President of the CSHS knew of several members
though who were interested in purchasing the Cabooses from me - Jason Walter
being one of them. To make a long story shorter, he made me a reasonable
offer, and the fact that he wanted to keep them in Hyndman in their present
location made it very easy to accept. He was able to raise the required
liability insurance as a part of his Homeowners Insurance Policy - the
same way that I insured them over the past years. The paperwork flew back
and forth between CSX, me and Jason, and now the lease has been transferred
to his name and the Cabooses are safe with a new owner and are still safely
tucked away in Hyndman.
One of my major concerns was to try and keep the Cabooses together and
in Hyndman - the Borough in which they have become a part. The Cabooses
are happy; Don, The Caboose Man is happy; Hyndman is happy; and from what
I read and hear, so is the new Caboose Man, Jason. He has already made
several friends locally and I have a feeling will soon be enjoying the
wonderful chocolate chip cookies from Miss Vicki at the local general store
and bakery. Bud Evans, who has cared for the Cabooses and grounds since
I left and who is already in contact with Jason, would, I think, continue
to help Jason around the grounds and keep an eye on the Cabooses when he
is not there. Though my sons will miss visiting the Cabooses with the grandchildren,
they realized along with me that it was time to move on to Grand Canyon
Country.
The 12 years that I had the Cabooses were filled with wonderful times
and will live always with me in fond memory - mainly of the CSX Crews and
local townspeople. I was not only a "railfriend," but a friend
of Hyndman too. BUT - it was time to move on to new and different things
and places. The Cabooses still have their home and will be taken care of
better than I could have continued to do.
I was hoping to be able to travel east this month on the SW Chief and
the Capitol Ltd to spend a few last nights in 903556, but cannot do so
at this time. Time to focus my attention to building a Log Home in Jackson
Hole, Wyoming, while enjoying the almost constant appearances of trains
in my back yard here in Flagstaff - quite a few with CSX Power in the consist.
No Hyndman Helpers, though --- they are all remotely controlled here so
I cannot hand off chili as the Cabs are empty. I plan on spending spring
and fall in Jackson Hole away from the trains - there IS more to life than
trains I find - and the rest of the time here WITH them.
Harpers Ferry Station Update
Harpers Ferry National Historical Park Superintendent Don Campbell announced
December 12 that the planning phase of the Harpers Ferry train station
restoration is underway with the preparation of a draft Environmental Assessment
(EA). The EA includes several alternatives for rehabilitating the station's
exterior features and the interior of the building for adaptive reuse.
The purpose of the project is to preserve the train station - which
was built in 1894 - so that it may be used and enjoyed by park visitors
and citizens of Harpers Ferry. To accomplish this, the National Park Service
plans to protect and maintain the character-defining features of the building
through rehabilitation and restoration and add displays to improve the
station's interpretive value.
Following strict bureaucratic protocol, the 98-page document - including
introduction and attached correspondence - outlines infrastructure, topographic,
geological, economic, environmental, ethnographic, vegetation, wildlife
and other considerations, along with four plans (alternatives) on how the
work should proceed.
The "preferred" alternative - the one with the strongest recommendation
- would involve rehabilitating the building to its appearance when it was
moved to its current site in 1931. Earlier, the depot was situated several
hundred feet south along what had then been the mainline. The move to its
current site was due to a realignment of the track.
The most distinctive feature of the building at the time it was moved
was its two-story interlocking tower. The tower was removed c-1950. Under
the preferred alternative, that tower would be rebuilt - at least cosmetically
- in order to replicate its 1931 appearance.
Another alternative presented was to replicate the building to its 1894
appearance - complete with bay windows and dormers on both sides - but
this, it was felt, would misrepresent the historical accuracy of the building
at its current site.
Cost of the project is estimated at $2.2-million. Congress authorized
$1.9-million in FY-2003, and a West Virginia state grant of $320,000 is
also available. Completion is expected in 2005.
The station continues to function as an active passenger rail operation
and is an essential part of the transportation system at Harpers Ferry.
Both MARC and Amtrak trains stop here on a regular basis.
CSX Studying Sale or Lease of Line Through Charlottesville,
Virginia
The 200-mile-long stretch of CSX track through Doswell, Gordonsville,
Charlottesville and Staunton, Virginia - linking Richmond and Clifton Forge
- is the subject of a proposal that the line could be sold or leased to
a shortline carrier, according to news reports and persons familiar with
its operation.
A December 21 article in the Richmond Times Dispatch quoted a CSX spokesman
saying that the company was in "very preliminary stages" of considering
such a sale or lease.
Meanwhile, for an eight-day period in November and then for a three-week
period shortly thereafter, CSX conducted a "test" of the feasibility
of not running through trains that would normally use the route by running
them on an alternate route through Gladstone, Virginia, instead.
CSX has two lines between Richmond and Clifton Forge. The one through
Gladstone, known as the James River Line, is the preferred route for eastbound
tonnage trains - notably coal - because of its absence of steep grades.
The one through Charlottesville has challenging mountain grades, but has
been used for the movement of westbound empty hopper trains to avoid congestion
on the James River Line. Typically, two to eight through trains would use
the Charlottesville line on any given day.
The Charlottesville line - comprising the Piedmont, Washington and North
Mountain subdivisions - is also served by local freights three days a week.
Amtrak's Cardinal also uses a portion of the line - also three days a week.
This is not the first time that CSX has considered disposition of this
route. In 1989, the line was posted for abandonment. CSX withdrew its application
when it reconsidered the line's role within the company's core system.
CSX Termination Procedure Explained
Within the next six months, up to 20 percent of CSX's non-union workforce
may be expected to be terminated as a result of the management streamlining
initiative announced by the company on November 10. An item in CSXT's Midweek
Report, distributed to employees on December 4, explains how the process
will work for those selected for termination:
"The employee meets privately with a supervisor and Human Resources
representative as the termination announcement is made. Necessary paperwork
is reviewed and explained, and the employee is given the opportunity to
ask questions. Affected employees are then able to return to their work
station, speak to colleagues, pack belongings and perform other measures
they feel necessary before departure that day."
The explanation continues: "It has not been the company's policy
in recent history to provide guards to escort departing employees from
the building, and the current termination process will remain consistent
with that policy."
Aboard the Acela Express
[By Dave Larrabee] . . .
During the first week of December, I had a business trip planned for
Boston. Contrary to typical office travel methods, I opted to take Amtrak,
and ended up using Acela from BWI Station to Route 128 just south of Boston.
A review of costs determined that taking unreserved, non-Acela service,
would cost about $210 round trip, and Acela would be $352. The government
contract airfare for a round trip from BWI to Logan was $279. So I opted
for Acela, and paid the $73 difference out of pocket.
December 1, train 2158: The train was 20 minutes late departing Washington
due to delays in prepping the train, so we left BWI at about 9:40 a.m.
instead of the scheduled time of 9:21 a.m. There was an additional 10 minute
delay in southern New Jersey, so I ended up watching the trailing Acela
locomotive leave Route 128 Station at 3:45 p.m. instead of the listed 3:18
p.m.
Like many of the recent Amtrak trips I've made, the train was filled
to near 100 percent capacity most of the time. This poses a little problem
for me, as I really like to observe the condition of the Northeast Corridor
and study railroad archeology during the trip. Accordingly, getting a good
window seat is critical. When I boarded at BWI, the train was about 75
percent filled, but there were a few window seats of which I took one.
The lead car was first class followed by the 'Quiet Car,' where no cell
phones are permitted and only whispered conversations. The third car in
the consist was the Cafe, followed by three more coaches and the trailing
locomotive.
If you haven't ridden Acela, you're missing a treat! It's clean, new
and quiet. Entrance to the vestibules feature automatic sliding, all glass
doors, and the between-car passageways are wide and easy to move through.
Also in each vestibule is a dandy graphic display of the train's originating
station, its destination station, as well as the next station. On the northbound
train the 'next' station display was in sync with our location each time
I glanced at it. On the return, southbound trip, it was out of sync about
half of the time.
The seats were quite comfortable, but the arm rests a tad narrow. Enough
legroom, but with my 6'4" frame, I couldn't call it spacious. But
it was certainly much better than any aircraft seat, except first class.
The Acela coaches were a little better than the Amfleet cars I've ridden
in that they had a window ledge you could 'almost' rest your elbow on.
As large as I am, and with my interest in keeping an eye on the country
flashing by, this feature has been a common desire on all recent train
travel. Another important feature is the windows. They are very large and
are lower than most other windows in Amtrak equipment.
A few other items: Music was available on the armrest. Headset costs
$5.00. Coffee was great, sandwiches were 'okay,' microwaved if they were
supposed to be hot. Corned beef on rye was $9, and with coffee totaled
$10.50. The hot breakfast sandwich was $6. Crackers & cheese (with
sample portions of four cheeses) was $3.25.
Service, however, was a bottleneck. There was one steward who never
got a break between Washington and New York, and between New York and Boston.
The line was always half the length of the car, and at one point into the
vestibule of the adjoining car. Typical wait for service was about half
an hour. I've got to give the steward a lot of credit. The three I watched
doing business were professional and really tried to provide good service.
They had an uphill task, though, with an unending line of sometimes fussy
customers (like the lady who insisted on a particular wine and had to settle
for second best!).
I did meet some great folks while waiting for lunch and got to watch
over the conductor's shoulder as he counted tickets in his office in the
Cafe car. He had a computer display in front of him showing technical information
about the train along with speed - which for the five minutes I was standing
there was between 88 and 93 MPH in southern Connecticut. It's my understanding
that each car has a computer and that they are all managed on a LAN. I
did overhear radio chatter about a door sensor indicator noted by the head
end as showing a fault. The crew checked, and said it was okay.
The return trip was on Friday the 5th, on train 2159. I was supposed
to board at Route 128. However, I ended up getting a ride to the 'T' station
a couple hours early, so I rode into South Station and boarded there. I'm
glad I took the extra time to go early. The train was 95 percent full upon
leaving Back Bay, the station prior to Route 128. There were practically
no window seats available, and the train was overbooked from Providence
to New York. The crew announced frequently that a large number of family
groups were on the train and that all 4-seat table sections (four such
units in each car) were reserved for them. On this train there was no Quiet
Car because of the number of families with children. But the Quiet Car
was in effect south of New York.
The train started experiencing snow in the Stamford area. From there
on it was snowing, at times quite heavily. Passing trains surely threw
up a lot of flying snow, which blinded the view for a minute or so after
they passed. Even so, the windows stayed quite clear.
We slowed for track work in Maryland, which caused a loss of time into
Baltimore (14 minutes late), and the train arrived at BWI at 3:39 p.m.
(18 minutes late).
One last thought: The high speed, 150-MPH areas in eastern Connecticut
and Rhode Island were really impressive. The countryside was flashing past
at a terrific rate. Frankly, I thought it was a lot of fun. As we were
leaving Providence, the conductor announced that we were on Train Set 17,
and that we were going 140 MPH behind a locomotive that was 'geared for
160 MPH.' It sure beats flying, for my time and money.
Next time, take the Train!
Caboose Celebrates B&O Anniversary
[By William Allen] . . .
Yes, Virginia, there will be a special commemoration of the 175th Anniversary
of the start of construction of the Baltimore & Ohio Railroad. It will
take the shape of a specially painted, former B&O caboose which still
is in service on CSX.
The project was the brainchild of B&O caboose historian Dwight Jones,
who conceived the idea in early 2002 as a way to support the special birthday
celebration scheduled at the B&O Railroad Museum in Baltimore during
July 2003. Jones planned to get CSX to loan a caboose that could be specially
painted into a commemorative paint scheme, then have CSX ship the caboose
to the museum for display during the celebration, after which it would
return to its normal duties on CSX, wearing the special paint and graphics
applied for the event.
The catastrophe that befell the museum in early 2003 changed those plans
drastically. But Jones didn't give up. He continued to work with CSX officials
in Jacksonville. Not until the fall of 2003 were details finally worked
out.
An authentic and original B&O caboose was selected which still was
in active service on CSX. The selected car was shipped to Columbus, Ohio,
and it was placed into the old Chesapeake & Ohio roundhouse for repainting.
Of significance, this is one of the last roundhouses left on CSX.
Jones worked on the cab on Saturdays and Sundays, as well as evenings
during the week, assisted by his brother David. The car was finished during
late November. Jones paid for all of the supplies himself, assuring CSX
that it would be a no-cost project to them.
Following a CSX practice of naming certain rolling stock as "Spirit"
equipment, this cab was christened as the "Spirit of the B&O."
It becomes the second caboose on CSX to be given the special "Spirit"
identification. A number of locomotives and other equipment already bare
"Spirit" lettering.
To assure the car had a B&O flavor, it was repainted red with black
trucks and underframe, and window sash and screens were painted medium
green - bringing back colors not applied to B&O cabooses for several
decades.
The completed car has been assigned to specialized service which will
allow it to travel routinely over the entire CSX system, where it can take
its special anniversary message over the entire eastern United States.
Keep an eye open for it - you never know when it might show up.
Photo caption: The "Spirit of the B&O"
special anniversary scheme caboose is shown at Columbus, Ohio, on November
23, 2003, upon removal from the old Chesapeake & Ohio roundhouse where
it was repainted. The car is shown wearing a temporary number highlighting
the year that construction began on the Baltimore & Ohio Railroad.
Photo by Dwight Jones.
CSX Decides 'Layer 3' Staffing Alignment
CSX on December 11 decided upon its 'Layer 3' staffing alignment as
part of the restructuring initiative announced November 10. In a letter
to employees, Michael Ward, chairman and CEO, said: "I believe these
announcements will show a new CSX emerging and the commitment we have to
transforming our approach to the business." He continued, "Throughout
the Organizational Effectiveness initiative, a number of our colleagues
and friends who have contributed years of dedicated service will be leaving
CSX." The letter did not specify who may have been affected by the
Layer 3 staffing alignment, but according to a news report, about 20 'top-level'
managers had been given notice.
Amtrak Stop at Lehman Place, Pennsylvania, Planned
Pennsylvania Department of Transportation and Lancaster County officials
have announced plans for construction of a station along Amtrak's Harrisburg
line at Lehman Place, also known as Paradise. The station will make connections
to the Strasburg Rail Road, but will also serve county buses, according
to the National Association of Railroad Passengers. The station will feature
a circular driveway, a passenger drop off area, and hitching posts for
horses and buggies for the large Amish presence in the area.
Genesee & Wyoming to Acquire Three Georgia-Pacific
Shortlines
Genesee & Wyoming (GWI) has reached an agreement with Georgia-Pacific
Corporation to acquire three shortlines for $55.6-million, and provide
Georgia-Pacific facilities rail service for 20 years. GWI will acquire
the 15-mile Chattahoochee Industrial Railroad; 53-mile Arkansas, Louisiana
& Mississippi Railroad; and 57-mile Fordyce & Princeton Railroad.