From Archives_@_Railfan.net Message-ID: <006501c11a60$a4267190$df8d6ca5_@_itochu.com> Date: Wed, 1 Aug 2001 04:04:51 -0400 From: "Jim Dent" Subject: (rshsdepot) Folkston, GA =46rom Trains.com News Wire... Folkston, Ga., to dedicate railroad viewing platform on Saturday Add Folkston, Ga., to the list of communities with railroad viewing platforms. On Saturday August 4, the town of 2178 people will dedicate its platform that sits alongside CSX=92s busy Nahanta Subdivision, just south of the junction with the Jessup Subdivision. The dedication celebration will run from 11 a.m. to 2 p.m., and will feat= ure city officials, politicians, state tourism officials, and local railfans. Between 50 and 60 trains a day pass the platform on South Tower Street, s= ays Folkston resident Marvin =93Cookie=94 Williams, a retiree and railfan who= played a role in getting the platform off the ground. A year ago, at a luncheon meeting with Folkston Mayor Dixie McGurn, Willi= ams struck up a conversation with a tourism official and found they shared a common interest in model railroading. They all discussed how railfans fro= m Georgia, Florida, and South Carolina descend on the town to watch trains. The tourism official went to see Williams=92 Lionel layout, and spotted t= he station platform. =93He picked it up and said =91This is what you need to= build, =92=94 Williams recalls. A $30,000 state grant and a year later, the platform sits on city-owned l= and about 75 feet from the tracks. It=92s located at milepost 602.4, just sou= th of the junction of the former ACL lines to Waycross and Jessup, Ga., to the north and Jacksonville, Fla., to the south. =93We call it the Folkston Funnel,=94 Williams says. =93The railroad calls it the Florida Funnel.=94 The platform, which is 32 feet long and 15 feet wide, boasts center posts and a roof, much like the Lionel platform on Williams=92 layout. It featu= res benches and tables, lighting, ceiling fans, and a scanner with speakers placed at either end of the platform. The former ACL depot, which the railroad donated to the city, sits nearby. Folkston is another community straddling a main line that figures it may = as well make lemonade from what many would consider to be a lemon of a location, what with all the noise and traffic headaches a busy rail line = can bring. =93To us, they=92re a nuisance,=94 City Clerk Darlene Williamson says of = the trains. =93But some people like to watch them. It=92s always fun to see n= ew faces.=94 And the platform, the city hopes, will encourage more new faces to come watch trains and give a tourist boost to the burg near the Georgia-Florid= a border. ------------------------------ -From Archives_@_Railfan.net Message-ID: <006b01c11a61$3de93c90$df8d6ca5_@_itochu.com> Date: Wed, 1 Aug 2001 04:09:09 -0400 From: "Jim Dent" Subject: (rshsdepot) Rochelle, IL About another Railroad Park, from the Chicago Tribune... Train watching Rochelle park draws rail fans By Don Davenport Special to the Tribune Published July 29, 2001 ROCHELLE, Ill. -- This northern Illinois city of 9,100 has always drawn railroad fans--hard-core types, who stood beside the tracks in any kind of weather, radio scanner pressed to one ear, video cam pressed to one eye, watching trains pass by hour after hour. The locals who paid them any attention wondered why. Trains were common in Rochelle. Indeed. Rochelle is one of the train-watching hotspots in the Midwest, a place where two main rail lines cross as they head west from Chicago. But here, two double tracks of the Union Pacific Railroad cross two double tracks of the Burlington Northern Santa Fe Railroad, and there are very few places in the nation where that happens. The bottom line for train watchers is that 100-plus trains thunder across the diamonds (the shape of the rails at the crossing) in downtown Rochelle every 24 hours, providing what Trains Magazine calls "big-time railroad action." Three years ago, the city of Rochelle officially welcomed rail fans by building Railroad Park, a safe, comfortable place where visitors can watch the parade of trains. The small park sits on a wedge-shaped, elevated parcel of land just east of the diamonds, with the Union Pacific (UP) tracks running along its northern edge and the Burlington Northern Santa Fe (BNSF) tracks on the south. Its centerpiece is a roofed, open-sided pavilion that provides train-watchers a cab-level view of the trains passing on both sides. The parking lot is arranged so cars face the tracks. The pavilion offers benches, picnic tables and speakers carrying BNSF and UP radio transmissions. There are electrical outlets so visitors can recharge fading batteries in personal scanners. (BNSF radio frequencies are 161.160 and 161.100; the UP frequency is 161.040.) The pavilion's interior is decorated with "hobo art"--drawings that represent the coded sign language that hobos developed during the Great Depression to warn each other of danger, or where a handout might be found. There's also a charcoal grill beside the pavilion and a "hobo fire pit," where you can build a fire to stay warm during nighttime train-watching sessions. Other historical displays in the park include a replica of an 1854 steel strap rail, used by railroads before the steel T-rail was developed, and a 1928 Whitcomb industrial switch engine built in Rochelle. Whitcomb produced some 5,300 small gasoline- and diesel-powered locomotives in Rochelle between 1906 and 1946, when the plant was moved to Pennsylvania. The park also has a small gift shop where you can buy railroad memorabilia, film, batteries and snacks. And there are clean, heated restrooms open 24 hours a day, year-round. For Fred Hyde of Madison, Wis., creation of Railroad Park eliminated a problem faced by many rail fans--trespassing on railroad property. "My first visit was in 1981, when I was a grad student," Hyde said. "I stayed close to the depot, off railroad property. The park is a safe place to watch trains, from the best location in town." Hyde's train-watching jaunts today include his two young sons. "They love the park," he said. "The small industrial locomotive on display is a great place for them to do imaginary play while watching the trains go by." The rail lines that run through Rochelle today have a rich heritage. The UP's route was the Chicago & North Western's (C&NW) main line--part of the famed "Overland Route" between Chicago and San Francisco--until 1995, when the C&NW was merged into the UP. The original line was built by a C&NW affiliate in 1854. The BNSF's route through Rochelle dates from 1857 and was part of the Chicago Burlington & Quincy's (CB&Q) Chicago-Twin City line until 1970, when the Burlington Northern (BN) was created by a merger of several lines that included the CB&Q. In 1995, the BN and Santa Fe lines were merged to create the BNSF. All of which means you'll see an assortment of locomotive styles and models, decked out in the colors of several rail lines, including the Burlington Northern Santa Fe, Union Pacific, Southern Pacific (owned by the UP), Santa Fe, Chicago & North Western, Burlington Northern and others. Both railroads operate under Centralized Train Control (CTC), controlled by UP dispatchers in Omaha and BNSF dispatchers in Ft. Worth. The crossing has an automatic interlocking, so it's first-come, first-served across the diamonds, regardless of railroad or the train's direction. (The interlocking is sort of an automatic stoplight, a signal set off by a train approaching the crossing that tells the other lines' trains to stop.) The UP's traffic through Rochelle consists mainly of coal trains and what is called "intermodal" freight--trains made up of both double-stacked containers and truck trailers riding "piggyback" on flatcars. BNSF's traffic is mostly intermodal. Both lines also haul trains of tri-level auto carriers. You'll also see the occasional mixed freight train (a combination of boxcars, tank cars, flatcars and the like). In time-honored tradition, railroad men still return rail fans' waves, and many seem to have developed individual styles. Some try to return each wave, while others stick an arm out the locomotive window, saluting all as they roar past the park. A few waggle a hand at the wrist, Queen Elizabeth style. Rochelle Chamber of Commerce phones began ringing soon after Railroad Park was opened, and interest skyrocketed as word of the park began to appear on rail fans' Web sites. Last year, in cooperation with the city, Trains Magazine placed a Web cam atop the pavilion, aimed at the diamonds, making it possible to watch Rochelle's parade of trains from anywhere in the world (www.trains.com). Visitors have come to Railroad Park from virtually every state in the Union and several foreign countries. They range from hard-core rail fans to casual train watchers, including families, school groups, local retirees who come to watch and chat, and business people on lunch breaks. IF YOU GO GETTING THERE Rochelle is about 70 miles west of Chicago, 2 miles northwest of the junction of Interstate Highways 88 and 39. RAILROAD PARK To reach Railroad Park, at 124 N. 9th St., follow Illinois Highway 38 west -From Illinois Highway 251 for two blocks to 9th Street and turn south (left). The park is open 24 hours a day, 365 days a year. Admission and parking are free. Gift shop hours are 9 a.m. to 5 p.m. daily except Tuesdays. The park, pavilion, restrooms and gift shop are wheelchair accessible. INFORMATION Rochelle Area Chamber of Commerce, 815-562-4189; www.rochellechamber.org/ - -- D.D. ------------------------------ End of RSHSDepot Digest V1 #120 ******************************* From Archives_@_Railfan.net Message-ID: <001301c11b05$6ff44370$df8d6ca5_@_itochu.com> Date: Wed, 1 Aug 2001 23:44:30 -0400 From: "Jim Dent" Subject: (rshsdepot) Limon, CO -From the Denver Post... Empire: Limon celebrates heritage By The Denver Post Wednesday, August 01, 2001 - LIMON - The 10th annual Limon Heritage Celebration on Saturday will bring to life the history of the small town on Colorado's Eastern Plains. The event, which begins at 9 a.m. at the Limon Depot, will include exhibits of pioneer crafts, a railroad display, hay rides, antique farm equipment, miniature horses, quilting demonstrations and children's activities. A barbecue lunch will be available. ------------------------------ -From Archives_@_Railfan.net Message-ID: <001901c11b06$009b8370$df8d6ca5_@_itochu.com> Date: Wed, 1 Aug 2001 23:48:33 -0400 From: "Jim Dent" Subject: (rshsdepot) Riding the Rails With Kim Not depot related, but interesting, from the Moscow Times (!)... Monday, Jul. 30, 2001. Page 9 Riding the Rails With Kim By Russell Working To Our Readers Has something you've read here startled you? Are you angry, excited, puzz= led or pleased? Do you have ideas to improve our coverage? Then please write to us. All we ask is that you include your full name, the name of the city from which you are writing and a contact telephone number in case we need to g= et in touch. We look forward to hearing from you. Email the Opinion Page Editor VLADIVOSTOK, Far East =97 When you ride on the Trans-Siberian Railroad fr= om this Pacific seaport to Moscow, you spend a week traveling more than 9,00= 0 kilometers with strangers who haven't bathed since the day they lugged th= eir suitcases to the station. You share a compartment with three other passengers, sleeping on a mattre= ss rolled out on a padded bench. Irritable conductors sometimes keep one toi= let locked for their own use, creating lines at the other. Those who can't afford the dining car often end up surviving on flyspecked drumsticks or cabbage pies sold by vendors at stops along the way. No doubt this is why Kim Jong-il, North Korea's "dear leader" and godlike head of state, decided to forgo the Trans-Siberian and travel in his own train during his state visit to Russia. Kim is heading from Pyongyang to Moscow in a 21-wagon, Japanese-built armored train, preceded by two separate locomotives "in case there are mi= nes or something," a Federal Security Service agent told reporters. But as many foreign travelers over the years will attest, Russian trains offer a rare chance to glimpse the heart of a great nation. There is stil= l time for Kim to reconsider and make the return trip on the Trans-Siberian= =2E Perhaps Kim recalls me. I was on the No. 8 rolling from Birobidzhan to Vladivostok on Thursday, and we pulled off on a spur south of Khabarovsk = so his special armored train could flash by. We probably looked uncomfortabl= e. It was a hot night, and children in their underwear were hanging out the windows. Most of the men, shirts off, were swigging from beer bottles. I = was the guy with the farmer's tan who was swatting the mosquitoes that swarme= d through the open windows, attracted by the reading lamps. "What's the delay?" somebody asked. The conductress said, "I just saw this armored train, and they say it's t= hat Korean bigwig's." But Kim should not be put off by appearances. Trans-Siberian carriages, though stuffy, are better ventilated while moving. There were no mosquito= es until we stopped. And the woman on the bunk across from me washed her fee= t minutes after Kim's train roared by, greatly improving the air in our compartment. I am sure I speak for other travelers when I say we all woul= d have been happy to freshen up if told the general secretary of the Korean Workers Party would be boarding. Kim is just the kind of person who would cherish a journey on the Trans-Siberian. He told Itar-Tass last week that his hobbies include "goi= ng among the people and soldiers and =85 talking with them and sharing their feelings. I also like reading and music." A train offers opportunities for going among all sorts of people. At mealtime, you can share sausage, canned fish and a bottle of vodka with a Mongolian trader or a cheerful alcoholic, who turns out to be head of a regional anti-organized crime unit. Any second-class car is full of soldi= ers who would love to hear a foreign statesman's ruminations on Marxist-Lenin= ist implications of hazing. For a literary man, trains mean reading time. Possibly Kim =97 like two N= orth Korean guest workers I saw at a newspaper kiosk in the Birobidzhan Statio= n =97 might enjoy thumbing through colorful publications that are unavailable i= n Pyongyang, such as one featuring naked women in handcuffs and a policeman with a whip. Kim's musical interests could also be accommodated. The train's loudspeak= er system periodically plays pleasing tunes, including the theme to "The Godfather." Indeed, if he had been willing to share a bottle of Johnny Walker Red with the American oilmen I met on a train several years ago, h= e might have found himself joining in singing, "Wild thing/ you make my hea= rt sing/ you make everything groovy." Security, of course, is always a concern for heads of state choosing unconventional travel. When Egyptian President Gamal Abdul Nassar trekked= to Morocco by dune buggy in 1956, a camel caravan had to go ahead of him, clearing the Sahara of land mines. And the French navy blockaded the North Atlantic of shipping traffic for = the better part of a month in 1967 when Charles de Gaulle kayaked to Quebec. But Russians are a gracious people, and I know the passengers in my train would have been willing to be inconvenienced if it meant they could share= a compartment with Kim Jong-il. Just as long as he washes his feet. Russell Working is a freelance journalist based in Vladivostok. ------------------------------ -From Archives_@_Railfan.net Message-ID: <003d01c11b07$6dfe2de0$df8d6ca5_@_itochu.com> Date: Wed, 1 Aug 2001 23:58:46 -0400 From: "Jim Dent" Subject: (rshsdepot) Lambertville, NJ =46rom the Lambertville Beacon... Station owners withdraw request for parking lot By: Cynthia Williamson, News Editor August 01, 2001 Partners to meet with city officials this week LAMBERTVILLE =97 Owners of the Lambertville Station have gotten a chil= ly reception from some residents for their controversial plan to build a 97-space parking lot on a 1-acre parcel south of the inn and restaurant. ...the Lambertville Station owners reached a surprise decision earlier th= is week to withdraw their application from the board. When reached Monday, Station owner Dan Whitaker declined to comment on the sudden change in plans. He and his partners were expected to hold an informal discussion with the Planning Board at its regular meeting Wednes= day to help them decide if they will proceed with a new application at a futu= re date or abandon it altogether. Operating as Swan Creek Holding Co., Station owners Michael Dougherty, Skip and Rose DiMarco and Mr. Whitaker purchased the former Ferrellgas si= te in July 1999 for $150,000 with plans to construct an office building and parking lot. The land is located south of the Station between the Delawar= e and Raritan Canal and state parkland along the Delaware River waterfront. They later amended their plans to a parking lot only and were granted = a variance for the use by the zoning board last year, which was overturned = by a Flemington Superior Court judge May 15 after residents Matthew Larkin, Douglas Gravier and Aram Dadian filed a lawsuit opposing the variance. Mr. Larkin said he is "glad they withdrew" the application but is cert= ain it will come up again. "I'm waiting and seeing," he said. "I would be surprised if this were = the end of it." Mr. Larkin's interest is in preserving the natural resources of the ri= ver and canal, he said. "The serenity of that area is so unique," he said. "I would love it to= be grasslands." While the suit was pending, the Station owners continued to seek preliminary site plan approval for the parking lot but once the court mad= e a decision it took away the zoning board's power to hear the application. The owners filed a new application and began giving testimony at the hearing July 26. An attorney representing the residents urged the board to reject the application, arguing it was the same as one they were in the process of reviewing when the judge reached a decision. The court ruling prohibited = the board from hearing an application that already had been decided, the attorney said. The board's attorney, William Shurts, advised members the application = was different from two prior ones and deemed it was within their jurisdiction= to consider it. Additionally, Mr. Shurts said, a recent amendment to the zoning ordina= nce prohibits privately owned parking lots in the zone, a regulation that was not in existence when the board granted a variance for the parking lot la= st year. A majority of board members agreed and voted 4-3 to hear the new application. But that decision and the adjournment to Aug. 16 may be moot depending on discussions with the Planning Board and Station owners this week. The applicants were seeking preliminary site plan approval as well as relief from several use variances and design standards. =A9The Beacon 2001 ------------------------------ End of RSHSDepot Digest V1 #121 ******************************* From Archives_@_Railfan.net Message-ID: Date: Thu, 2 Aug 2001 06:56:26 EDT From: CoolGuy127_@_aol.com Subject: Re: (rshsdepot) Tunnel: 'Hidden historical asset of Baltimore' In a message dated 07/19/2001 3:44:34 PM Eastern Daylight Time, james.dent_@_itochu.com writes: << In 1890, Harwood said, the B&O finally "bit the bullet" and began building the Howard Street Tunnel. But that presented a whole new set of problems. For one thing, the path from Camden Station to the tunnel's terminus at Mount Royal Station was all uphill, a steep 4.8 percent grade.>> 4.8% grade?? That's can't be right! Even the Saluda Grade, so far as I recall, is not that steep! Daniel Chazin Teaneck, NJ ------------------------------ -From Archives_@_Railfan.net Message-ID: <001401c11bba$3f7a4810$df8d6ca5_@_itochu.com> References: Date: Thu, 2 Aug 2001 21:18:48 -0400 From: "Jim Dent" Subject: Re: (rshsdepot) Tunnel: 'Hidden historical asset of Baltimore' While I am not sure about the 4.8% grade to the Howard St. Tunnel, Saluda Grade in NC has a sustained grades of 4.5% and short stretches that exceed 5%. Jim - ----- Original Message ----- From: To: ; Sent: Thursday, August 02, 2001 6:56 AM Subject: Re: (rshsdepot) Tunnel: 'Hidden historical asset of Baltimore' > In a message dated 07/19/2001 3:44:34 PM Eastern Daylight Time, > james.dent_@_itochu.com writes: > > << In 1890, Harwood said, the B&O finally "bit the bullet" and began building > the Howard Street Tunnel. But that presented a whole new set of problems. > For one thing, the path from Camden Station to the tunnel's terminus at > Mount Royal Station was all uphill, a steep 4.8 percent grade.>> > > 4.8% grade?? That's can't be right! Even the Saluda Grade, so far as I > recall, is not that steep! > > Daniel Chazin > Teaneck, NJ > ------------------------------ -From Archives_@_Railfan.net Message-ID: <3.0.1.32.20010802101446.00d2e630_@_MYMAIL.EMCYBER.COM> References: In-Reply-To: <001401c11bba$3f7a4810$df8d6ca5_@_itochu.com> Date: Thu, 02 Aug 2001 10:14:46 -0400 From: "Bruce Mowbray" Subject: Re: (rshsdepot) Tunnel: 'Hidden historical asset of Baltimore' At 09:18 PM 8/2/01 -0400, you wrote: >While I am not sure about the 4.8% grade to the Howard St. Tunnel, Saluda >Grade in NC has a sustained grades of 4.5% and short stretches that exceed >5%. > Maybe I am going out on a limb here but, If the area or the stiff grade is not too long and knowing the tunnel is under a river, I would imagine there is an opposing grade toward each end of the tunnel with the bottom of the grade at the center. Here is what I think could be the allowance for such a steep grade. The train enters the tunnel and heads down grade. The rest of the train follows. The leading part of the train reaches the bottom of the grade and heads upgrade to the other end of the tunnel. The rest of the train is still heading down grade and this helps to push the leading end of the train upgrade. As long as the train isn't short, the opposing grades could effectivly cancel each other out. Just my thoughts and my limited experience with basic physics. Bruce Mowbray trainhead_@_mymail.emcyber.com http://www.geocities.com/trainhead391/ TMB Manufacturing and Locomotive Works 1 1/2" Scale & 2 1/2" Scale (Narrow Gauge) Live Steamer ------------------------------ -From Archives_@_Railfan.net Message-ID: <007801c11bc6$6b56a6c0$df8d6ca5_@_itochu.com> References: <3.0.1.32.20010802101446.00d2e630@MYMAIL.EMCYBER.COM> Date: Thu, 2 Aug 2001 22:45:56 -0400 From: "Jim Dent" Subject: Re: (rshsdepot) Tunnel: 'Hidden historical asset of Baltimore' Bruce, -From my limited knowledge of the Baltimore area and from perusing the USGS maps at: http://www.topozone.com/map.asp?lat=39.316481995840355&lon=-76.6101768898642 5&s=25&size=m&symshow=n it would appear that the Howard St. Tunnel does not travel under any bodis of water, instead it carries the tracks from the north side of Baltimore south towards Camden Station. For the most part the tunnel is underneath the north-south running Howard St. Jim - ----- Original Message ----- From: "Bruce Mowbray" To: Sent: Thursday, August 02, 2001 10:14 AM Subject: Re: (rshsdepot) Tunnel: 'Hidden historical asset of Baltimore' > At 09:18 PM 8/2/01 -0400, you wrote: > >While I am not sure about the 4.8% grade to the Howard St. Tunnel, Saluda > >Grade in NC has a sustained grades of 4.5% and short stretches that exceed > >5%. > > > > Maybe I am going out on a limb here but, > > If the area or the stiff grade is not too long and knowing the tunnel is > under a river, I would imagine there is an opposing grade toward each end > of the tunnel with the bottom of the grade at the center. Here is what I > think could be the allowance for such a steep grade. The train enters the > tunnel and heads down grade. The rest of the train follows. The leading > part of the train reaches the bottom of the grade and heads upgrade to the > other end of the tunnel. The rest of the train is still heading down grade > and this helps to push the leading end of the train upgrade. As long as the > train isn't short, the opposing grades could effectivly cancel each other out. > Just my thoughts and my limited experience with basic physics. > > > > Bruce Mowbray > trainhead_@_mymail.emcyber.com > http://www.geocities.com/trainhead391/ > TMB Manufacturing and Locomotive Works > 1 1/2" Scale & 2 1/2" Scale (Narrow Gauge) Live Steamer > > ------------------------------ -From Archives_@_Railfan.net Message-ID: <00f801c11c09$23fb26f0$df8d6ca5_@_itochu.com> Date: Fri, 3 Aug 2001 06:43:32 -0400 From: "Jim Dent" Subject: (rshsdepot) High Point, NC -From the High Point (NC) Enterprise... Contractors tour downtown depot Local contractors interested in restoring High Point's railroad depot took a tour to get a firsthand look at work needed to renovate the historic structure Tuesday. The city has been working to restore the depot since 1993 and more than $600,000 has been spent on asbestos removal, lead paint abatement, roof repairs and other improvements. Officials plan to begin taking bids from outside contractors for completion of the remaining restoration Aug. 23. Assistant City Manager Jerry Yarborough said he has been working closely with contractors and city transportation officials. Tuesday's meeting was a chance to answer questions and give potential builders a better understanding of the restoration project's scope, he said. "We are fast approaching the bid day and we are trying to answer questions and give the contractors more information," he said. "I would have hoped the turnout (Tuesday) would have been better, but we still had a good size group." The city has advertised the project in local newspapers, and Yarborough said the group that toured the depot Tuesday was comprised of contractors from across the state. The depot restoration carries a price tag of $5.9 million that has increased -From the initial estimate of $3.3 in 1996. The additional costs will cover improvements to the retaining wall in front of the station facing the railroad tracks. The federal government will pay 80 percent of the restoration with funds made available through the Federal Transportation Enhancement Program. The state has agreed to pay 10 percent of the cost of the project and High Point is responsible for raising the remaining 10 percent or $592,300. Jim Morgan, chairman of the High Point Historic Preservation Society said in March that his group had raised about $200,000 of the $300,000 commitment for restoration costs. He said Tuesday his group would step up its fund-raising efforts when construction begins at the depot. The group will try to raise more than $300,000 to help with local costs. "Once we can say this is a done deal then I think people will be more likely to get involved," he said. "I think there are a lot of folks in High Point who are interested in preservation, so we should be able to raise the money." When the project is completed, the station will be restored to its original 1905 appearance, but with several updates. Plans call for a new concourse to be constructed between the railroad tracks and a passenger elevator to be added with room for baggage. The depot's roof will be replaced as well as the canopy that runs over the railroad tracks. Yarborough said the project will begin with a groundbreaking ceremony on Oct. 4, but work crews will wait until after the fall International Home Furnishings Market to start construction. Work on the 18-month project should begin by Oct. 29. "The depot will hopefully be restored to its original design, complete with the original color scheme," Yarborough said. ------------------------------ End of RSHSDepot Digest V1 #122 ******************************* From Archives_@_Railfan.net Message-ID: <001301c11c85$9f6fb1d0$df8d6ca5_@_itochu.com> Date: Fri, 3 Aug 2001 21:34:37 -0400 From: "Jim Dent" Subject: (rshsdepot) Ellicott City, MD -From The Washington Post... Railroad Anniversary The museum dedicated to the oldest railroad station in the United States is celebrating its 25th anniversary tonight. The Ellicott City B&O Railroad Station Museum on Main Street, which opened in 1976 and attracts about 20,000 visitors a year, will celebrate the restoration of the station. Opened in 1831, the station was the first stop outside Baltimore as the railroad headed west. It stopped being active in the 1960s. "I think people don't realize what a treasure it is," said Janet Kusterer, president of Historic Ellicott City Inc., which owns and operates the museum. ------------------------------ -From Archives_@_Railfan.net Message-ID: <006f01c11cbc$4aec8b10$df8d6ca5_@_itochu.com> Date: Sat, 4 Aug 2001 04:05:57 -0400 From: "Jim Dent" Subject: (rshsdepot) Planes, TRAINS and automobiles -From the St. Petersburg (FL) Times comes another not-quite depot related article, I hope no one minds these extra bits... Planes, TRAINS and automobiles By BILL MAXWELL A couple of Mondays ago, I came a bit closer to reviving my love of train travel: I bought the new Amtrak Florida Rail Pass. The regular price of the pass is $249, but if bought before Aug. 10, it costs $199. I spend a lot of time driving Florida's highways. As dotage approaches, I dislike driving more and more. And flying short distances between cities is more trouble than not. Rail travel is ideal for me. For $199, the pass gives me 12 months of unlimited coach-class travel to 33 cities throughout the state, and I can ride any time I want and stay as long as I want. I can get off at any stop, explore and take the next train. When I was growing up, no matter the town, we always lived near a railroad. In Mascotte, the track was about 150 yards from our front door. I would lie in bed at night listening to the rumble of the wheels on the track and the whistle crying in the night like a forlorn lover. I dreamed of distant cities, of staring down into green valleys and of following the undulating outlines of mountain peaks. Exotic cocktails . . . and crisp uniforms During the day, I would run to the track. Over time, I recognized the engineer, the brakeman, the fireman and other men waving from the caboose. Whenever crewmen repaired the track, we would watch and bring them lemonade. My cousins and I would put pennies on the track to be flattened. In Crescent City, the track was within easy walking distance. I would go out early in the morning, dig worms and walk to the trestle to fish. When the streamliner approached, I would scramble down the rocky embankment. Through the windows, I could see passengers in the colorful lounge car and diner. Men smoked cigars and drank whiskey, and beautiful women chatted and sipped exotic cocktails. What intrigued me, though, were the slim Negro men in crisp uniforms. My grandfather, who had been a railroad worker as a young man, explained that these men were porters for the Pullman sleeping cars. When I said I wanted to be a porter, my grandfather warned that the work was tough and often humiliating. He told me about A. Phillip Randolph, who helped found the Brotherhood of Sleeping Car Porters in 1925. Before the union was formed, Pullman porters worked 100 hours a week, making beds, polishing shoes, cleaning clothes and serving meals. They were paid $15 per week, the lowest pay in the industry. They even had to buy their own uniforms. Worse still, the cost of their meals was deducted from their wages. My grandfather told me that Randolph - a Negro who met and dined with presidents of the United States - was born in Crescent City, less than a mile from our house. Sure enough, the home of this great man stood abandoned beneath a stand of Live oaks. I would jump over the barbed wire fence and walk around the house. Fear of poisonous snakes kept me from going inside. Still, the thought of Randolph's being born here fired my youthful imagination and my love of trains. The summer I discovered the house, I took my first solo train trip. I voyaged from Crescent City to New York's Penn Station, where my father picked me up. From there, we drove in a pickup to a tomato farm in New Jersey. After that summer, my folks could not keep me off trains. When I went to college in Texas, the train was central to my life. I looked forward to Christmas and summer break, when hundreds of black college students, I among them, partied from Texas to Florida. I made lifelong friends during those rowdy road shows. An adventure worth a whipping My greatest train adventure occurred in 1961 when I accompanied my grandfather, a pastor, to church in Palatka. During night service, he let me visit friends in town. We walked to the switching station to watch the activity. Fulfilling a wish, I suggested that we hop on a car and ride a few blocks before the engine picked up speed. We jumped into an empty boxcar, but, almost immediately, the engine sped away like a bat out of hell. The rocky bed of the track zoomed past in the semi-darkness. Panic struck. We would not jump off. The next morning, we five adventurers found ourselves in Savannah, Ga., more than 200 miles away. Authorities took us into custody and telephoned our homes. Needless to say, our folks were more relieved than angry. The good part was that we received free passage and a delicious free meal, served by a fatherly porter. We did not enjoy the trip, however, for we knew that the worst whippings of our lives awaited us. Perhaps my Amtrak pass will bring some new rail adventures into the life of a graying baby boomer who has spent too many miles behind the wheel and in the air. Bill Maxwell is an editorial writer and columnist for the St. Petersburg Times, P.O. Box 1211, St. Petersburg, FL 33731. E-mail, maxwell_@_sptimes.com. ------------------------------ End of RSHSDepot Digest V1 #123 ******************************* From Archives_@_Railfan.net Message-ID: In-Reply-To: <3.0.1.32.20010802101446.00d2e630_@_MYMAIL.EMCYBER.COM> Date: Sat, 4 Aug 2001 14:44:37 -0500 (CDT) From: Andy Ingraham Dwyer Subject: Re: (rshsdepot) Tunnel: 'Hidden historical asset of Baltimore' On Thu, 2 Aug 2001, Bruce Mowbray wrote: > Maybe I am going out on a limb here but, > > If the area or the stiff grade is not too long and knowing the tunnel is > under a river, I would imagine there is an opposing grade toward each end > of the tunnel with the bottom of the grade at the center. Here is what I > think could be the allowance for such a steep grade. The train enters the > tunnel and heads down grade. The rest of the train follows. The leading > part of the train reaches the bottom of the grade and heads upgrade to the > other end of the tunnel. The rest of the train is still heading down grade > and this helps to push the leading end of the train upgrade. As long as the > train isn't short, the opposing grades could effectivly cancel each other out. > Just my thoughts and my limited experience with basic physics. Shame on me for having lived in the Balto-Washington area for most of my life and not knowing anything close to a difinitive answer here. On-topic stuff aside, this reminds me of a "puzzler" on NPR's Car Talk -From a little over a year ago. http://cartalk.cars.com/Radio/Puzzler/2000.html It's the one on 7/1. Answer at http://cartalk.cars.com/Radio/Puzzler/Transcripts/200028/answer.html And I can comment even less as to whether the trackage from Rochester, NY that they refer is in real life as they describe it. - -Andy - -- FOOT-AND-MOUTH BELIEVED TO BE FIRST VIRUS UNABLE TO SPREAD THROUGH MICROSOFT OUTLOOK Researchers Shocked to Finally Find Virus That Email App Doesn't Like (http://www.satirewire.com/news/0103/outlook.shtml) ------------------------------ End of RSHSDepot Digest V1 #124 ******************************* From Archives_@_Railfan.net Message-ID: Date: Mon, 6 Aug 2001 14:33:59 -0400 From: "Kenyon F. Karl" Subject: (rshsdepot) N.J. Temples Honor the Golden Age of Railroading N.J. Temples Honor the Golden Age of Railroading MADISON, N.J., July 30 — In the two decades since it took over the financially ailing commuter lines in the state, New Jersey Transit may have failed to awaken warm feelings among most of its riders, but preservationists and railroad buffs fairly gush about the way the agency has preserved its history — the stations and rail lines that have stitched the state together over the last 150 years. http://www.nytimes.com/2001/08/06/nyregion/06STAT.html Note that rail-trails sometimes feature preserved railrod stations, some of which house trail facilities! Kenyon F. Karl Webmaster_@_new-england-public-transit.org http://www.new-england-public-transit.org Kenyon F. Karl Webmaster_@_new-england-rail-trails.org http://www.new-england-rail-trails.org ------------------------------ -From Archives_@_Railfan.net Message-ID: <001501c11f0a$cf84b780$1c87113f_@_paul> Date: Tue, 7 Aug 2001 02:33:00 -0400 From: "Paul S. Luchter" Subject: (rshsdepot) "Spanish Inquisition & Mortheastern RR" Recently reading a 1915 edition of the NY Times there was this = intriguing item on the World Series....The Phillies who played at the = smallest stadium in the majors, the Baker Bowl, won the first game but = lost the next 4 and the championship to the Red Sox who were playing in = brand new Braves Field, the largest in the majors, because it was larger = than Fenway...After the Series ended the Boston press and players were = extra glad because it was said they wouldn't now have to ride the = "Spanish Inquisition & Northeastern Rail Road" back to Philly... OK does anyone know which railroad they meant and why? Paul ------------------------------ End of RSHSDepot Digest V1 #125 ******************************* From Archives_@_Railfan.net Message-ID: <003f01c11fa9$9fff7e60$df8d6ca5_@_itochu.com> Date: Tue, 7 Aug 2001 21:29:53 -0400 From: "Jim Dent" Subject: (rshsdepot) DEVELOPMENT DEBATE FOCUSES ON LOCAL TRAIN STATIONS -From the Boston Globe via Bernie Wagenblast... DEVELOPMENT DEBATE FOCUSES ON LOCAL TRAIN STATIONS CLUSTERING SEEN KEY IN FIGHT AGAINST SPRAWL TRAIN STATIONS DRIVE DEVELOPMENT DEBATE By Anthony Flint, GLOBE STAFF LITTLETON - Jan Walsh can picture it: a short walk to a new train station, a place to get coffee and a newspaper, maybe pick up the dry cleaning on the way home. All within an hour of downtown Boston. "I would prefer the station in this location," she said, stepping out from the current, graffiti-strewn Foster Street shelter to check for the 11:51 train, the hum of cars on nearby Interstate 495 clearly heard. "This area could certainly be adapted, having seen the areas around the station in other small towns." The state, however, has other plans: a new station and parking facility next to a heron rookery off Route 2 and I-495 - the traditional park-and-ride model, with perhaps a lonely doughnut cart on the way to the platform. All around the Commonwealth, the tension is much the same. Environmentalists and smart-growth advocates say the state should be encouraging more "transit-oriented development," or TOD - clustering shops, offices, and homes within walking distance of train stations, as in Brookline or Newton. But state officials frequently cater to suburban commuters who drive to the train, and want parking facilities and not much else. The divergent approaches - being debated from Woburn to Weymouth to Fall River - have come into sharper relief as commuter rail expansion necessitates new stations. Pressure has intensified on the Massachusetts Bay Transportation Authority to consider not just moving passengers, but how its system influences development and choices people make on how to live. "We all know we can't sustain the sprawl pattern. There's got to be a mix of types of communities and housing and transportation options, and that's what [TOD] provides," said Joseph Walsh, director of planning and community development in Salem, where a 266-unit housing complex is being built steps -From the train station. "There is a conceit among antisprawl folks that if we just work hard enough, we can make the car go away. That's not really possible, nor should it be. But we can provide options for folks, so we all don't have to clog the major roads," Walsh said. Concentrating development around train stations, of course, is an old idea; it was the basic founding principle for most cities and towns in Eastern Massachusetts. Today, the train station is a centerpiece of redevelopment, not only in older urban areas like Salem or Fall River but in suburban towns seeking to reduce reliance on the car. "The historic means of transportation - the railroad - is one of the key ingredients in our revitalization," said Roger Nicholas, the town planner in Canton, where shops, offices, and homes are planned within 150 yards of the Canton Center station. In contrast, a station on the outskirts of an urban area that serves only cars can actually promote sprawl, said Jay Wickersham, head of the Massachusetts Environmental Policy Act Office. Future commuters will buy traditional, single-family homes in Southeastern Massachusetts, for example, if they know they can drive to a regional feeder station to catch the train to Boston. "We don't want the extension of commuter rail to be an incentive to sprawl," said Wickersham, who asked the MBTA to form a new task force to study "a closer link between transportation and land development," which have been seen as "separate and disconnected for too long." Buyers have been snapping up homes all around downtown Fall River in anticipation of the extension of commuter rail service there, said Mayor Edward M. Lambert. As an added bonus, the new Pierce Street station is expected to jump-start waterfront redevelopment as well. "We have the infrastructure and we provide a good, urban quality of life," Lambert said. "It makes sense to locate these stations where you have greater concentrations of people, and from a smart growth perspective, you d on't get the sprawl in suburban communities." Representatives of the MBTA say they work with cities and towns to encourage transit-oriented development - but only where it makes sense for the system. "In selected areas, [TOD] works well. But the major focus of commuter rail is to take people from the suburbs into Boston, where the employment is," said Dennis DiZoglio, director of planning for the MBTA. "For most stations outside the core, it's parking lots, so people can get on the train and go into Boston. They are not usually located in a center of commerce or where there are a lot of jobs. Most people come in from the surrounding area, and are not looking at a reverse commute." Local wishes must have priority as well, DiZogolio said. Most outlying towns associate stations with traffic and parking problems, and prefer locations outside the town center. "We're more than happy to work with Kingston, Revere, or Southborough," all of which have proposed transit-oriented development, "but it has to start with the local community," he said. "We're not a land-use agency." Yet other state transportation agencies take a much more pro-active approach to encouraging development on land around stations, said Seth Kaplan, attorney for the Conservation Law Foundation. Some take a supportive role, as in Maplewood, N.J., where jitney bus service lets commuters leave their cars at home instead of parking them at suburban stations. Other agencies, in California, Oregon, and Washington D.C., play a more direct role in fostering development near stations - to reap the real-estate revenues if nothing else, Kaplan said. "Partnerships have to start with somebody, and the transit agency should be in the advocate's role, hunting up opportunities to make it happen," Kaplan said. At a minimum, developers can be involved in building new stations, he said. "It's not just about the environment or increasing ridership, it's increasing revenue for the transit agency. It's a win all the way around," Kaplan said. The same mentality can be applied not just with commuter rail but with rapid transit, such as the Assembly Square development site near the Orange Line, or other transit systems, such as the proposed Urban Ring, Kaplan said. Developers are often eager partners. For every builder of a traditional single-family home subdivision, others see homes and offices close to commuter rail as a major selling point, said Andrew Kaye, regional managing partner for JPI, a national luxury apartment-community development company building 698 units at a new "transit district" on a former Superfund site in Ashland. "From a business perspective, it's a wonderful amenity to be able to offer," Kaye said. JPI is also building the housing complex next to the Salem station. Walsh, the Salem planning director, said MBTA planners have been cooperative on such efforts. "If JPI needs pedestrian access, they're right there," he said. "A decade ago it was, 'We do trains, the developer does the housing, and the city does the planning,' as three separate functions." For every improvement in coordination, there are other state officials stuck in old ways of thinking, however, said Jack Clark, director of advocacy for the Massachusetts Audubon Society. "It's the parking-garage-near-the-highway solution, and if there's traffic congestion, it's let's-add-another-lane," Clark said. In Littleton, he said, "It's clear they need a station, and they need parking. But they don't need to put it in the middle of a wetland with endangered species in it." The Littleton proposal, which is about to be filed with the Environmental Policy Act Office by the MBTA and state Highway Department "is just another isolated transportation planning decision by individual agencies," Clark said. "What we need is a regional, intermodal transportation plan, endorsed by the governor, so we can make decisions in a consistent and logical manner - decisions that serve off each other instead of being isolated answers to problems," he said. "I would propose a moratorium on expanded airports, rail facilities, or highways until there is such a plan." ------------------------------ -From Archives_@_Railfan.net Message-ID: <002101c11f49$84362860$19030718_@_provd1.ri.home.com> References: <001501c11f0a$cf84b780$1c87113f_@_paul> Date: Tue, 7 Aug 2001 10:01:54 -0400 From: "JIMBEAR" Subject: Re: (rshsdepot) "Spanish Inquisition & Mortheastern RR" Yeah. it was the New Haven (New York, New Haven & Hartford) of course. Except for the named express trains like the Merchants Limited and the Yankee Clipper, the NH wasn't too concerned about passenger comfort. - ----- Original Message ----- From: "Paul S. Luchter" To: "RSHSDepot" Sent: Tuesday, August 07, 2001 2:33 AM Subject: (rshsdepot) "Spanish Inquisition & Mortheastern RR" Recently reading a 1915 edition of the NY Times there was this intriguing item on the World Series....The Phillies who played at the smallest stadium in the majors, the Baker Bowl, won the first game but lost the next 4 and the championship to the Red Sox who were playing in brand new Braves Field, the largest in the majors, because it was larger than Fenway...After the Series ended the Boston press and players were extra glad because it was said they wouldn't now have to ride the "Spanish Inquisition & Northeastern Rail Road" back to Philly... OK does anyone know which railroad they meant and why? Paul ------------------------------ -From Archives_@_Railfan.net Message-ID: <002301c11f5a$27a49620$7e01a8c0_@_0018982498> References: <003f01c11fa9$9fff7e60$df8d6ca5_@_itochu.com> Date: Tue, 7 Aug 2001 09:00:59 -0700 From: "Eric Miller" Subject: Re: (rshsdepot) DEVELOPMENT DEBATE FOCUSES ON LOCAL TRAIN STATIONS Where is the Globe? - ----- Original Message ----- From: "Jim Dent" To: "RSHS List" Sent: Tuesday, August 07, 2001 6:29 PM Subject: (rshsdepot) DEVELOPMENT DEBATE FOCUSES ON LOCAL TRAIN STATIONS > From the Boston Globe via Bernie Wagenblast... > > DEVELOPMENT DEBATE FOCUSES ON LOCAL TRAIN STATIONS > CLUSTERING SEEN KEY IN FIGHT AGAINST SPRAWL TRAIN STATIONS DRIVE DEVELOPMENT > DEBATE > > By Anthony Flint, GLOBE STAFF > > LITTLETON - Jan Walsh can picture it: a short walk to a new train station, a > place to get coffee and a newspaper, maybe pick up the dry cleaning on the > way home. All within an hour of downtown Boston. > > "I would prefer the station in this location," she said, stepping out from > the current, graffiti-strewn Foster Street shelter to check for the 11:51 > train, the hum of cars on nearby Interstate 495 clearly heard. "This area > could certainly be adapted, having seen the areas around the station in > other small towns." > > The state, however, has other plans: a new station and parking facility next > to a heron rookery off Route 2 and I-495 - the traditional park-and-ride > model, with perhaps a lonely doughnut cart on the way to the platform. > > All around the Commonwealth, the tension is much the same. > > Environmentalists and smart-growth advocates say the state should be > encouraging more "transit-oriented development," or TOD - clustering shops, > offices, and homes within walking distance of train stations, as in > Brookline or Newton. > > But state officials frequently cater to suburban commuters who drive to the > train, and want parking facilities and not much else. > > The divergent approaches - being debated from Woburn to Weymouth to Fall > River - have come into sharper relief as commuter rail expansion > necessitates new stations. Pressure has intensified on the Massachusetts Bay > Transportation Authority to consider not just moving passengers, but how its > system influences development and choices people make on how to live. > > "We all know we can't sustain the sprawl pattern. There's got to be a mix of > types of communities and housing and transportation options, and that's what > [TOD] provides," said Joseph Walsh, director of planning and community > development in Salem, where a 266-unit housing complex is being built steps > from the train station. > > "There is a conceit among antisprawl folks that if we just work hard enough, > we can make the car go away. That's not really possible, nor should it be. > But we can provide options for folks, so we all don't have to clog the major > roads," Walsh said. > > Concentrating development around train stations, of course, is an old idea; > it was the basic founding principle for most cities and towns in Eastern > Massachusetts. Today, the train station is a centerpiece of redevelopment, > not only in older urban areas like Salem or Fall River but in suburban towns > seeking to reduce reliance on the car. > > "The historic means of transportation - the railroad - is one of the key > ingredients in our revitalization," said Roger Nicholas, the town planner in > Canton, where shops, offices, and homes are planned within 150 yards of the > Canton Center station. > > In contrast, a station on the outskirts of an urban area that serves only > cars can actually promote sprawl, said Jay Wickersham, head of the > Massachusetts Environmental Policy Act Office. Future commuters will buy > traditional, single-family homes in Southeastern Massachusetts, for example, > if they know they can drive to a regional feeder station to catch the train > to Boston. > > "We don't want the extension of commuter rail to be an incentive to sprawl," > said Wickersham, who asked the MBTA to form a new task force to study "a > closer link between transportation and land development," which have been > seen as "separate and disconnected for too long." > > Buyers have been snapping up homes all around downtown Fall River in > anticipation of the extension of commuter rail service there, said Mayor > Edward M. Lambert. As an added bonus, the new Pierce Street station is > expected to jump-start waterfront redevelopment as well. > > "We have the infrastructure and we provide a good, urban quality of life," > Lambert said. "It makes sense to locate these stations where you have > greater concentrations of people, and from a smart growth perspective, you d > on't get the sprawl in suburban communities." > > Representatives of the MBTA say they work with cities and towns to encourage > transit-oriented development - but only where it makes sense for the system. > > "In selected areas, [TOD] works well. But the major focus of commuter rail > is to take people from the suburbs into Boston, where the employment is," > said Dennis DiZoglio, director of planning for the MBTA. "For most stations > outside the core, it's parking lots, so people can get on the train and go > into Boston. They are not usually located in a center of commerce or where > there are a lot of jobs. Most people come in from the surrounding area, and > are not looking at a reverse commute." > > Local wishes must have priority as well, DiZogolio said. Most outlying towns > associate stations with traffic and parking problems, and prefer locations > outside the town center. > > "We're more than happy to work with Kingston, Revere, or Southborough," all > of which have proposed transit-oriented development, "but it has to start > with the local community," he said. "We're not a land-use agency." > > Yet other state transportation agencies take a much more pro-active approach > to encouraging development on land around stations, said Seth Kaplan, > attorney for the Conservation Law Foundation. > > Some take a supportive role, as in Maplewood, N.J., where jitney bus service > lets commuters leave their cars at home instead of parking them at suburban > stations. Other agencies, in California, Oregon, and Washington D.C., play a > more direct role in fostering development near stations - to reap the > real-estate revenues if nothing else, Kaplan said. > > "Partnerships have to start with somebody, and the transit agency should be > in the advocate's role, hunting up opportunities to make it happen," Kaplan > said. At a minimum, developers can be involved in building new stations, he > said. > > "It's not just about the environment or increasing ridership, it's > increasing revenue for the transit agency. It's a win all the way around," > Kaplan said. > > The same mentality can be applied not just with commuter rail but with rapid > transit, such as the Assembly Square development site near the Orange Line, > or other transit systems, such as the proposed Urban Ring, Kaplan said. > > Developers are often eager partners. For every builder of a traditional > single-family home subdivision, others see homes and offices close to > commuter rail as a major selling point, said Andrew Kaye, regional managing > partner for JPI, a national luxury apartment-community development company > building 698 units at a new "transit district" on a former Superfund site in > Ashland. > > "From a business perspective, it's a wonderful amenity to be able to offer," > Kaye said. JPI is also building the housing complex next to the Salem > station. > > Walsh, the Salem planning director, said MBTA planners have been cooperative > on such efforts. "If JPI needs pedestrian access, they're right there," he > said. "A decade ago it was, 'We do trains, the developer does the housing, > and the city does the planning,' as three separate functions." > > For every improvement in coordination, there are other state officials stuck > in old ways of thinking, however, said Jack Clark, director of advocacy for > the Massachusetts Audubon Society. > > "It's the parking-garage-near-the-highway solution, and if there's traffic > congestion, it's let's-add-another-lane," Clark said. > > In Littleton, he said, "It's clear they need a station, and they need > parking. But they don't need to put it in the middle of a wetland with > endangered species in it." > > The Littleton proposal, which is about to be filed with the Environmental > Policy Act Office by the MBTA and state Highway Department "is just another > isolated transportation planning decision by individual agencies," Clark > said. > > "What we need is a regional, intermodal transportation plan, endorsed by the > governor, so we can make decisions in a consistent and logical manner - > decisions that serve off each other instead of being isolated answers to > problems," he said. "I would propose a moratorium on expanded airports, rail > facilities, or highways until there is such a plan." > ------------------------------ -From Archives_@_Railfan.net Message-ID: <008a01c11fbb$6e07b9b0$df8d6ca5_@_itochu.com> References: <003f01c11fa9$9fff7e60$df8d6ca5_@_itochu.com> <002301c11f5a$27a49620$7e01a8c0@0018982498> Date: Tue, 7 Aug 2001 23:37:20 -0400 From: "Jim Dent" Subject: Re: (rshsdepot) DEVELOPMENT DEBATE FOCUSES ON LOCAL TRAIN STATIONS > Where is the Globe? > > > From the BOSTON Globe via Bernie Wagenblast... ------------------------------ -From Archives_@_Railfan.net Message-ID: <009601c11fca$a8aadf70$df8d6ca5_@_itochu.com> Date: Wed, 8 Aug 2001 01:26:21 -0400 From: "Jim Dent" Subject: (rshsdepot) Quotables The two "Quotables" from the Aug. 6th Trains.com Newswire concerned depots... "This is the most fun-filled aspect of the job."-- New Jersey Transit Executive Director Jeffrey Warsh, quoted in the New Yo= rk Times regarding the agency=92s efforts to preserve and renovate historic = train stations on its system. Since 1994, NJT has spent $42 million to researc= h stations for designation on the National Register of Historic Places, and= to restore 14 of them. Some $10 million in restoration work is currently und= er way, and $46 million more is planned, most of it for the former Delaware, Lackawanna & Western Hoboken Terminal. "A proposal like this makes it the train station at the House of Blues. T= hat building is not the House of Blues. It's the Union Pacific Depot. We need= to get this building back. I'm insulted by this packet."-- Salt Lake City Historic Landmark Commissioner Willy Littig, quoted last w= eek in the Salt Lake Tribune regarding a company's plans to put a nightclub-restaurant in the former UP depot. Plans include 1,000 square f= eet of neon signs, one with 10-foot letters, to be installed on the building. ------------------------------ -From Archives_@_Railfan.net Message-ID: Date: Tue, 7 Aug 2001 14:16:49 -0400 From: "Kenyon F. Karl" Subject: FW: (rshsdepot) DEVELOPMENT DEBATE FOCUSES ON LOCAL TRAIN STATIONS The Rails-to-Trails Conservancy ought to use this newspaper article as a WAR CRY for Rail-trails and other bikeways to feed commuters into the stations -From the urban and suburban areas that are within easy biking distance (2.5 miles)! :-) Note that if the MBTA replaced the current diesel-powered commuter trains with FRA compliant self-propelled electric cars (EMU cars) such as those used by Metro North (New York City), SEPTA (Philadelphia), Metra Electric (Chicago) or the 90 mile South Shore Line (Chicago-South Bend) intermediate stops could easily be added to the line without lengthening the current running time! Kenyon F. Karl Webmaster_@_new-england-rail-trails.org http://www.new-england-rail-trails.org Kenyon F. Karl Webmaster_@_new-england-public-transit.org http://www.new-england-public-transit.org - ----- Original Message ----- From: "Jim Dent" To: "RSHS List" Sent: Tuesday, August 07, 2001 6:29 PM Subject: (rshsdepot) DEVELOPMENT DEBATE FOCUSES ON LOCAL TRAIN STATIONS > From the Boston Globe via Bernie Wagenblast... > > DEVELOPMENT DEBATE FOCUSES ON LOCAL TRAIN STATIONS > CLUSTERING SEEN KEY IN FIGHT AGAINST SPRAWL TRAIN STATIONS DRIVE DEVELOPMENT > DEBATE > > By Anthony Flint, GLOBE STAFF > > LITTLETON - Jan Walsh can picture it: a short walk to a new train station, a > place to get coffee and a newspaper, maybe pick up the dry cleaning on the > way home. All within an hour of downtown Boston. > > "I would prefer the station in this location," she said, stepping out from > the current, graffiti-strewn Foster Street shelter to check for the 11:51 > train, the hum of cars on nearby Interstate 495 clearly heard. "This area > could certainly be adapted, having seen the areas around the station in > other small towns." > > The state, however, has other plans: a new station and parking facility next > to a heron rookery off Route 2 and I-495 - the traditional park-and-ride > model, with perhaps a lonely doughnut cart on the way to the platform. > > All around the Commonwealth, the tension is much the same. > > Environmentalists and smart-growth advocates say the state should be > encouraging more "transit-oriented development," or TOD - clustering shops, > offices, and homes within walking distance of train stations, as in > Brookline or Newton. > > But state officials frequently cater to suburban commuters who drive to the > train, and want parking facilities and not much else. > > The divergent approaches - being debated from Woburn to Weymouth to Fall > River - have come into sharper relief as commuter rail expansion > necessitates new stations. Pressure has intensified on the Massachusetts Bay > Transportation Authority to consider not just moving passengers, but how its > system influences development and choices people make on how to live. > > "We all know we can't sustain the sprawl pattern. There's got to be a mix of > types of communities and housing and transportation options, and that's what > [TOD] provides," said Joseph Walsh, director of planning and community > development in Salem, where a 266-unit housing complex is being built steps > from the train station. > > "There is a conceit among antisprawl folks that if we just work hard enough, > we can make the car go away. That's not really possible, nor should it be. > But we can provide options for folks, so we all don't have to clog the major > roads," Walsh said. > > Concentrating development around train stations, of course, is an old idea; > it was the basic founding principle for most cities and towns in Eastern > Massachusetts. Today, the train station is a centerpiece of redevelopment, > not only in older urban areas like Salem or Fall River but in suburban towns > seeking to reduce reliance on the car. > > "The historic means of transportation - the railroad - is one of the key > ingredients in our revitalization," said Roger Nicholas, the town planner in > Canton, where shops, offices, and homes are planned within 150 yards of the > Canton Center station. > > In contrast, a station on the outskirts of an urban area that serves only > cars can actually promote sprawl, said Jay Wickersham, head of the > Massachusetts Environmental Policy Act Office. Future commuters will buy > traditional, single-family homes in Southeastern Massachusetts, for example, > if they know they can drive to a regional feeder station to catch the train > to Boston. > > "We don't want the extension of commuter rail to be an incentive to sprawl," > said Wickersham, who asked the MBTA to form a new task force to study "a > closer link between transportation and land development," which have been > seen as "separate and disconnected for too long." > > Buyers have been snapping up homes all around downtown Fall River in > anticipation of the extension of commuter rail service there, said Mayor > Edward M. Lambert. As an added bonus, the new Pierce Street station is > expected to jump-start waterfront redevelopment as well. > > "We have the infrastructure and we provide a good, urban quality of life," > Lambert said. "It makes sense to locate these stations where you have > greater concentrations of people, and from a smart growth perspective, you d > on't get the sprawl in suburban communities." > > Representatives of the MBTA say they work with cities and towns to encourage > transit-oriented development - but only where it makes sense for the system. > > "In selected areas, [TOD] works well. But the major focus of commuter rail > is to take people from the suburbs into Boston, where the employment is," > said Dennis DiZoglio, director of planning for the MBTA. "For most stations > outside the core, it's parking lots, so people can get on the train and go > into Boston. They are not usually located in a center of commerce or where > there are a lot of jobs. Most people come in from the surrounding area, and > are not looking at a reverse commute." > > Local wishes must have priority as well, DiZogolio said. Most outlying towns > associate stations with traffic and parking problems, and prefer locations > outside the town center. > > "We're more than happy to work with Kingston, Revere, or Southborough," all > of which have proposed transit-oriented development, "but it has to start > with the local community," he said. "We're not a land-use agency." > > Yet other state transportation agencies take a much more pro-active approach > to encouraging development on land around stations, said Seth Kaplan, > attorney for the Conservation Law Foundation. > > Some take a supportive role, as in Maplewood, N.J., where jitney bus service > lets commuters leave their cars at home instead of parking them at suburban > stations. Other agencies, in California, Oregon, and Washington D.C., play a > more direct role in fostering development near stations - to reap the > real-estate revenues if nothing else, Kaplan said. > > "Partnerships have to start with somebody, and the transit agency should be > in the advocate's role, hunting up opportunities to make it happen," Kaplan > said. At a minimum, developers can be involved in building new stations, he > said. > > "It's not just about the environment or increasing ridership, it's > increasing revenue for the transit agency. It's a win all the way around," > Kaplan said. > > The same mentality can be applied not just with commuter rail but with rapid > transit, such as the Assembly Square development site near the Orange Line, > or other transit systems, such as the proposed Urban Ring, Kaplan said. > > Developers are often eager partners. For every builder of a traditional > single-family home subdivision, others see homes and offices close to > commuter rail as a major selling point, said Andrew Kaye, regional managing > partner for JPI, a national luxury apartment-community development company > building 698 units at a new "transit district" on a former Superfund site in > Ashland. > > "From a business perspective, it's a wonderful amenity to be able to offer," > Kaye said. JPI is also building the housing complex next to the Salem > station. > > Walsh, the Salem planning director, said MBTA planners have been cooperative > on such efforts. "If JPI needs pedestrian access, they're right there," he > said. "A decade ago it was, 'We do trains, the developer does the housing, > and the city does the planning,' as three separate functions." > > For every improvement in coordination, there are other state officials stuck > in old ways of thinking, however, said Jack Clark, director of advocacy for > the Massachusetts Audubon Society. > > "It's the parking-garage-near-the-highway solution, and if there's traffic > congestion, it's let's-add-another-lane," Clark said. > > In Littleton, he said, "It's clear they need a station, and they need > parking. But they don't need to put it in the middle of a wetland with > endangered species in it." > > The Littleton proposal, which is about to be filed with the Environmental > Policy Act Office by the MBTA and state Highway Department "is just another > isolated transportation planning decision by individual agencies," Clark > said. > > "What we need is a regional, intermodal transportation plan, endorsed by the > governor, so we can make decisions in a consistent and logical manner - > decisions that serve off each other instead of being isolated answers to > problems," he said. "I would propose a moratorium on expanded airports, rail > facilities, or highways until there is such a plan." > ------------------------------ -From Archives_@_Railfan.net Message-ID: <00cf01c11fe9$4879d6f0$df8d6ca5_@_itochu.com> Date: Wed, 8 Aug 2001 05:05:34 -0400 From: "Jim Dent" Subject: (rshsdepot) Keokuk, Iowa -From the Daily Gate City (Keokuk, Iowa): Railroad's plans for depot off track By Steve Dunn/Gate City Managing Editor A railroad subsidiary's plans for the Union Depot in Keokuk got sidetracked Thursday. B. Allen Brown, chief operating officer of the Keokuk Junction Railway Co., decided not to announce the plans when Keokuk City Council members expressed reservations during the workshop preceding the regular council meeting. The Keokuk Union Depot Company, a wholly-owned subsidiary of the Keokuk Junction Railway Co., was ready to unveil a four-part plan for renovating and using the 1906 Union Depot overlooking the Mississippi River in Keokuk. The depot is owned by the KUD. KUD is an Iowa corporation that has been in operation in Keokuk since 1890, according to a draft of the news release obtained from Brown. Under the proposed plan, KUD would pursue a public offering of a newly-formed Class B common stock. One hundred percent of the proceeds would be used to renovate the Union Depot. The stock offering would be a Regulation D, Rule 504 exempt offering to raise a total of $500,000. Within 30 days of the release, KUD would begin accepting "indications of interest" on a minimum subscription of $250,000. Subscriptions could come -From individuals, businesses, corporations, foundations and governments. Once KUD received an adequate level of "indications of interest," the actual subscription process would begin. Proceeds would be collected and put in an escrow account until $250,000 of subscriptions were reached. When escrow was broken, renovation work would begin immediately. A railroad-community leader partnership would be formed to promote the stock offering and renovation efforts. Second, the Keokuk Junction Railway Co. would be responsible for the costs of the Class B stock offering, meaning 100 percent of the funds raised would be available for renovation. KUD also would ask the city to furnish utilities, more lighting and other work as well as security and police protection. The railroad and its subsidiary would help try to obtain grants to assist the renovation. Third, the Keokuk Junction Railway Co. would lead the effort to turn the renovated depot into a railroad museum with other shops, according to the draft of the news release. Further, the KUD would work with Keokuk tourist efforts to build a stronger program to attract more visitors to the city. Fourth, the Keokuk Junction Railway Co. would start to plan a spring 2002 rail excursion tour starting at the depot and going across the Mississippi River into Illinois. The 1 1/2- or three-hour trips would be held on selected weekends next year and grow depending on ridership. The Class B common stock would be offered at $100 per share with no minimum or maximum. All proceeds would remain in escrow until the minimum subscription of $250,000 was met. The largest need at the depot is replacing the roof and gutter at an estimated cost of $130,000, according to the railroad. The rest of the minimum subscription would go toward stabilizing the building and replacing windows. The Keokuk Junction Railway Co. has started to assemble the resources for a railroad museum to occupy part of the building and complement Keokuk's other tourist attractions. During the workshop, new council member Malcolm Mullin expressed concern about the depot's ownership and who would be responsible ultimately. Brown said the KUD would be the ultimate owner and the advisory committee could be responsible for the depot after the renovation. Brown also said the stock offering would be promoted extensively among the railroad's 3,000 shareholders. Council member Rodger Whitaker suggested that the railroad repair the depot's roof first as a show of good faith. "We need a firm commitment that the building will not go down," Whitaker added. Brown responded that the city could help by contributing to the roof repair. Other council members also expressed reservations about the railroad's proposal. Council member Susan Dunek questioned how the KUD is controlled. Another council member, Roger Bryant, said although "no one here wants to be perceived as anti-business ... it's (the proposal) just out there." Brown also indicated the railroad has made little progress with its proposal to establish a new rail yards away from the Union Depot. A request from Pioneer Railcorp to extinguish the city's easement over a portion of Valley Road is still in the Public Works Committee chaired by council member Janet Fife-LaFrenz. The committee will discuss the latter issue with County Attorney Michael Short at 3:30 p.m. Monday. ------------------------------ -From Archives_@_Railfan.net Message-ID: <00d701c11fe9$bb003ac0$df8d6ca5_@_itochu.com> Date: Wed, 8 Aug 2001 05:08:46 -0400 From: "Jim Dent" Subject: (rshsdepot) Keokuk, Iowa depot damaged Both Keokuk stories via Bernie Wagenblast. Busy day for the Keokuk Union Depot! -From The Hawk Eye (Burlington, Iowa): Historic Union Depot damaged by vehicle By P.L. Fooken Hawk Eye correspondent KEOKUK -- Sometimes when you need a railroad official, you can't find one, Mayor Gary Folluo said Monday. A backing vehicle left a 6-by-4-foot hole in the northwest corner of the historic Union Depot Saturday night. It is the last remaining depot designed by renowned architect John Wellborne Root and was listed on the National Register of Historic Places in 1996. Folluo tried to call Pioneer Railcorp's corporate development vice president, B. Allen Brown, all day, he said. Folluo also looked for Brown at the city's Public Works Committee meeting at 3:30 p.m. Monday, where not only the depot but abolishing a city easement needed for a Keokuk Junction Railway expansion were to be discussed. Brown did not show, nor did he return Folluo's call. Pioneer owns the depot and the railway. "We would like to get the building buttoned up and make it secure, but I need to talk to him first about it," Folluo said. "Then we want to make sure that it's structurally safe." Three Keokuk juveniles were detained at 10:49 p.m. Saturday in connection with the accident, according to police. Albert Keppel, 16, 1109 Estes St., was charged with drunken driving and possession of drug paraphernalia after being involved in a one-vehicle accident on Water Street where the depot is located. Justin Golladay, 16, 909 High St., and Yapet Clark, 17, 1325 Franklin St., were charged with trespassing. They were passengers in the vehicle involved in an accident, according to police. The Keokuk Historical Preservation Society has been notified to take damage pictures, Folluo said. Digital pictures will be sent to the State Historical Society because of the depot's National Register listing. The crash knocked out about one-half of a boarded up arch over a door. It also knocked loose bricks and locking sandstones on the corner, Folluo said. The public works committee tentatively set 3:30 p.m. Aug. 21 for another meeting with Brown to discuss the depot's future and the easement. Last week, Brown proposed to Keokuk's council a Class B common stock sale to raise investment proceeds for the depot's renovation. At least $130,000 is needed for roof repairs. If 50 percent of the $500,000 stock offering can be raised, the remainder would go toward stabilizing the historic building, he said. The easement is needed to allow an $800,000 expansion of the railway's switchyard near the Des Moines River, Brown said. The expansion is needed to accommodate Roquette's increased rail business, decrease the number of rail cars being stored near Keokuk's riverfront and the size of trains going through town. While the issues are not tied together, councilmembers would like to see more of a commitment from Pioneer than the stock sale "high in the sky," said Councilman Doug Matlick. He would like to see $50,000 to $100,000 in seed money from Pioneer for matching grants toward the depot's renovation. "We're very aware that he needs the easement to encourage his expansion of his storage area. But we also know that we want to be sure that the depot is protected in all respects for the future," said Janet Fife, public works committee chairwoman. For economic development reasons, Keokuk also needs the expansion and more rail lines for its existing businesses, she said. ------------------------------ End of RSHSDepot Digest V1 #126 ******************************* From Archives_@_Railfan.net Message-ID: <20010808215330.65003.qmail_@_web13101.mail.yahoo.com> Date: Wed, 8 Aug 2001 14:53:30 -0700 (PDT) From: Carl Reichert Subject: (rshsdepot) message to depot mailing list I want to add to listed info. on the former N.Y. Central rr. station at Lockport, N.Y. that the fire- damaged brick & limestone structure and property is for sale and it may be visited and seen throughout by contacting the owner-group Secretary, C.B. Reichert (member of RSHS) at Reichertcb_@_yahoo.com . Price neg- otiable. --CBR __________________________________________________ Do You Yahoo!? Make international calls for as low as $.04/minute with Yahoo! Messenger http://phonecard.yahoo.com/ ------------------------------ End of RSHSDepot Digest V1 #127 ******************************* From Archives_@_Railfan.net Message-ID: <3.0.1.32.20010809090151.00d71930_@_MYMAIL.EMCYBER.COM> References: <3.0.1.32.20010802101446.00d2e630@MYMAIL.EMCYBER.COM> In-Reply-To: <007801c11bc6$6b56a6c0$df8d6ca5_@_itochu.com> Date: Thu, 09 Aug 2001 09:01:51 -0400 From: "Bruce Mowbray" Subject: Re: (rshsdepot) Tunnel: 'Hidden historical asset of Baltimore' Jim, Couldn't the same method of tunnel building be used? The would greatly reduce the need for full throttle application when going uphill in a tunnel. I know that this method of thinking was used when building the Cetral New England RR's Pouhkeepsi Bridge. If you stand at one end of the bridge, you can clearly see the level section in the middle and the grade at the opposite end. To avoid the need for throttle applications, the bridge approaches and onto the bridge for a good amount (not sure exactly how far), the tracks are down grade towards the center of the bridge. This way the train could essentially coast while on the bridge, using the weight of the rear of the train to push the head end beyond the trestle before throttle application was necessary, therefore reducing the stresses on the birdge from the locomotive. >it would appear that the Howard St. Tunnel does not travel under any bodis >of water, instead it carries the tracks from the north side of Baltimore >south towards Camden Station. For the most part the tunnel is underneath >the north-south running Howard St. > Bruce Mowbray trainhead_@_mymail.emcyber.com http://www.geocities.com/trainhead391/ TMB Manufacturing and Locomotive Works 1 1/2" Scale & 2 1/2" Scale (Narrow Gauge) Live Steamer ------------------------------ -From Archives_@_Railfan.net Message-ID: <003501c1215c$9783a720$df8d6ca5_@_itochu.com> Date: Fri, 10 Aug 2001 01:23:30 -0400 From: "Jim Dent" Subject: (rshsdepot) No more free, recycled newspapers at Grand Central Terminal News is light today, =46rom the Westchester County, NY Journal News... No more free, recycled newspapers at Grand Central By CAREN HALBFINGER THE JOURNAL NEWS (Original publication: Aug. 09, 2001) NEW YORK =97 Heather Lacrosse reached through a four-inch-square hole in = the side of a newspaper recycling bin at Grand Central Terminal yesterday, scraping her arm as she plucked out a free, but used copy of The New York Times. Had she been on a different platform, rescuing a discarded newspaper woul= d have been easier. But over the next few weeks, it's going to get even harder. The New York Times has started replacing 70 open-framework newspaper recycling bins on Grand Central's platforms and in the terminal with cage= s intended to make it difficult to retrieve free papers, presumably sending readers to the newsstand. Fifty new bins have been installed with metal mesh sides and tall, covere= d tops capped by a narrow chimney slot where newspapers can be tossed in, b= ut not easily pulled out. Other bins will be retrofitted. The cages have sparked 10 formal complaints from Metro-North Railroad riders, much more informal grousing and a fair amount of ingenuity to thw= art their intended effect. Riders wishing to pass along their papers leave th= em folded on the cages' top. Those papers are quickly snapped up by thrifty fellow commuters. "I think that's a shame,'' said Christian Daviron of Rye. "If somebody wa= nts to read my newspaper, they're welcome to it. I have three newspapers a da= y delivered to my home. I'm only too happy for somebody else to benefit fro= m it.'' The Times first asked Metro-North to adapt its bins several year ago, but the railroad didn't want to pay for the work, railroad spokesman Dan Bruc= ker said. Now that the Times is footing the bill for the retrofit and upkeep, Metro-North agreed to the change. The Times would not release the cost, b= ut Brucker estimated it would exceed $50,000. "How many papers do you have to sell to make up the cost?'' Brucker said. "They have to not have them stolen and sell 80,000 papers at 75 cents api= ece to break even, the way I figure it.'' Toby Usnik, director of public relations for The New York Times Co., said the purpose of the project "was to keep people from picking through the recycle bins.'' He declined to provide information about the paper's hoped-for financial gain. Brucker conceded that the new bins held some advantages for the railroad, even though they run the risk of alienating riders. "We're replacing bins that were very difficult to empty with bins that wi= ll be much easier to empty,'' Brucker said. "The maintenance of them will be completely covered, and they're always in need of some constant repair. T= he people who are selling newspapers in Grand Central are our tenants, and t= hey are paying rent that supports the transportation system, so it is logical= to allow the Times, with definite perks for us, to limit the free papers.'' The railroad first started recycling papers in 1991, saving $413,000 in garbage hauling fees. Almost immediately, it became the nation's largest newsprint recycler, Brucker said, collecting five tons a day. That figure quickly dropped to four tons, as riders took newspapers, and recycling, i= nto their own hands. The four-ton figure has held steady ever since, Brucker said. Vincent Macchia, a lawyer from Scarsdale, said he took a Wall Street Jour= nal =66rom one of the older, friendlier bins inside the terminal because he w= as too rushed to grab his usual two papers. "I think most people don't do it as a regular thing,'' Macchia said. "I don't know anyone who's bragged about how much they've saved by doing thi= s. I think it's a little chintzy of them to change these bins. I don't think= it makes a difference to their bottom line.'' At least one rider thought the change was an improvement. Dan Lowe, who w= as heading to Mamaroneck from Philadelphia, said he thought the new bins hel= ped reduce litter. That didn't stop him, however, from helping himself to a U= SA Today, the New York Post and The New York Times. "If I see one,'' he said, "I'll get it.'' ------------------------------ -From Archives_@_Railfan.net Message-ID: <004401c1215d$dc310600$df8d6ca5_@_itochu.com> Date: Fri, 10 Aug 2001 01:32:35 -0400 From: "Jim Dent" Subject: (rshsdepot) Jenkintown, PA NOTE: This message had contained at least one image attachment. To view or download the image(s), click on or cut and paste the following URL into your web browser and click/select the thumbnail image(s) for the listed filename(s). http://www.railfan.net/cgi-bin/listthumb.cgi?/lists/rshsdepot-photo/rshsdepot-08-09-01 0809-1262394-2.jpg (image/jpeg, 17696 bytes) 0809-1262394-1.jpg (image/jpeg, 15354 bytes) charset="Windows-1252" Content-Transfer-Encoding: Quoted-Printable =46rom the Philadelphia Intelligencer... Train station restaurant closes By John Corcoran JENKINTOWN =97Stazi Milano has closed its doors, but owner Skip DiMarco p= lans to make over the unique space in the Jenkintown Train Station and open ag= ain in several months. "We need the cooperation of the bank and we need some cooperation from SEPTA," he said. The bank will be needed to finance the changes and the Southeastern Pennsylvania Transportation Authority will have to approve changes to the building, specifically creating two entrances for two separate businesses= , he said. It's still in the concept stage, but the plan is to open a pub-style restaurant, similar to Gramercy Tavern in New York City, and open the lar= ge dining room as an elegant banquet facility, DiMarco said. "We don't have names for them yet," he said. "That's usually the hardest part for me." It will take 60 to 90 days to reopen the restaurant and several more mont= hs for the banquet facility, DiMarco said. Only one thing is for certain, he said. The bar and restaurant will be non-smoking. "We feel it's the wave of the future. People are more apt to sit at the b= ar and eat something if there's not someone smoking right next to them." DiMarco has operated Stazi Milano for the past 13 years, but business has dropped off in the past few years. "It's hard to say goodbye to an old friend, but you have to move on," he said. "To have that kind of a run is unusual for a restaurant today." The business was hurt by the closing for months of Glenside Avenue, which feeds right into the parking lot of the train station, DiMarco said. There is also a lot more competition from restaurants that have opened recently because of the revitalization of the borough's downtown business area. "Also, people aren't afraid to go into Philadelphia anymore," DiMarco sai= d. The kicker, though, was flooding from the remnants of Tropical Storm Alli= son in June that left 4 feet of water in the basement, he said. The restaurant's food preparation area, bathroom and a private dining are= a were ruined and about a third of the floor in the bar upstairs buckled. "Probably I should have done this a year ago. I've been dumping money int= o it, trying to reinvent Stazi, dropping prices and making changes to the menu," said DiMarco. Steady customers will probably stay and the changes will bring back customers who haven't been to the restaurant recently, he said. DiMarco had previously operated Greenwood Grille at the Jenkintown Train Station for three years before he converted it into Stazi Milano. He is also a partner in the Lambertville Station, a restaurant with a 150-seat banquet hall and 46-room inn. There are changes going on there a= s well, DiMarco said. He and his partners are adding 50 rooms to the inn and increasing the siz= e of the banquet facility. Thursday, August 9, 2001 ------------------------------ -From Archives_@_Railfan.net Message-ID: <004e01c1215e$768562a0$df8d6ca5_@_itochu.com> Date: Fri, 10 Aug 2001 01:36:54 -0400 From: "Jim Dent" Subject: (rshsdepot) Marshalltown, Iowa =46rom Trains.com News Wire Union Pacific station in Iowa burns prior to demolition If there=92s a place in heaven reserved for railroad stations, the Union Pacific depot in Marshalltown, Iowa, won=92t be making it. The depot, whi= ch was scheduled to be demolished this week, headed in the other direction after a suspicious fire destroyed the building on Sunday evening. Until recently, the former Chicago & North Western depot housed UP yard crews, the Marshalltown Times-Republican reported. The building was too large and run-down for UP to keep, so it planned to raze the depot. ------------------------------ -From Archives_@_Railfan.net Message-ID: <005901c1215f$69157c30$df8d6ca5_@_itochu.com> Date: Fri, 10 Aug 2001 01:43:41 -0400 From: "Jim Dent" Subject: (rshsdepot) Marshalltown, Iowa NOTE: This message had contained at least one image attachment. To view or download the image(s), click on or cut and paste the following URL into your web browser and click/select the thumbnail image(s) for the listed filename(s). http://www.railfan.net/cgi-bin/listthumb.cgi?/lists/rshsdepot-photo/rshsdepot-08-09-01 fire1.jpg (image/jpeg, 13411 bytes) charset="Windows-1252" Content-Transfer-Encoding: Quoted-Printable More on the fire from the Times-Republican Aug. 6th edition... A fire late Sunday afternoon consumed much of the old Union Pacific Marshalltown Railroad Station, and authorities are still trying to determ= ine the cause of the blaze. At approximately 5:30 p.m., the fire department was alerted to reports of heavy smoke emanating from the building. By the time firefighters arrived= on the scene, the fire was blazing in full force, requiring them to request back-up assistance. Ten minutes after the call, all crews were called in and the fire departm= ent was in =93defensive mode=94 regarding the flames. April Meyer, who reported the fire to emergency dispatchers, described th= e first few minutes of the blaze. =93There was light smoke at first,=94 she said. =93Then, almost immediate= ly black, black smoke. Then shortly after that, the flames were visible.=94 By 6:03 p.m. the train depot was =93fully engulfed and just about on the ground,=94 and =93the roof was completely in,=94 according to reports. The firefighters continued dousing water on the flames, while another tru= ck engine was working on a building just north of the depot, spraying it dow= n to keep the flames from spreading. A light south wind made the nearby structure a concern. The contents of a dumpster beside that building did catch on fire. By 6:25 p.m. Marshalltown Fire Chief C. Lyman Monroe advised the emergenc= y communications center that the fire had been contained and it had been contained to the building of origin. One firefighter was treated for complications from heat at the scene. Shortly after 7 p.m., the Red Cross arrived on the scene to help distribu= te water and other materials to the firefighters. Shortly after containment, a water flow problem in the hoses was reported= =2E Rocks had gotten into the hose lines that were hooked up the hydrants and had to be removed. Other firefighters were called in to replace those who had been on the sc= ene first and needed a break. Those firefighters returned to the station. Mon= roe said that the fire department would be on scene for a while in =93surroun= d and drown=94 mode to quell any hot spots. The T-R had previously reported that the station, a historic building in Marshalltown, was scheduled to be demolished this week. However, crews we= re not working at the station when the blaze occurred. The Union Pacific Railroad acquired the station and the surrounding railr= oad property in 1995, and until recently the company based several switching crews, signal workers and local managers in the depot. According to officials, Union Pacific made the decision to demolish the depot because it was both too big for the company=92s needs and too dilapidated to salvage and maintain. =93Obviously it=92s old, and we think it=92s a safety hazard,=94 Bromley = had told the T-R in a July 31 story. Workers had been in the process of removing asbestos from the building=92= s roof, after which full-scale demolition was to begin. At press time, an investigation into the cause of the blaze had not yet b= een started. ------------------------------ -From Archives_@_Railfan.net Message-ID: <006201c1215f$d7bc0dc0$df8d6ca5_@_itochu.com> Date: Fri, 10 Aug 2001 01:46:46 -0400 From: "Jim Dent" Subject: (rshsdepot) Marshalltown, Iowa NOTE: This message had contained at least one image attachment. To view or download the image(s), click on or cut and paste the following URL into your web browser and click/select the thumbnail image(s) for the listed filename(s). http://www.railfan.net/cgi-bin/listthumb.cgi?/lists/rshsdepot-photo/rshsdepot-08-09-01 firedepot.jpg (image/jpeg, 13830 bytes) charset="Windows-1252" Content-Transfer-Encoding: Quoted-Printable And from the Aug. 7th edition of the Times-Republican... No one thought it would end this way. What was left of the old Union Pacific train depot went down in flames Sunday afternoon, and on Monday the Marshalltown fire chief was calling t= he incident =93suspicious=94 as investigations continued. The depot had been slated for demolition anyway, but it went a little prematurely as the fire made quick work of the structure and, to prevent = any injury to people due to collapse, many parts still standing were later pushed in. Marshalltown Fire Chief C. Lyman Monroe said it may not be possible to ev= er determine the cause of the fire, but did say an intentionally lit fire wa= s not out of the question. An exposed wood roof with slats helped the fire grow quickly. =93I would definitely say it=92s suspicious,=94 he said. =93We definitely= have all the elements that would make a good fire. It=92s a wide open building. It= was empty. It was in the process of being torn down.=94 Monroe reported that three firefighters suffered minor injuries while fighting the blaze. Two suffered sickness caused by the heat and a third = has a fingernail torn off while handling one of the hoses. A foundation and a pile of burnt debris are all that remain of the old Un= ion Pacific train depot Monday afternoon in Marshalltown. The difficulty in determining an exact cause has to deal with the extensiveness of the fire and the fact some of the building had to be pus= hed in on itself. He did say Fire Marshal Ron Snyder would be investigating t= he scene later this week, but chances are remote of finding anything concret= e. =93It=92s going to be very difficult to find any kind of tangible evidenc= e,=94 he said. The building just to the north of the fire sustained some damage to the roof. Hot embers that drifted over from the fire were hosed down once landing on the roof, according to Monroe. The owner of the building was u= p on the roof directing the firefighters where to direct the water. He said the light winds from the south helped keep the fire in check. Otherwise, = had the conditions been slightly different, the potential existed for a major fire spreading to nearby structures. ------------------------------ -From Archives_@_Railfan.net Message-ID: <007c01c12179$c6f72690$df8d6ca5_@_itochu.com> Date: Fri, 10 Aug 2001 04:52:25 -0400 From: "Jim Dent" Subject: (rshsdepot) Metuchen, NJ Via Bernie Wagenblast... Metuchen Train Station to Offer Concierge Service to Commuters Home News Tribune Aug. 7--METUCHEN, N.J.--Rail commuters this fall will be able to have their laundry done, movie rentals returned, car oil changed and flowers ordered by the end of their work day -- without ever having to set foot into a store. That's because they will be able to have someone do it for them, for a small fee, through Metuchen train station's new concierge service, scheduled to begin next month. Construction started yesterday on two concierge stations, formerly old ticket booths, one each in the westbound and eastbound sides of the station. Metuchen, through the borough's Chamber of Commerce and NJ Transit, will be the second New Jersey municipality to offer such services to commuters. The first was Maplewood, and Westfield is creating its own concierge service. "I think it's going to provide Metuchen riders with an invaluable asset to make their day, their week much easier for them," said Mayor Edmund O'Brien. "We're one of the more heavily traveled stations along the Northeast Corridor (rail) line." Out of NJ Transit's 62 train stations, Metuchen is the seventh busiest outlying station in the state, said Jeff Warsh, executive director for NJ Transit. Metuchen has 3,237 riders per day. The other Middlesex County train stations include Metropark in Woodbridge with 5,800; followed by New Brunswick with 4,400 and Edison with 2,300, Warsh said. "You start off with an acknowledgment that a rail station is one of the centers of a community; then you go further and understand that Monday through Friday for a commuter doesn't leave a whole lot of time for people" to get errands done, Warsh said. In Maplewood, commuters can have their tires rotated, prescriptions filled, shoes repaired and cars inspected. Hardware, pet and packaging companies also are in the program, which started in the Essex County municipality in June 1998. Metuchen will offer commuters similar services for which they will be charged an extra 10 percent. The newest service may include ticket sales for Broadway shows, concerts and other events, as well as a delivery service at home through a taxi company, said Dottie Winhold, Metuchen Chamber of Commerce member and acting president of the concierge company. "The train rider doesn't have to make stops with his car to pick up his Chinese food or his dinner" after work, therefore decreasing traffic on local roads, Winhold said. NJ Transit awarded Metuchen a $35,000 grant to help start the program. "It (concierge service) makes Metuchen even more desirable than it is now," Winhold said. ------------------------------ End of RSHSDepot Digest V1 #128 ******************************* From Archives_@_Railfan.net Message-ID: <001701c12201$d17741d0$df8d6ca5_@_itochu.com> Date: Fri, 10 Aug 2001 21:06:14 -0400 From: "Jim Dent" Subject: (rshsdepot) Baltimore, MD Via Bernie Wagenblast... Hotel planned in Penn Station; Amtrak, developer set to build 72 rooms in next two years; Expected to cost $5 million By: Meredith Cohn Amtrak will open a 72-room hotel entirely inside Baltimore's historic and increasingly busy Pennsylvania Station in the next two years, the developer and Amtrak confirmed yesterday. The developer, Columbia-based James M. Jost & Co. Inc., plans to begin construction on a moderately priced hotel next summer and spend a year converting second-, third- and fourth-floor offices into guest rooms. The rooms will be accessible from an elevator in the train station's lobby. "The only change commuters will see from the lobby will be hotel signage," said James M. Jost, the company's owner. A company formed by Jost will own the hotel and lease the space from Amtrak - possibly the first arrangement of its kind for the passenger railroad. A hotel flag, or brand, has not been determined, nor have room rates, Jost said. The developer said he was chosen about two years ago by Amtrak for the project, which is expected to cost about $5 million. But he said that Amtrak delayed the development because it was using the office space. About 100 police, customer service and maintenance workers will have to move to other Amtrak offices in Baltimore. The developer has built hotels in Maryland and Virginia, including a Residence Inn, Hawthorn Suites, Comfort Inn and Hampton Inn. Jost said he had interest from hotel chains for the Penn Station project, but he declined to identify the interested companies. He said the proposed Baltimore hotel was appealing because of its location. "It's an attractive development in that there are demand generators nearby in the University of Baltimore and the existing railroad," Jost said. "The new (high speed) Acela train will produce a great increase in railroad traffic." 'A hotel could work' Rod Petrik, a managing director at Legg Mason Wood Walker Inc. and hotel expert, said a hotel could work inside Penn Station provided it is not too expensive, demand for rooms picks up in the next two years, and the area surrounding the station improves. He said the planned hotel is not that big but could help the city when conventions require more than Baltimore's 7,400 rooms at once. Often, visitors must go to suburban hotels. But first, Petrik said, Jost will need to sign on a well-known flag to attract lenders in a tough financing environment. "Provided he gets financing, I imagine that a hotel could work at the right price range," Petrik said. "It would become more of a success if the area surrounding Penn Station revitalizes. I don't think there are many tourists or business people who would want to go outside and walk around there at night right now." Physically, the hotel should not pose a problem. A study conducted for Amtrak about three years ago by Einhorn, Yaffee and Prescott, a Washington-based architectural and engineering firm, showed that a moderately priced hotel was feasible without altering the building, which was completed in 1911 and is on the National Register of Historic Places. Amtrak spokeswoman Karen Dunn said the passenger railroad has been looking for ways to raise revenue because it is under a congressional mandate to become self-sufficient by 2003. "This development is a terrific example of how Amtrak can leverage its assets," she said. "Amtrak can provide other things besides rail service." Amtrak carries some freight and sells merchandise. Real estate development is planned at other train stations. Dunn said Philadelphia is the only other city in the Northeast corridor, Amtrak's busiest, where a hotel is being considered. However, a hotel there would be adjacent to 30th Street Station. She said she couldn't think of a city with a hotel inside an Amtrak station. A record 13 million people rode Amtrak in the Northeast corridor - from Washington to Boston - in the fiscal year that ended Sept. 30. Penn Station was the 10th busiest in the nation. More changes The station has undergone other changes during the years. The lobby was renovated in the 1980s, and an underground 550-space parking garage was added in 1995. An outdoor plaza is nearing completion, and a road and bridge project on Charles Street is slated for completion by the end of next year. Also in the planning stages are a transportation center that would include a relocated Greyhound/Peter Pan bus station and a 330-car garage on the block north of the train station, linked to it by an enclosed skywalk. Bill Geschrei of Whitman, Requardt and Associates, a Baltimore architectural and engineering firm that designed the plaza, said construction inside the station would not affect the changes made outside. M.J. "Jay" Brodie, president of the Baltimore Development Corp., the city's economic development arm, said Amtrak has not sought a city subsidy for the project. "It sounds like a nifty project, good for the city," said Brodie. "More nifty because they haven't come to us yet." ------------------------------ -From Archives_@_Railfan.net Message-ID: <001101c12226$eebc3d20$df8d6ca5_@_itochu.com> Date: Sat, 11 Aug 2001 01:31:55 -0400 From: "Jim Dent" Subject: (rshsdepot) Hagerstown, MD -From the Hagerstown Herald-Mail... Railroad museum fails to get grant SHARPSBURG - The Hagerstown Model Railroad Museum Inc. did not get the $50,000 grant it applied for from the Maryland Historical Trust, Town Councilwoman Denise Troxell said at Monday night's council meeting. "Nobody's given up the ship," Troxell said. In January the Town Council had voted to match $7,500, if the organization got the grant. Other matching grants also were lined up, Troxell said. Museum officials wanted to use the money to renovate the interior of the old Antietam Station west of Sharpsburg. The town owns the station. The project was rated well, but there were many applicants and several that were graded higher, said Troxell, who had spoken with the grant official at the trust. "She said don't give up," Troxell said. The woman offered to help tweak the group's next grant application. "We'll keep working. I'm not giving up, but it was disappointing," Troxell said. ------------------------------ -From Archives_@_Railfan.net Message-ID: <002501c1221f$1185da80$24772a3f_@_paul> Date: Sat, 11 Aug 2001 00:35:33 -0400 From: "Paul S. Luchter" Subject: re: (rshsdepot) Baltimore, MD I know it isn't a hotel and there is no connection to the tracks below any more, but the Penn Station in Pittsburgh that is so exclusive an apartment building that the public can't enter to admire the inside vaulted waiting room-Amtrak trains stop under it don't they? - -----Original Message----- From: Jim Dent To: RSHS List Date: Friday, August 10, 2001 9:03 AM Subject: (rshsdepot) Baltimore, MD >Via Bernie Wagenblast... > >Hotel planned in Penn Station; Amtrak, developer set to build 72 rooms in >next two years; >Expected to cost $5 million >By: Meredith Cohn > >Amtrak will open a 72-room hotel entirely inside Baltimore's historic and >increasingly busy Pennsylvania Station in the next two years, the developer >and Amtrak confirmed yesterday. > >The developer, Columbia-based James M. Jost & Co. Inc., plans to begin >construction on a moderately priced hotel next summer and spend a year >converting second-, third- and fourth-floor offices into guest rooms. The >rooms will be accessible from an elevator in the train station's lobby. > >"The only change commuters will see from the lobby will be hotel signage," >said James M. Jost, the company's owner. > >A company formed by Jost will own the hotel and lease the space from >Amtrak - possibly the first arrangement of its kind for the passenger >railroad. > >A hotel flag, or brand, has not been determined, nor have room rates, Jost >said. > >The developer said he was chosen about two years ago by Amtrak for the >project, which is expected to cost about $5 million. But he said that Amtrak >delayed the development because it was using the office space. > >About 100 police, customer service and maintenance workers will have to move >to other Amtrak offices in Baltimore. > >The developer has built hotels in Maryland and Virginia, including a >Residence Inn, Hawthorn Suites, Comfort Inn and Hampton Inn. Jost said he >had interest from hotel chains for the Penn Station project, but he declined >to identify the interested companies. > >He said the proposed Baltimore hotel was appealing because of its location. > >"It's an attractive development in that there are demand generators nearby >in the University of Baltimore and the existing railroad," Jost said. "The >new (high speed) Acela train will produce a great increase in railroad >traffic." > >'A hotel could work' > >Rod Petrik, a managing director at Legg Mason Wood Walker Inc. and hotel >expert, said a hotel could work inside Penn Station provided it is not too >expensive, demand for rooms picks up in the next two years, and the area >surrounding the station improves. > >He said the planned hotel is not that big but could help the city when >conventions require more than Baltimore's 7,400 rooms at once. Often, >visitors must go to suburban hotels. > >But first, Petrik said, Jost will need to sign on a well-known flag to >attract lenders in a tough financing environment. > >"Provided he gets financing, I imagine that a hotel could work at the right >price range," Petrik said. "It would become more of a success if the area >surrounding Penn Station revitalizes. I don't think there are many tourists >or business people who would want to go outside and walk around there at >night right now." > >Physically, the hotel should not pose a problem. A study conducted for >Amtrak about three years ago by Einhorn, Yaffee and Prescott, a >Washington-based architectural and engineering firm, showed that a >moderately priced hotel was feasible without altering the building, which >was completed in 1911 and is on the National Register of Historic Places. > >Amtrak spokeswoman Karen Dunn said the passenger railroad has been looking >for ways to raise revenue because it is under a congressional mandate to >become self-sufficient by 2003. > >"This development is a terrific example of how Amtrak can leverage its >assets," she said. "Amtrak can provide other things besides rail service." >Amtrak carries some freight and sells merchandise. Real estate development >is planned at other train stations. > >Dunn said Philadelphia is the only other city in the Northeast corridor, >Amtrak's busiest, where a hotel is being considered. However, a hotel there >would be adjacent to 30th Street Station. She said she couldn't think of a >city with a hotel inside an Amtrak station. > >A record 13 million people rode Amtrak in the Northeast corridor - from >Washington to Boston - in the fiscal year that ended Sept. 30. Penn Station >was the 10th busiest in the nation. > >More changes > >The station has undergone other changes during the years. The lobby was >renovated in the 1980s, and an underground 550-space parking garage was >added in 1995. An outdoor plaza is nearing completion, and a road and bridge >project on Charles Street is slated for completion by the end of next year. > >Also in the planning stages are a transportation center that would include a >relocated Greyhound/Peter Pan bus station and a 330-car garage on the block >north of the train station, linked to it by an enclosed skywalk. > >Bill Geschrei of Whitman, Requardt and Associates, a Baltimore architectural >and engineering firm that designed the plaza, said construction inside the >station would not affect the changes made outside. > >M.J. "Jay" Brodie, president of the Baltimore Development Corp., the city's >economic development arm, said Amtrak has not sought a city subsidy for the >project. > >"It sounds like a nifty project, good for the city," said Brodie. "More >nifty because they haven't come to us yet." > > ------------------------------ End of RSHSDepot Digest V1 #129 ******************************* From Archives_@_Railfan.net Message-ID: Date: Sat, 11 Aug 2001 12:48:37 From: "Michael Bosak" Subject: re: (rshsdepot) Baltimore, MD Amtrak stops in a tacky Amshack that is attached to the trainshed in Pitt - the vaulted former waiting room is essentially empty but for a few businesses that have offices off of it. A sad waste of what should be a wonderful public amenity. Was just in Tacoma, WA, where they tactfully put in a courthouse addition, but left the waiting room as a wonderful public space. What a thrill! >From: "Paul S. Luchter" >Reply-To: rshsdepot_@_lists.railfan.net >To: "RSHSDepot" >Subject: re: (rshsdepot) Baltimore, MD >Date: Sat, 11 Aug 2001 00:35:33 -0400 > >I know it isn't a hotel and there is no connection to the tracks below any >more, but the Penn Station in Pittsburgh that is so exclusive an apartment >building that the public can't enter to admire the inside vaulted waiting >room-Amtrak trains stop under it don't they? >-----Original Message----- >From: Jim Dent >To: RSHS List >Date: Friday, August 10, 2001 9:03 AM >Subject: (rshsdepot) Baltimore, MD > > > >Via Bernie Wagenblast... > > > >Hotel planned in Penn Station; Amtrak, developer set to build 72 rooms in > >next two years; > >Expected to cost $5 million > >By: Meredith Cohn > > > >Amtrak will open a 72-room hotel entirely inside Baltimore's historic and > >increasingly busy Pennsylvania Station in the next two years, the >developer > >and Amtrak confirmed yesterday. > > > >The developer, Columbia-based James M. Jost & Co. Inc., plans to begin > >construction on a moderately priced hotel next summer and spend a year > >converting second-, third- and fourth-floor offices into guest rooms. The > >rooms will be accessible from an elevator in the train station's lobby. > > > >"The only change commuters will see from the lobby will be hotel >signage," > >said James M. Jost, the company's owner. > > > >A company formed by Jost will own the hotel and lease the space from > >Amtrak - possibly the first arrangement of its kind for the passenger > >railroad. > > > >A hotel flag, or brand, has not been determined, nor have room rates, >Jost > >said. > > > >The developer said he was chosen about two years ago by Amtrak for the > >project, which is expected to cost about $5 million. But he said that >Amtrak > >delayed the development because it was using the office space. > > > >About 100 police, customer service and maintenance workers will have to >move > >to other Amtrak offices in Baltimore. > > > >The developer has built hotels in Maryland and Virginia, including a > >Residence Inn, Hawthorn Suites, Comfort Inn and Hampton Inn. Jost said he > >had interest from hotel chains for the Penn Station project, but he >declined > >to identify the interested companies. > > > >He said the proposed Baltimore hotel was appealing because of its >location. > > > >"It's an attractive development in that there are demand generators >nearby > >in the University of Baltimore and the existing railroad," Jost said. >"The > >new (high speed) Acela train will produce a great increase in railroad > >traffic." > > > >'A hotel could work' > > > >Rod Petrik, a managing director at Legg Mason Wood Walker Inc. and hotel > >expert, said a hotel could work inside Penn Station provided it is not >too > >expensive, demand for rooms picks up in the next two years, and the area > >surrounding the station improves. > > > >He said the planned hotel is not that big but could help the city when > >conventions require more than Baltimore's 7,400 rooms at once. Often, > >visitors must go to suburban hotels. > > > >But first, Petrik said, Jost will need to sign on a well-known flag to > >attract lenders in a tough financing environment. > > > >"Provided he gets financing, I imagine that a hotel could work at the >right > >price range," Petrik said. "It would become more of a success if the area > >surrounding Penn Station revitalizes. I don't think there are many >tourists > >or business people who would want to go outside and walk around there at > >night right now." > > > >Physically, the hotel should not pose a problem. A study conducted for > >Amtrak about three years ago by Einhorn, Yaffee and Prescott, a > >Washington-based architectural and engineering firm, showed that a > >moderately priced hotel was feasible without altering the building, which > >was completed in 1911 and is on the National Register of Historic Places. > > > >Amtrak spokeswoman Karen Dunn said the passenger railroad has been >looking > >for ways to raise revenue because it is under a congressional mandate to > >become self-sufficient by 2003. > > > >"This development is a terrific example of how Amtrak can leverage its > >assets," she said. "Amtrak can provide other things besides rail >service." > >Amtrak carries some freight and sells merchandise. Real estate >development > >is planned at other train stations. > > > >Dunn said Philadelphia is the only other city in the Northeast corridor, > >Amtrak's busiest, where a hotel is being considered. However, a hotel >there > >would be adjacent to 30th Street Station. She said she couldn't think of >a > >city with a hotel inside an Amtrak station. > > > >A record 13 million people rode Amtrak in the Northeast corridor - from > >Washington to Boston - in the fiscal year that ended Sept. 30. Penn >Station > >was the 10th busiest in the nation. > > > >More changes > > > >The station has undergone other changes during the years. The lobby was > >renovated in the 1980s, and an underground 550-space parking garage was > >added in 1995. An outdoor plaza is nearing completion, and a road and >bridge > >project on Charles Street is slated for completion by the end of next >year. > > > >Also in the planning stages are a transportation center that would >include >a > >relocated Greyhound/Peter Pan bus station and a 330-car garage on the >block > >north of the train station, linked to it by an enclosed skywalk. > > > >Bill Geschrei of Whitman, Requardt and Associates, a Baltimore >architectural > >and engineering firm that designed the plaza, said construction inside >the > >station would not affect the changes made outside. > > > >M.J. "Jay" Brodie, president of the Baltimore Development Corp., the >city's > >economic development arm, said Amtrak has not sought a city subsidy for >the > >project. > > > >"It sounds like a nifty project, good for the city," said Brodie. "More > >nifty because they haven't come to us yet." > > > > > _________________________________________________________________ Get your FREE download of MSN Explorer at http://explorer.msn.com/intl.asp ------------------------------ End of RSHSDepot Digest V1 #130 ******************************* From Archives_@_Railfan.net Message-ID: <002301c123ca$f879c3a0$df8d6ca5_@_itochu.com> Date: Mon, 13 Aug 2001 03:38:40 -0400 From: "Jim Dent" Subject: (rshsdepot) Carlisle, Iowa -From the Des Moines Register... Put depot at head of trail, group urges The structure would be a replica of a depot built in 1887 that sat between railroad tracks on School Street in Carlisle. By AMANDA PIERRE Register Staff Writer 08/09/2001 Carlisle, Ia. - A group of residents wants to place a replica of the defunct Carlisle train depot at the head of the Summerset recreational trail. The Summerset trail between Carlisle and Indianola is scheduled to open in September. Plans for the depot are in the early stages. More immediately, the committee planning the trailhead suggests installing a temporary parking lot at the trail terminus and a trail extension into downtown Carlisle. Committee members hope to include a replica of Carlisle's train depot at the trailhead. The Rock Island depot once sat between the railroad tracks on School Street, said local historian Bob Betzer, a trail committee member. The depot was built in 1887 and lasted about 100 years. The train carried passengers to and from Carlisle, delivered mail and brought the bodies of Carlisle soldiers home from World War I. By the 1950s, the depot was seldom used, and railroad officials later had it torn down, Betzer said. "The people of Carlisle remember the depot. Everyone says, "We should have saved it," " Betzer said. "Maybe in a small town like Carlisle, if there's one thing the people will rally around, it will be a replica of the depot." The depot would be the same size as the original building - about 1,000 square feet. Committee members do not have a cost estimate for the project. Trail committee members continue to meet with landscape architect Doug Adamson of the Dunbar/Jones Partnership to choose a site for the trailhead and draw up plans. "In the long term, we'd like to help introduce more people to the downtown businesses," said Les Lane of the city's Downtown/Trail Head Development Committee. "We're hoping someday the trail will go north out of Carlisle and connect with some trails in Des Moines. We don't want to create any dead ends." A temporary trailhead with a parking area is planned just south of Iowa Highway 5. Users could reach the trail from 165th Place. Carlisle City Administrator Neil Ruddy said the temporary trailhead eventually would lead to an extension of the trail along Iowa 5 and to downtown Carlisle. ------------------------------ End of RSHSDepot Digest V1 #131 ******************************* From Archives_@_Railfan.net Message-ID: <005501c1236b$07e36360$aca40318_@_union1.nj.home.com> Date: Sun, 12 Aug 2001 16:11:53 -0400 From: "Bernie Wagenblast" Subject: (rshsdepot) Amtrak Setting Its Sights On Rider-Friendly Stations Amtrak Setting Its Sights On Rider-Friendly Stations Buffalo News 8/10/01 After an intermodal passenger station opened in Syracuse in 1997, both rail and bus passenger traffic soared. Through the first two years, Amtrak boardings increased by 12.8 percent and Trailways and Greyhound boardings by 9 percent, according to the Empire State Passengers Association, an advocacy group. One factor, it said, might have been the new station's high-level platforms, which eliminated steep staircases and reduced passengers' "dwell time" at the station. By contrast, the association says, the number of riders using Amtrak's "very uninviting" Exchange Street Station in Buffalo skidded from 29,722 in 1995 to 17,943 in 2000. A raft of such statistics was presented Thursday during a forum that launched a $200,000 study on upgrading passenger rail service in a region extending from Buffalo and Niagara Falls north to Toronto, west to Cleveland and south to Ellicottville and the Southern Tier. The need for better rail stations was a prominent theme as speakers addressed Drew Galloway, Amtrak director of transportation planning, and Stephen Glanz, Amtrak project manager, in the Buffalo & Erie County Public Library auditorium. Though Niagara Falls is a world tourist destination, its rail passenger needs have been neglected for years, said Niagara Falls Area Chamber of Commerce President Charles Steiner. The "overwhelming need to relocate the Amtrak station is just the most obvious example," he said. "The lack of visitor amenities, full service and general marketing of Amtrak at the (present) station and in the community," he said, underscores "the crying need for upgraded service." While there has been discussion about converting Buffalo's idle Memorial Auditorium into an intermodal center, Dunkirk is moving ahead with its plan to put the city "back on track" by reactivating its former train station at Main and Third streets. An engineering study has been completed that could help prepare the facility for "trial service" by Amtrak and eventually for permanent restoration. A 1998 poll conducted for the Empire State Passenger Association and the Empire State Rail Task Force showed that 97 percent of registered voters think that intercity passenger train service should be improved and modernized, said Robert Lenz, a past president of the association. Nearly three-fourths of the respondents would consider taking their next trip by train if offered better scheduling, service, stations and fares, the same poll said. "Our state and nation need a balanced transportation system -- one that includes, air, highways and a rail system that receives the proper investment," Lenz said. The market study, to be completed next spring, will be carried out by Amtrak consultant AECOM Technology Corp. under a contract with the Greater Buffalo-Niagara Regional Transportation Council. Amtrak and the consultant will develop three potential service plans, including ridership and cost estimates, and identify possible obstacles to enhanced services. ------------------------------ End of RSHSDepot Digest V1 #132 ******************************* From Archives_@_Railfan.net Message-ID: <003901c1254f$0bf14590$df8d6ca5_@_itochu.com> Date: Wed, 15 Aug 2001 01:56:37 -0400 From: "Jim Dent" Subject: (rshsdepot) Tunnel reaches end of the line =46rom the Louisville, KY Courier-Journal=85 Tunnel reaches end of the line POINT LEAVELL, Ky. -- One of Kentucky's few remaining old railroad tunnel= s that have been converted to highway use will soon be retired in Garrard County. The one-lane Point Leavell Tunnel, on Old Railroad Road near Ky. 52 betwe= en Lancaster and Paint Lick, will be closed to vehicular traffic when it is bypassed by a six-mile section of highway now under construction. The slightly more than one-tenth-mile tunnel, chiseled through solid limestone, was opened in June 1868 and served Louisville & Nashville Railroad locomotives until 1932. Then the former railroad bed and tunnel were converted to use by automobile traffic. "I've played in it and been through it thousands of times," said W.K. Hur= t, 86, who has lived near the tunnel all his life. "Us kids, when we'd hear = the train coming, we'd go in the tunnel and lay down against the wall, and it would come right on through, right by us. You could feel the heat off the old engine." Hurt remembers his grandmother telling him that her grandmother always sa= id that the Point Leavell Tunnel and the much larger, long-abandoned Spainho= wer Tunnel, about two miles away, were built by crews of Irishmen who started digging and blasting from each end. "I don't see how they did it," Hurt said. "Both tunnels have a curve in them, but these Irishmen come right together from both ends and never mis= sed each other, and you can't find where they come together." Some local residents who have been using the Point Leavell Tunnel all the= ir lives say they will miss passing through it every day. But Fred Hammond o= f the state Department of Highways said that while a guardrail will be erec= ted at one end of the tunnel, he knows of no plans to close off the landmark = to hikers and sight-seers. "A lot of neighbors go there when there's a tornado," said Barbara Todd, = who lives just down the road. "A lot of them live in trailers, and that's the= ir protection." Hurt says that rocks occasionally dislodge from the roof of the tunnel an= d fall on cars that are passing through. "Claude Clark from over at Manse -- one fell on the hood of his truck," H= urt said. "And one fell in the back of my son-in-law's truck and scared him." In the winter, when large icicles form at the entrances of the tunnel, ma= ny people stop to take pictures. Barbara Todd recalls that during many winte= rs, her family and others often gathered icicles from the tunnel and crushed them to use while making old-fashioned homemade ice cream. ------------------------------ End of RSHSDepot Digest V1 #133 ******************************* From Archives_@_Railfan.net Message-ID: <002d01c12702$54d5cc40$aca40318_@_union1.nj.home.com> Date: Fri, 17 Aug 2001 05:52:29 -0400 From: "Bernie Wagenblast" Subject: (rshsdepot) Denver, CO -From The Denver Business Journal: Union Station deal finalized By: Cathy Proctor The deal for Denver Union Terminal is done and the historic transportation hub is firmly in public hands. The deal totaled $49,750,000 for slightly under 20 acres of land, said Paula Kurtz, executive vice president with Trillium Corp., one of the three private companies that owned the old terminal and land surrounding it. The deal closed on Monday, Aug. 13, said Susan Altes, senior real property specialist with the Regional Transportation District, which led negotiations. "It's closed, signed, sealed and delivered," said John Claflin, assistant general manager for the Regional Transportation District. "It's really exciting," Kurtz said. "We all felt good that it was going to happen, but it takes a while to close a deal of this size." Kurtz said talks on buying the station started in June 2000. "We think it's going to be really positive for the community," Kurtz said. Trillium, based in Bellingham, Wash., owned 50 percent of the station plus surrounding land. Union Pacific Railroad Co. owned one-third of the station's site and Denver developer Pat Broe owned the remainder. The city of Denver pledged $10 million for the purchase, and the Denver Regional Council of Governments will contribute $20 million, Altes confirmed. RTD, the leader in negotiations, is picking up the remainder of the cost. Plans for the station call for it to once again become a transportation hub for Denver, with light rail, the 16th Street Shuttle, buses, bicycles and rental cars all available at the station. The master planning process is expected to take 18 months to two years, Claflin said. A request for proposals will be released in mid-September, he said. "We want to keep the history and the historical aspect of the station as well as the public space and potential for office development," Claflin said. "There are a lot of community issues as well as the multi-modal bus, light rail and taxicab questions. That's a lot of public hearings, a lot of input from business interests and the communities around the station," he said. ------------------------------ -From Archives_@_Railfan.net Message-ID: <005401c127b6$bcf26d60$df8d6ca5_@_itochu.com> Date: Sat, 18 Aug 2001 03:23:55 -0400 From: "Jim Dent" Subject: (rshsdepot) Breckenridge, CO =46rom the Summit Daily News (Colorado)=85 Railroad Day to portray early days along Boreas Pass Jane Stebbins What: Self-guided tour of Denver South Park and Pacific railway over Bore= as Pass When: Saturday, Aug. 25 Hours: 10 a.m. to 4 p.m. Where: Start at either the Rotary Snowplow Park at French Street and Bore= as Pass in Breckenridge or at the Como Roundhouse in Como. Info: 719-836-2031 BRECKENRIDGE =97 Railroad enthusiasts and history buffs can take a self-g= uided trip into the past a week from Saturday during the fifth annual Boreas Pa= ss Railroad Day. People can start their trip at either the Como Roundhouse in Como or the Rotary Snowplow in Breckenridge and stop along Boreas Pass at the Como depot, the Roberts Cabin, the Section House at the summit of the pass and Baker=92s tank. Sponsored by the South Park Ranger District, the event was created to sho= w people the historic importance the Denver, South Park and Pacific narrow gauge railway had in the formative years of the Upper Blue Valley. Worker= s will use historic rail installation tools and lay track at the Section House. A river trailer, depicting how a watershed works, will be demonstrated at the Roundhouse in Como. Guides will be available at each site to demonstrate what took place alon= g the railway that linked Denver to Summit County. On the Park County side, the roundabout in Como was utilized by engines to turn around, the depot served as the ticket center and railway station and the Roberts Cabin is = a historic cabin used by miners in the area. The Section House at the summit was used by the railroad men as a waystat= ion along the route; today it is used by Summit Huts Association in the winte= r as a recreational hut and in the summer as an interpretive center. Along = the Summit County part of the route, Baker=92s Tank is where steam engines refilled their tanks with water to continue the steep descent into the valley. A rotary snowplow at the base of Boreas Pass was what was used to clear the rails of snow during the winter months. The tour, which will feature special events at the snowplow park and the Como roundhouse, is free and runs from 10 a.m. to 4 p.m. For additional information, call the South Park Ranger District at 719-836-2031. ------------------------------ -From Archives_@_Railfan.net Message-ID: <006001c127b8$16303b90$df8d6ca5_@_itochu.com> Date: Sat, 18 Aug 2001 03:33:34 -0400 From: "Jim Dent" Subject: (rshsdepot) Rensselaer, NY -From Railpace Hot News... BIDS FOR TRAIN STATION PROJECT: Three bidders have submitted proposals for completing platforms and an overhead walkway, the last major work at the new Rensselaer train station. The Capital District Transportation Authority, the project's developer, is examining the proposals and has scheduled a special board meeting at 8 a.m. Aug. 22, a CDTA spokesman said Tuesday. CDTA officials are hoping to have the station open sometime in early 2002. While the building and attached parking garage are largely completed, track and platform work remain to be done. (Dean J. Splittgerber - posted 8/15) ------------------------------ End of RSHSDepot Digest V1 #134 ******************************* From Archives_@_Railfan.net Message-ID: <002201c12814$3c8216e0$aca40318_@_union1.nj.home.com> Date: Sat, 18 Aug 2001 14:33:11 -0400 From: "Bernie Wagenblast" Subject: (rshsdepot) Fort Worth, TX Firms to build market in old Santa Fe Depot Star-Telegram FORT WORTH _ A Fort Worth development project will partner with a local architectural firm to prepare blueprints for the renovation of the Santa Fe Depot by the end of the year. The Downtown Public Market announced Friday that Vidaud & Associates will serve as its architect of record, and Hugh A. Boyd Architects will work as design consultant on the project for the Rail Market. Vidaud & Associates has headed several projects in the downtown area, including parts of Sundance Square and the Flatiron Building. Hugh A. Boyd Architects is a New Jersey-based firm responsible for the Grand Central Market in New York City, the State Street Market in Chicago and the Portland Market in Portland, Maine, said Angie Rawie, Public Market project manager for downtown development for Downtown Fort Worth Inc. Rawie has said she hopes Boyd's experience will provide the development corporation with an opportunity to glean new information and expertise for use in future projects, while Vidaud's local roots will carry out the project to its finish. ONLINE: www.fortworthrailmarket.org ------------------------------ End of RSHSDepot Digest V1 #135 ******************************* From Archives_@_Railfan.net Message-ID: <003401c12967$ff14ad40$aca40318_@_union1.nj.home.com> Date: Mon, 20 Aug 2001 07:05:17 -0400 From: "Bernie Wagenblast" Subject: (rshsdepot) Baltimore, MD/Scranton, PA Baltimore's railway station link=20 By: Frederick N. Rasmussen=20 Baltimore Sun 8/1/8/01 "You leave the Pennsylvania Station 'bout a quarter to 4, read a = magazine and then you're in Baltimore."- Chattanooga Choo-Choo If you've been on the train to Scranton and Baltimore and think you're = seeing double, you're not. Well, maybe just slightly. News reports last week stated that Amtrak intends to open a 72-room = hotel inside Baltimore's Pennsylvania Station within two years. = Construction by the developer, James M. Jost & Co. of Columbia, is to = begin sometime next summer, said Jost officials.=20 If the Penn Station project goes through, it will join its sister = station in Scranton as a hotel complex. And if the two stations' Beaux = Arts classicism looks similar, it's no mistake. They were designed by = the same architect, Kenneth Murchison of the New York firm of McKim, = Mead and White. He also designed the landmark Hoboken (N.J.) Station of = the Delaware, Lackawanna & Western Railroad, which is currently = undergoing restoration. The Scranton station was built by the DL&W Railroad in 1908 and = functioned as the rail line's headquarters and busy terminal until the = end of passenger service in 1970, when it was abandoned.=20 Today, the Radisson Lackawanna Station hotel features 146 guest rooms. A = highlight of the building is its restored grand lobby, with its = ornamental mosaic tile floor, barrel-vaulted Tiffany stained-glass = ceiling and rare Siena marble walls. Known as "Pennsy's Acropolis," because of its location, Baltimore's = station is a little less overwhelming. While Murchison failed to = re-create a barrel-vaulted ceiling, he did install three massive = 23-foot-diameter skylights of leaded glass, which allow light to enter = the structure. Iron balconies, restored bronze candelabras, whimsical sconces, terrazzo = floors and Rookwood ceramic tiles also help make this an impressive = building. And like its Scranton counterpart, it has an impressive clock = and soaring Doric columns, which support the entablature above the main = entrance.=20 Construction on Penn Station, which replaced a drafty and antiquated = station that had been built in 1886 by the Northern Central Railroad, = was started by the J. Henry Miller Construction company of Baltimore in = 1910. On Sept. 15, 1911, eager crowds gathered to tour the new station, = which cost $1 million.=20 "There is not a better railroad station in Philadelphia, in New York or = in the country than this, and it all belongs to Baltimore," said Gamble = Latrobe, then general agent and superintendent for the Pennsylvania = Railroad in Baltimore. Contemporary newspaper accounts said, "Admiration was frank for its = beauty and safety to passengers, apart from the main waiting room, on = the first floor, there are the ladies' parlor, the men's smoking room, = telegraph and telephone booths, ticket offices, news booths, lunch = counter and dining room. Below is the baggage room and immigrants' = waiting room." Through the years, a number of schemes have been proposed for the = station, which is on the National Register of Historic Places. During = the 1920s, Theodore R. McKeldin, then Mayor William Broening's = secretary, investigated the possibility with Adm. Richard E. Byrd of = airships landing on the roof of the station. When it was proposed that the B&O and the Pennsylvania combine = operations in a joint Union Station, the B&O balked. In an editorial, H.L. Mencken responded, "That a new Union Station is = needed is, of course, sheer nonsense whether these professional lovers = of Baltimore, certain talented men of vision, not a few of them with = something to sell, will be able to crab the new scheme. "I can recall only three or four occasions when it was uncomfortably = crowded, and then it was crowded not by passengers, but by idlers = horning in to gape at Coolidge, or Jack Dempsey, or the Prince of Wales, = or some other magnifico." In 1975, a study by the Regional Planning Council and the Baltimore City = Department of Planning, with support from the Maryland Department of = Transportation, proposed converting Penn Station into an intermodal = facility that would link rail service to a new bus terminal and a = proposed stop on the Baltimore subway system. Perhaps one of the more ludicrous elements of the study (possibly = harking back to the 1920s) suggested a heliport where a fleet of = helicopters would whisk travelers between the rail terminal and = Baltimore-Washington International Airport. In 1995, an underground 550-space garage and a new plaza in front of the = station were built. A new access road and bridge project is to be = completed by the end of next year. Planning for a new bus station served = by Greyhound and Peter Pan buses is in the planning stage, as is a new = parking garage. ------------------------------ -From Archives_@_Railfan.net Message-ID: <002301c129ea$6b3bc5d0$df8d6ca5_@_itochu.com> Date: Mon, 20 Aug 2001 22:38:54 -0400 From: "Jim Dent" Subject: (rshsdepot) Roanoke, VA -From Railway Preservation News... O. Winston Link Museum Gets Official Go Ahead Center in the Square and the History Museum & Historical Society of Western Virginia announced yesterday an agreement with the Trustees of the estate of photographer O. Winston Link to develop a museum dedicated to Link and his famous black and white images that captured the last days of the steam locomotive and the way people lived around the rails in the late 1950s. The museum will be housed in downtown Roanoke's Norfolk & Western Passenger Station. "My father wanted that," said W. Conway Link, Winston Link's son and a trustee of the estate. "Not only will the restored station be preserved, but it will be used as a museum featuring my dad's N & W photographs. He genuinely loved Virginia, in particular Roanoke and the southwestern section of the state. Of all the places, he would have picked Roanoke." Using elaborate lighting techniques that still awe photographers today, Link spent several years photographing Norfolk & Western steam locomotives, the last in operation in the country. O. Winston Link was already an established commercial photographer when he decided in 1955 to devote every free moment of the next several years of his career in a voluntary effort to document the waning days of steam locomotion in southwest Virginia. In cooperation with N & W officials, Link was able to set up precisely composed and uniquely lighted images that captured not only the magnificent steam engines themselves, but also the rural lifestyle of the late 1950s. These photographs have become prized by collectors and social historians both for their subject matter and for their skilled execution. Prior to his death this January, Link himself had been directly involved in discussions about the proposed museum, and had expressed his wish that it be housed in the Passenger Station. With the signing of the contract complete, the exciting work of designing this exclusive museum and acquistioning photographs and artifacts from Link's collection can begin. Link viewed his work as interdisciplinary--using art and photography to document a way of life along the N & W tracks. This project, like Link's, will be collaborative. Center in the Square owns and will renovate the Passenger Station, providing space free of charge to the History Museum & Historical Society of Western Virginia, which will develop and operate the O. Winston Link Museum, housed within. Complementing this new world-class attraction will be space for the offices and Visitors Center of the Roanoke Valley Convention & Visitors Bureau. Integral to the success of this project is the renovation of the former N & W Passenger Station by Center in the Square. "In keeping with our mission of downtown economic development, and our track record of success in renovating historic structures, Center in the Square purchased the building in October 2000," said James C. Sears, President and General Manager of Center in the Square. "We knew Winston wanted his work to be there." The building was built in 1905 by the Norfolk & Western Railway as the rail gateway to Roanoke. The busy station was redesigned by famed industrial designer Raymond Loewy in 1947, to express the railroad's modern, progressive spirit. Historic renovation will return the station to Loewy's design. The building was converted to office space after passenger service ceased in 1971, and has been empty since 1992. The Station is listed with the Virginia Landmark Register and is listed in the National Register of Historic Places. Center in the Square has hired Spectrum Design, P.C. as the project architect to renovate the Passenger Station and to design a museum-quality addition to house Link's works. The design for the O. Winston Link Museum space is one of understated and unmistakable modern elegance. Carrying through the attitudes of streamlined progressiveness expressed by Raymond Loewy in the original structure, the gallery addition will provide a sympathetic background to its important elder sister. Two types of spaces will characterize the museum display spaces--quiet, contemplative, and reverential viewing areas on one level and interactive, educational galleries on another. Materials are simple and elegant---stone and steel. The Passenger Station will be renovated in a phased approach. Phase I is the renovation of the existing structure due to be completed in January 2003. The museum addition is Phase II and is scheduled for completion by July 2003, pending funding. Center in the Square has already raised approximately $3.8 million-- in cash, pledges, and estimated net return on historic tax credits--of the estimated $8.8 million overall capital project cost. In addition to the O. Winston Link Museum, there will also be a Loewy Gallery dedicated to Raymond Loewy who redesigned the building. Loewy was instrumental in the design of the Studebaker, the Coca-Cola bottle, Air Force One, and Skylab, and redesigned the station in 1947 to showcase the Norfolk & Western Railway's progressive spirit. Complimenting the displays at the Link Museum will be the return of N&W Class A Number 1218 to public display. Of all the steam giants Link photographed, the Class A was his favorite. It was Link's expressed wish that the Number 1218, the last of its class, be restored and displayed near his works. He loved its power, its size, and its sound. To help make the dream of a Link Museum in Roanoke a reality, Norfolk Southern Corporation offered to donate the Number 1218 to the City of Roanoke, contingent upon Center's successful agreement with the Trustees of Link's estate. Following the announcement of the O. Winston Link Museum agreement, Norfolk Southern Corporation officially conveyed the Number 1218 to the City. The locomotive will be restored and displayed permanently at the Virginia Museum of Transportation, a short walk from the Passenger Station via the City's Rail Walk. A multidisciplinary cultural organization, Center in the Square provides a free home and basic services to the Art Museum of Western Virginia, The Arts Council of the Blue Ridge, the History Museum & Historical Society of Western Virginia, Mill Mountain Theatre, Opera Roanoke, Roanoke Ballet Theatre, Inc., and the Science Museum of Western Virginia and Hopkins Planetarium. Additional information will be posted as the project develops on Center's web site (http://www.centerinthesquare.org) in the News and About Us sections. The web site includes a form for secure on-line donations for individuals wishing to contribute to this important project. (Center in the Square Press Release via Harold Castleman) ------------------------------ -From Archives_@_Railfan.net Message-ID: <3B813CA5.8C9B05A5_@_bellsouth.net> References: <002301c129ea$6b3bc5d0$df8d6ca5_@_itochu.com> Date: Mon, 20 Aug 2001 12:36:53 -0400 From: Seth Bramson Subject: Re: (rshsdepot) Roanoke, VA WONDERFUL news, Jim! Ques: that pig he married and who tried to "imprison" him and loot his estate is now in jail, isn't she? Jim Dent wrote: > >From Railway Preservation News... > > O. Winston Link Museum Gets Official Go Ahead > ------------------------------ -From Archives_@_Railfan.net Message-ID: <003901c12a06$29849650$df8d6ca5_@_itochu.com> References: <002301c129ea$6b3bc5d0$df8d6ca5_@_itochu.com> <3B813CA5.8C9B05A5@bellsouth.net> Date: Tue, 21 Aug 2001 01:57:29 -0400 From: "Jim Dent" Subject: Re: (rshsdepot) Roanoke, VA I believe she was, I don't know if she still is. Jim - ----- Original Message ----- From: "Seth Bramson" To: "Jim Dent" Cc: "RSHS List" Sent: Monday, August 20, 2001 12:36 PM Subject: Re: (rshsdepot) Roanoke, VA > WONDERFUL news, Jim! > Ques: that pig he married and who tried to "imprison" him and loot his estate > is now in jail, isn't she? > > Jim Dent wrote: > > > >From Railway Preservation News... > > > > O. Winston Link Museum Gets Official Go Ahead > > > > ------------------------------ -From Archives_@_Railfan.net Message-ID: <000f01c12a03$4487bf20$2f231d3f_@_paul> Date: Tue, 21 Aug 2001 01:36:27 -0400 From: "Paul S. Luchter" Subject: (rshsdepot) NYNH&H 132nd Street Station/Cave . . . NOTE: This message had contained at least one image attachment. To view or download the image(s), click on or cut and paste the following URL into your web browser and click/select the thumbnail image(s) for the listed filename(s). http://www.railfan.net/cgi-bin/listthumb.cgi?/lists/rshsdepot-photo/rshsdepot-08-21-01 NYNHXHcave.jpg (image/jpeg, 198340 bytes) charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable ------------------------------ End of RSHSDepot Digest V1 #136 ******************************* From Archives_@_Railfan.net Message-ID: <000901c12b4f$45e48720$aca40318_@_union1.nj.home.com> Date: Wed, 22 Aug 2001 17:13:20 -0400 From: "Bernie Wagenblast" Subject: (rshsdepot) Keokuk, IA Union Depot repairs discussed at meeting P.L. Fooken Hawk Eye correspondent KEOKUK -- When you need one, you can't always find one; a mayor, that is, railroad man B. Allen Brown said. Pioneer Railcorp's development vice president tried to return Gary Folluo's calls three times the day the mayor called him about damages to Keokuk's historic Union Depot. They missed each other, Brown said. But both were at Tuesday's public works committee meeting in the city council chambers. A respected historic renovation company has estimated it will cost about $26,000 to fix the damage caused by the recent accident. Pioneer has been told the driver has sufficient insurance. Pioneer will apply any insurance received toward repairing the depot, Brown said. A 16-year-old driver backed his vehicle into the depot's northwest corner on Aug. 4, leaving a six-foot by four-foot hole. It is the last remaining depot designed by renowned architect John Wellborn Root and was listed on the National Register of Historic Places in 1999. Besides the depot and its future, Brown, Folluo and committee members also discussed extinguishing a city road easement needed by Keokuk Junction Railway for expanding its rail lines near the Des Moines River and building an access road for residents in the area if the easement is extinguished. While discussion on all three and other matters will continue at the committee's Sept. 4 meeting, great progress was made toward solving problems and coming to a resolution, said Janet Fife, chairwoman. "There's a few more things we need to resolve and see if there's a few more elements of the proposal we can put together to satisfy all the needs the city thinks they need to have satisfied," Brown said. "Hopefully, we will get back to them in a couple of weeks or less." ------------------------------ -From Archives_@_Railfan.net Message-ID: <001a01c12b50$6a256c20$aca40318_@_union1.nj.home.com> Date: Wed, 22 Aug 2001 17:21:31 -0400 From: "Bernie Wagenblast" Subject: (rshsdepot) Chicopee, MA Branch rail line a link to history Wednesday, August 22, 2001 Today's column is in response to a note I received from Russell Jardine, who lives on Reed Avenue. "I have questions regarding the railroad station opposite the City Hall," Jardine wrote. "I do not understand it at all. "The tracks seem to parallel the river and Front Street and the station was clearly a passenger station. If the train were to proceed towards Chicopee Falls, then it would run out of track at the Fisk and the mills." Since the old Chicopee Falls branch line is the proposed route for the Chicopee riverwalk and bikeway, Jardine's note is certainly current. In January, Mayor Richard J. Kos established a Chicopee Bikeways Advisory Committee to address issues of security and land acquisition connected with the site. The 2½-mile Chicopee Falls branch was built in 1845 in conjunction with the construction of an initial rail link between Springfield and Northampton. The factory village was growing with the addition in the 1840s of several new manufacturing operations, led by J.B. Stevens Arms, Lamb Knitting Machine and the Belcher Taylor Agricultural Tool Co. Placement on the valley's main rail link north and south would make Chicopee Falls a major player in the region's industrial growth. Unfortunately, that would not be the case. The track bed never crossed the Chicopee River. The man most responsible for the valley's transportation industry was Chicopee native Chester W. Chapin. His career began on Chicopee Street where he and Stephen Bemis operated a dry goods business. Before his 25th birthday, he was in the stage-line business with the Morgan Family of Palmer, occasionally holding the reins on the Hartford-to-Brattleboro run. He became the route's general manager, and it so prospered under his management as to yield him large returns on his investment. In 1830, steamboat pioneer Thomas Blanchard sold his Hartford-to-Springfield steamship franchise to Chapin. In control of the region's land and water routes, Chapin turned his attention to railroad construction. First as a minor stockholder in the Western Railroad, during the banking crisis of 1835, he saw the state back out of a deal to buy $1 million worth of company stock. Chapin eventually turned his attention to politics. Without legislative approval and the commonwealth's financial support, railroad construction was nearly impossible. Chapin learned to play the Boston game. In 1842, he won approval for the Northampton and Springfield, chartered and underwritten by the Legislature. Construction began at Springfield. Before the roadbed construction reached Cabotville (Chicopee Center), the Northampton and Springfield merged in l845 with the Greenfield and Northampton to form the Connecticut River Railroad. Chapin became the first president of the line. By now, Chester Chapin was one of the Pioneer Valley's most important business leaders. His influence in Boston was growing but in 1845 he was no match for a group of 19th-century capitalists called the Boston Associates. They were financing a new town on the Connecticut River. The holding company had unlimited funds and was called the Hadley Falls Co. Wyatt E. Harper, in his "The Story of Holyoke," writes, "All of these men were able operators. Together these men furnished one of the finest examples of the practice of the interlocking directorate. Outstanding among them were George W. Lyman, Edmund Dwight, William Appleton, Samuel Cabot and Ignatius Sargent," whose names of course grace the most important streets in Holyoke. Most of them were on the board of directors of 22 cotton manufac-turing corpora-tions situated all over New England from Dover, N.H., to Taunton. Together they controlled four mills in Chicopee, eight in Lowell and three in Taunton. The year Chapin's railroad reached Cabotville, the Boston capitalists, in conjunction with the Fairbanks Co., formed a corporation to undertake the construction of a dam and a city. George W. Lyman became the president while a man named James K. Mills was elected treasurer of the Hadley Falls Co. Harper refers to Mills as an able gentleman. He was, in fact, a major player in Massachusetts politics. During the Civil War he was a major stockholder in the Ames Sword Co. The Connecticut River Railroad construction crews were Irish laborers under contract to John Chase. Chapin and Chase decided to continue construction on the Chicopee Falls branch before the Legislature granted the necessary right-of-way approval. The debate in Boston would prove crucial. Several northern routes were under consideration. Chapin was already building from Cabotville. He favored a route along the Chicopee River, crossing the river at the factory village, thence on to South Hadley and Hadley, crossing the Connecticut River near the site of the Oxbow. Since the Boston Associates owned the mills in Cabotville and Chicopee Falls, he expected their support. Another route under consideration involved crossing the Chicopee River at Cabotville, thence through Willimansett, South Hadley, Hadley, again crossing the Connecticut River near the Oxbow. The Chicopee route was doomed from the start. Boston capitalists and politicians were committed to the development of Ireland Parish. (It wouldn't be called Holyoke until 1850.) The route that was finally agreed upon remains to this day. The rails would cross the Chicopee River near its mouth, then continue through Willimansett, crossing the Connecticut River into Holyoke. Holyoke would develop into a major manufacturing center and John Chase and his Irish laborers would be hired to build the first Holyoke Dam. The Connecticut River Railroad established a freight depot at the foot of Ferry Street (Exchange Street) adjacent to the Chicopee House hotel. Abner B. Abbey had constructed the hotel (Chicopee's first) in 1841. He moved the hotel in 1845 to accommodate the railroad. The Chicopee Falls branch line opened in 1846. During the Civil War, the railroad built a short spur line, a turntable and a large freight station at the end of the line in the factory village adjacent to the Chicopee Manufacturing Co. Following the Civil War, the company added passenger service from Chicopee Falls to the center. A third station was constructed in Market Square. During the 1880s, the center station became known as the Robinson Station. In 1884, a resident of Springfield Street became the governor of Massachusetts. According to local legend, the Boston and Maine locomotive backed up the short distance from the Chicopee Junction to pick up Gov. George D. Robinson on his weekly trips to Boston. The Boston and Maine system absorbed the river line in the 1890s. The company curtailed passenger service in 1926 and sold the line to Guilford Transportation Co. in 1981. But if all goes well, the historic, picturesque 2½-mile Chicopee Spur will become a riverwalk and bikeway bringing people back to the river. The trail will increase the understanding of the role of the river in the city's history while providing healthy exercise and recreation. Stephen R. Jendrysik is a Chicopee historian and a history teacher at Chicopee Comprehensive High School. His column runs every other Wednesday. ------------------------------ End of RSHSDepot Digest V1 #137 ******************************* From Archives_@_Railfan.net Message-ID: <00bb01c12be3$43550360$aca40318_@_union1.nj.home.com> Date: Thu, 23 Aug 2001 10:52:42 -0400 From: "Bernie Wagenblast" Subject: (rshsdepot) Bristol, VA Bristol station gets $500,000 boost By ANNE GRUNDON and KATHY STILL Bristol Herald Courier Efforts to restore historic Union Depot to its original 1902 condition received a $500,000 nod of approval Wednesday from the Virginia Department of Transportation. VDOT Commissioner Charles D. Nottingham presented the check to Bristol Trainstation Foundation Co-chairmen Carl Moore and Farnham Jarrard, along with his congratulations for a job well done. "This project is exciting," Nottingham said. "I can almost hear the train whistles blow. I wish I could say I took the train here, but you all know that's not really feasible. Hopefully, one day it will be, and that's what makes this project so exciting." The $500,000 grant was derived from federal money set aside for out-of-the-ordinary transportation projects throughout the nation. Of Virginia's $20 million share, VDOT's Bristol District received $2 million this year. The money awarded to the Bristol Trainstation Foundation Wednesday brings the total renovation funds to about $1.3 million, Jarrard said. Architects were finishing their drawings of the building, and construction work is expected to begin in the spring, he said. "I imagine we'll start by adding a new roof," Jarrard said. The foundation hopes to restore the station to its original condition and use it as a passenger rail station when and if service through the Twin City is reinstated. That goal and the well-detailed information included on the grant application made the award to the foundation "a very easy decision for us to make," Nottingham said. State Sen. William Wampler, R-Bristol, said the grant funds will enable the Trainstation Foundation to turn the historic depot into "a showplace." "Once you see this particular station renovated, it will be time for passenger rail service to begin," he said. After presenting the $500,000 check to the Trainstation Foundation, Nottingham awarded a $100,000 check to the town of Glade Spring for the construction of trails and a transportation museum and a $45,000 grant to Damascus for a multi-use trail along an abandoned railroad bed. Later Wednesday afternoon, a $100,000 grant was presented to Pound for construction of a river walk through the town, $60,000 was awarded to Pennington Gap for a pedestrian trail, $25,000 was given to GAP Corp. to add restrooms to the historic Interstate 101 Railroad Car, and $21,000 was presented to East Stone Gap School Memorial Organization for a memorial at the site of the old school, which was destroyed by fire in 1968. "The money will be used for the river walk, and hopefully it will bring in some tourist trade," Pound Mayor Belva Bolling said of that project. "The town is in need of this." Wampler and Delegate Terry Kilgore, R-Gate City, said the grants might appear to be nominal at first glance but that the long-range benefits to the region come when all communities build a series of projects that improve the quality of life. "This is very important to the growth of our area and the state," Kilgore said. "It makes it more inviting to tourists." ------------------------------ -From Archives_@_Railfan.net Message-ID: <003e01c12c6d$36dec0f0$df8d6ca5_@_itochu.com> Date: Fri, 24 Aug 2001 03:20:12 -0400 From: "Jim Dent" Subject: (rshsdepot) Ellicott City, MD =46rom the Baltimore (MD) Sun... Telling B&O history Station: A slice of Americana survives in Ellicott City, thanks to the efforts of a dedicated group of train and history aficionados. By Laura Cadiz Sun Staff August 23, 2001 When flooding from Hurricane Agnes tore through Ellicott City nearly 30 years ago, it threatened the nation's oldest railroad station, wiped out tracks and damaged its structures off Main Street. After the station survived the high waters, a group of concerned citizens decided it was time to restore the nonfunctioning station and turn it int= o a museum. Now Ellicott City B&O Railroad Station Museum is celebrating its 25th yea= r of educating the public about the rich history of the station and railroa= d. "It amazes me how many people come to the museum that don't know about trains - how they helped the economy," said Lisa Mason-Chaney, the museum= 's director. "We're here to teach people." Built in 1831, the station was the first permanent structure of the Baltimore and Ohio Railroad. The nation's first western-bound railroad became a leader in transportation - contributing to a nationwide economic revolution - and helped turn Baltimore into a major city. The station was a freight depot until 1972 and a passenger station until 1949. Historic Ellicott City Inc. took on the structure's renovation in 1= 973 as the group's first project, restoring it to its 19th-century appearance= =2E The station, at Main Street and Maryland Avenue, opened as a museum three years later. "The flood gave us an opportunity to bring attention to the town," said Enalee Bounds, past president of Historic Ellicott City Inc. "We all know that it's a very historical area, and there have been times in the past where people seem not to be concerned about historical areas, so you had = to make people aware about how important they are." Bounds, who has owned Ellicott's Country Store on Main Street for 39 year= s, said that when the store first opened, the station held an important role= in town as a place for Howard residents to pick up freight. But she said it wasn't nearly as popular as it once was. "At one time it was the place to visit," she said. When they went to ride the B&O, which will celebrate its 175th anniversar= y in February, men and women had to wait in separate rooms, according to a museum exhibit. The women needed privacy to feed their children, and the = men had some unsavory habits. "They'd smoke cigars, gamble, swear," said Alex Harris, the museum's floo= r manager. "So they'd have to be separated." The women's waiting room has what Harris calls "one of the most important doors" in the town's history - its first indoor bathroom. The station, which was placed on the National Register of Historic Places= in 1968, attracts about 25,000 visitors annually from around the world durin= g its three seasonal programs. It is playing host to "Roads to Rails: The birth and early development of the B&O," which runs through November. December through January is the most popular time for the museum, when it holds the holiday model train exhibit. The museum's workers - six staff and about 100 volunteers - dress in 19th-century garb as part of the living history aspect of the museum. Earlier this week, Aislinn Hein, 13, of Germantown and Owen Budd, 14, of Ellicott City were acting out their parts as children of the era, sitting= in the station's residential quarters. Owen said he volunteers at the museum because he's fascinated with trains and the railroad's history. "I have been miraculously interested in them since I was ... 8 years old," he said. The museum's 1885 freight house has perhaps the most eye-catching exhibit= - a 40-foot operating model of the original 13 miles of track that stretche= d =66rom Baltimore to Ellicott City. Twenty-six people spent three years building the model, used as a teaching tool. "We had someone once ask if they could borrow it," Mason-Chaney said. "I'= m not quite sure if they knew what they were asking." Although the station is no longer functioning, visitors might be able to = cat ch a glimpse of a moving train - CSX runs trains on the tracks behind the museum, usually twice a day. The force of the train can shake some of the museum's items and cause dus= t to fall from the granite ceilings. "We have to be careful where we put things," Mason-Chaney said. Copyright =A9 2001, The Baltimore Sun ------------------------------ -From Archives_@_Railfan.net Message-ID: <004801c12c6e$925b3480$df8d6ca5_@_itochu.com> Date: Fri, 24 Aug 2001 03:29:55 -0400 From: "Jim Dent" Subject: (rshsdepot) Batavia, IL Depot Museum drops fee, adds donations By ERIC SCHELKOPF Kane County Chronicle BATAVIA =97 The Batavia Park District has dropped the idea of charging admission to the Depot Museum. Instead, park board commissioners decided Tuesday night to strongly urge people to give a donation when they visit the museum. And out-of-town visitors will be urged to give a bigger donation than Batavia residents. Commissioners decided to try the donation policy for a year and see how i= t works out. They had talked about charging admission to the museum to cove= r costs such as staff time. However, the Batavia Historical Society and Depot Museum Director Carla H= ill opposed the idea. =93We strongly believe that a museum should be available without charge t= o visitors, and especially to local residents. Under no circumstances shoul= d dues-paying members of the society be expected to pay for the privilege o= f viewing the society=92s artifacts, which constitute the museum=92s collec= tion,=94 said Historical Society President Bert Johnson in a letter to the board. Johnson also didn=92t think collecting an admission fee would be practica= l. =93The museum is staffed during its opening hours by volunteers, many of = whom are elderly and have been involved with the museum for many years. We are certain that it would be repugnant to them if they were to be asked to enforce an admission policy; indeed we would anticipate losing many of th= em if this were to be required,=94 Johnson said in his strongly worded lette= r. In addition, both Johnson and Hill also didn=92t think children should be charged admission. =93I have worked for many years to build a viable program with the Batavi= a schools and I personally do not think that children and their families wh= o are being encouraged by their teachers to come to the museum to complete reports should be charged an admission,=94 Hill said. Hill suggested the museum ask for donations rather than charge admission. The museum recently started using a large plastic donation box, which she said already is filling with more donations than its previous donation ja= r. =93We went from a jar to something that is extremely visible. It is havin= g quite an impact,=94 Hill said. Park District Executive Director Mike Clark said the donation policy =93i= s a fair compromise for now. With an admission fee, there also is a higher expectation level, such as you would have to change the exhibits more. It= is really not advantageous to have an admission charge.=94 ------------------------------ -From Archives_@_Railfan.net Message-ID: <3B85BBE4.4D7BE7F6_@_erols.com> Date: Thu, 23 Aug 2001 22:28:52 -0400 From: Jim Dent Subject: (rshsdepot) MOST ENDANGERED STATION LIST OPEN FOR NOMINATIONS -From Hank Dittmar MOST ENDANGERED STATION LIST OPEN FOR NOMINATIONS: Due by September 21, 2001 The Great American Station Foundation is now accepting nominations for our 2001 Most Endangered Station list. This list calls national attention to threatened stations, Giving local station preservation advocates additional credibility and leverage. This year, local advocate groups or governments can also receive a $1000 grant to help in their efforts to save the station. Nominations are due by September 21, 2001 For a full application go to http://www.stationfoundation.org or call 505-426-8055. ------------------------------ End of RSHSDepot Digest V1 #138 ******************************* From Archives_@_Railfan.net Message-ID: <002301c12eac$68dde630$df8d6ca5_@_itochu.com> Date: Sun, 26 Aug 2001 23:57:37 -0400 From: "Jim Dent" Subject: (rshsdepot) Martinsburg, WV =46rom Railway Preservation news... Martinsburg's PRR Depot Preserved Through Adaptive Reuse KCAD Properties, LLC is in the final stages of completing the renovations= of the Cumberland Valley Railroad Depot in Martinsburg, WV. This renovation = has transformed this historic structure from a virtual ruin to a restored off= ice for a high technology operation. KCAD Properties and Alpha Associates, Incorporated joined forces in 2000 to purchase the property for use as Al= pha Associates, Inc.'s Eastern Regional Office. ALPHA, established in 1969, i= s an Architectural, Engineering, and Surveying Firm headquartered in Morgantown. The Eastern Regional Office has been operating in Martinsburg since 1995. The restored CVRR depot provides ALPHA with quality space and room to grow while demonstrating the firm's skills in adaptive reuse of historic buildings. =93Alpha Associates, Incorporated is excited to be op= ening this example of historic renovation for our operation in the Eastern Panhandle. We believe that this is not only a boost for ALPHA but also a significant commitment to the continuing revitalization of Martinsburg=92= s Historic areas,.=94 notes ALPHA=92s President Rick Colebank. The Cumberland Valley Railroad Depot was originally built in 1889 to serv= e the railroad's expanded freight and passenger service to Winchester, VA. = In 1919, the CVRR became part of the Pennsylvania Railroad System. Since its construction, the depot has been one of Martinsburg=92s architectural treasures. The Richardsonian shingle style utilizes Romanesque brick arch= es. The first level is an English running bond brick masonry with a projectin= g bay on the trackside fa=E7ade. Arched segmental five part windows grace w= hat was once the passenger lobby and ticket office. The second level is of wo= od frame construction skinned in the shingle style so popular in the late 18= 80=92 s. The windows are multi-mullioned with rectangular double hung sash. The unique style of the structure was especially intriguing to ALPHA=92s Architectural staff. KCAD=92s goal in purchasing the property was two fol= d. The main priority in historical restoration of any building is to maintai= n the historical accuracy and integrity of the basic stricture. Working closely with the West Virginia State Historic Preservation Office, KCAD followed the Secretary of the Interior=92s Standards for Rehabilitation f= or Historic Buildings. Working with in the framework of the basic structure, special consideration was given to the use of new technology inside the building and how that would tie in with the old historical style of the exterior. This renovated building provides ALPHA with high-speed Internet access, state of the art computer networking, and cutting edge technology for communication. Combining history with technology to develop an effici= ent office space, posed certain challenges. The integration of technology wit= h history requires significant coordination between all disciplines. The interior of this building was entirely gutted and reconstructed which mad= e the integration of technology somewhat easier. Structural stability is always an issue in historical renovation projects= =2E ALPHA=92s in-house structural engineers completed a full scale evaluation= of the existing structure prior to the design phase of the project and discovered significant structural problems in the second floor. An interi= or central bearing wall had been previously removed and support had to be replaced. There is also the issue of new building code requirements to be met. This affected the design of the structure for the second floor, as t= he new floor loading requirements were higher than the original design. Thorough analysis provided the basis for the structural designs that were developed to meet these requirements. An important part of any construction project is the selection of a good quality contractor. Minghini's General Contractors, Inc. of Martinsburg w= as the contractor for the project. Minghini=92s experience and dedication to detail has provided KCAD with a quality product that will serve ALPHA=92s needs for many years. During the design phases of this project, ALPHA=92s staff of interior designers, landscape designers and site engineers paid special attention = to the Standards that were set forth by the Division of Culture and History. ALPHA=92s Landscape Designer Juanita Salisbury said =93To keep the histor= ical nature of the railway station, I designed a planting scheme that would no= t obscure the building in anyway. Plants chosen for around the building are mainly low-growing evergreens. In the back of the building, native Redbud and evergreen trees and other native shrubs were chosen for the parking area.=94 KCAD and ALPHA are very proud of the Depot. The construction pha= se is almost complete and the Open House celebrating the Eastern Regional Offic= e will be held in September. (Bobbie White, Alpha Associates, Inc Press Release) ------------------------------ End of RSHSDepot Digest V1 #139 ******************************* From Archives_@_Railfan.net Message-ID: <004f01c12eea$27f6df80$aca40318_@_union1.nj.home.com> Date: Mon, 27 Aug 2001 07:19:36 -0400 From: "Bernie Wagenblast" Subject: (rshsdepot) El Reno, OK Depot preserved as museum 2001-08-26 By Ben Scott Staff Writer - The Oklahoman EL RENO -- When the Rock Island Depot opened in 1907, El Reno was already a town surviving on the railroad. In the late 19th century, the Rock Island Railroad decided to run its line through El Reno after the town sprung up overnight following the Oklahoma land run in 1889. The move caused homesteaders to drift from Fort Reno, established during the Civil War, and Reno Town over to El Reno to find jobs on the railroad. The new town was called "El" Reno to distinguish it from the post offices in the other settlements. All three towns were named after Gen. Jesse Reno who died in the battle at Antietam during the Civil War. The Rock Island Depot, recently listed on the National Register of Historic Places, connected El Reno with the all points of the United States territory in the early 20th century, running from Los Angeles to Galveston, Texas to Chicago. World War I soldiers traveling through the United States, either leaving for Europe or just coming home, would stop at the Rock Island Depot to buy paper to write letters, coffee and medicine -From the Red Cross. It was one of the largest depot's on Rock Island's rail line. The depot closed in the 1970s when the railroad lost prominence in the transportation industry. The depot is now the Canadian County Historical Society's Museum, but the building still holds the memories of its heyday. The rail line is still used by the Union Pacific railroad company, but trains rarely stop in El Reno. The depot is also the ticket center for the new Heritage Express trolley line that just began operating in El Reno. Since becoming the museum, the building has received a new roof and the bathrooms have been made handicap-accessible. "El Reno's always been a railroad town," said Vicki Proctor, president of the Canadian County Historical Society. "Most people here have some connection in their family to the railroad." Several yards from the depot is the 98th meridian, the location where settlers lined up in the territorial land run of 1889. A plaque commemorates the spot on the property. "The state Transportation Department wanted us to move the plaque south to Interstate 40," Proctor said. "But we fought that. That's how things get lost." ------------------------------ -From Archives_@_Railfan.net Message-ID: <00f601c12f30$b4d9e8c0$aca40318_@_union1.nj.home.com> Date: Mon, 27 Aug 2001 15:44:37 -0400 From: "Bernie Wagenblast" Subject: (rshsdepot) Baldiwn, NY The following comes from the July/August issue of "Along the Track" the Long Island Rail Road employee newsletter. Baldwin Station: Then and Now A handbook published by the Long Island Rail Road at the turn of the 20th century described Baldwin as "conveying to the traveller a delightful idea of rural life." The LIRR, in order to help entice people to take a serious look at this bucolic area, even offered a special on-dollar excursion fare from Long Island City. Times change, of course, but efforts continue to maintain the pleasing suburban character of this station. First listed in LIRR timetables as Baldwinsville in 1867, then Baldwinsville in 1869, and Baldwins in 1872. The Baldwin we know today, in name, finally came into being in the mid 1870's. However, as we all know, change is constant. For five years in the 1890's Baldwin (the LIRR station, at least) was called Millburn. This change was made, much to the chagrin of some locals, at the behest of then LIRR President Austin Corbin. Public and political pressure eventually prevailed and the station name was changed back to Baldwin in 1897. The original brick station building, remodeled and modernized several times since 1881 and located at the intersection of Grand Avenue just north of Sunrise Highway, was finally demolished as part of the grade crossing elimination along the Babylon Branch in 1956. Remodeling work on the ticket office and waiting room was recently completed. This included a new brick exterior, terrazzo flooring, new tiled interior walls, two new ADA accessible rest rooms, customer seats, and lighting. In keeping with historic tradition, architectural features were incorporated into the work including brick arches around the doors and pre-cast head and sills over and under the windows. New staircases were also installed. Rehabilitation work on the platform level waiting room is to be completed later this year. ------------------------------ -From Archives_@_Railfan.net Message-ID: Date: Mon, 27 Aug 2001 17:25:21 -0400 From: "James Kelling" Subject: Re: (rshsdepot) Hanover Junction, PA Visited this station last weekend. Very nice historical displays and = photos of the now complete restoration. Dedication on 18 Nov. from = noon-5PM will include a Civil War encampment and other activities. = Located on PA616 north of Glen Rock, PA. >>> james.dent_@_itochu.com 05/11/01 04:28PM >>> -From the York County (PA) Dispatch... Hanover Junction a part of history Opening of the Hanover Junction railroad station along the York County Heritage Rail Trail will have an impact on the role that the county played in that Civil War era. When President Abraham Lincoln accepted an invitation to speak at the dedication of the Gettysburg National Cemetery, he traveled to Gettysburg = by rail through York County. His train stopped at Hanover Junction, and whether he got off the train = and took a walk or changed trains remains a controversy. Also, there is disagreement whether he wrote what we know as the "Gettysburg Address" = while on that train trip. It is known Lincoln was on the train when it stopped that day. Hanover Junction still stands, beating back the ravages of time. It has = been saved, thanks to York County Parks and Recreation, its executive director Tom Brant, and others. The late Russell Bowman of Seven Valleys kept this historic legend alive = for decades. Restoration will be completed shortly and the station will be opened to = the public on weekends starting in June. Hours will be 8:30 a.m. to 4:30 p.m. = on Saturdays and noon to 5 p.m. Sundays. The final phase, which will provide water and septic services, will = provide public restrooms. An official opening will be held Nov. 18. ------------------------------ End of RSHSDepot Digest V1 #140 ******************************* From Archives_@_Railfan.net Message-ID: <12c.3ba5be5.28bcfa5b_@_aol.com> Date: Tue, 28 Aug 2001 09:44:59 EDT From: Depot1960_@_aol.com Subject: Re: (rshsdepot) Baltimore, MD/Scranton, PA slight error I believe in this story. The Scranton station never served as the railroad's headquarters according to the Morning Sun book on the Erie Lackawanna. ------------------------------ -From Archives_@_Railfan.net Message-ID: <016b01c12fc7$d90d2800$334643d8_@_ast> References: <12c.3ba5be5.28bcfa5b_@_aol.com> Date: Tue, 28 Aug 2001 09:46:16 -0400 From: "ERIE LACKAWANNA SD45-2" Subject: Re: (rshsdepot) Baltimore, MD/Scranton, PA May have served as Divsion Headquarters - ----- Original Message ----- From: To: Sent: Tuesday, August 28, 2001 9:44 AM Subject: Re: (rshsdepot) Baltimore, MD/Scranton, PA > slight error I believe in this story. The Scranton station never served as > the railroad's headquarters according to the Morning Sun book on the Erie > Lackawanna. ------------------------------ -From Archives_@_Railfan.net Message-ID: <3B8BA283.40440419_@_bellsouth.net> References: <12c.3ba5be5.28bcfa5b_@_aol.com> Date: Tue, 28 Aug 2001 09:54:11 -0400 From: Seth Bramson Subject: Re: (rshsdepot) Baltimore, MD/Scranton, PA Scranton was a division headquarters for the Lackawanna. It was NEVER the headquarters for either RR, and, in fact, the Erie (pre merger) never went anywhere near Scranton. If I remember correctly trains from the New York division of the DL&W ended at Scranton and then Scranton Division extended either to or near Buffalo. I don't remember if there was a Buffalo Division of just a Buffalo Terminal Division, so perhaps one of you can better enlighted us on that. Depot1960_@_aol.com wrote: > slight error I believe in this story. The Scranton station never served as > the railroad's headquarters according to the Morning Sun book on the Erie > Lackawanna. ------------------------------ -From Archives_@_Railfan.net Message-ID: <001f01c13030$849a9050$df8d6ca5_@_itochu.com> References: <12c.3ba5be5.28bcfa5b_@_aol.com> <3B8BA283.40440419@bellsouth.net> Date: Tue, 28 Aug 2001 22:15:48 -0400 From: "Jim Dent" Subject: (rshsdepot) Erie in Scranton, PA - ----- Original Message ----- From: "Seth Bramson" > Scranton was a division headquarters for the Lackawanna. It was NEVER the > headquarters for either RR, and, in fact, the Erie (pre merger) never went > anywhere near Scranton. Actually the Erie's Wyoming Div. did pass just to the south of Scranton on its way to Wilkes Barre from Lackawaxen, PA. For a map (From an Erie 1914 annual report) showing that detail go to: http://gelwood.railfan.net/map/erie-east-1914.gif ------------------------------ -From Archives_@_Railfan.net Message-ID: <009401c12fcc$aef96ba0$aca40318_@_union1.nj.home.com> Date: Tue, 28 Aug 2001 10:21:08 -0400 From: "Bernie Wagenblast" Subject: (rshsdepot) Bristol, VA Union Depot: destination and journey There's been a lot of talk in Bristol in recent years about restoring the city's landmark Union Depot to its original glory _ not for history's sake alone, but for the future's as well. Naturally, officials hope the renovation project will serve as a catalyst for the revitalization of downtown Bristol. And they want the train station to be ready for the day when passenger rail service returns to Bristol _ and to serve as a functioning train station again. Both are worthy goals. But it's beginning to look as if there's yet another good reason to keep the Union Depot project on track: A renovated train station might itself help to bring passenger rail back to Bristol. No, this isn't one of those ``build it and they will come'' scenarios. Passenger rail service is not going to magically appear in Bristol just because we have a restored train station to accommodate it. On the other hand, it's looking as if the Bristol Trainstation Foundation's plans alone are generating some excitement about passenger rail _ and among some of the right people, too. ``I can almost hear the train whistles blow,'' said Charles D. Nottingham, commissioner of the Virginia Department of Transportation. ``I wish I could say I took the train here, but you all know that's not really feasible. Hopefully, one day it will be, and that's what makes this project so exciting.'' Nottingham's remarks came Wednesday as he presented foundation officials with $500,000 in federal funds, raising total funding for the train station project to $1.3 million. VDOT's commissioner said a well-detailed application and the goal of making Union Depot a working passenger station again made the grant easy for VDOT to approve. And we can hope it adds that much more momentum for the proposed passenger rail route from Bristol to Richmond and Washington, D.C. It's hard to argue with the idea. It would be a boon for tourists and tourism in the area, and might even provide a worthwhile alternative for some business travelers. (If you doubt that, try booking a flight from Tri-Cities Regional Aiport to Richmond sometime.) And with growing concerns about highway congestion and fuel prices, the TransDominion Express could take some pressure off both highways and travelers' pocketbooks. But just because something's a good idea doesn't mean legislators will agree to pay for it. After years of trying, state Sen. William Wampler Jr., R-Bristol, managed to include about $10 million in the state budget to help clear the way for the rail service. But this year, the funding fell victim to the impasse between the House and Senate over keeping Gov. Jim Gilmore's car-tax phaseout on schedule. The second year of the two-year budget went unamended, and the passenger rail money _ which wasn't included in the second year _ was among the losers. The General Assembly may face many of the same problems this year, thanks to lagging revenues and an economic slowdown. And a number of key officials, including Gilmore, have said a high-speed rail connection between Washington and Richmond is a more immediate priority. Winning the funding needed to make passenger rail service a reality will take more than logic; it will require capturing the imaginations of Virginians and those elected to represent them. Doing that will take more than a single railroad station. But the efforts to restore Union Depot are clearly attracting not only notice, but also enthusiasm. ``Once you see this particular station renovated, it will be time for passenger rail service to begin,'' Wampler said Wednesday. All aboard? ------------------------------ -From Archives_@_Railfan.net Message-ID: <3B8BABBE.79F39AB4_@_bellsouth.net> References: <12c.3ba5be5.28bcfa5b_@_aol.com> <3B8BA283.40440419@bellsouth.net> <001f01c13030$849a9050$df8d6ca5@itochu.com> Date: Tue, 28 Aug 2001 10:33:34 -0400 From: Seth Bramson Subject: Re: (rshsdepot) Erie in Scranton, PA Thanks, Jim! Well, yes and no. The question is, wasn't that the Susquehanna in Erie ownership? Let us know, won't you? Jim Dent wrote: > ----- Original Message ----- > From: "Seth Bramson" > > > Scranton was a division headquarters for the Lackawanna. It was NEVER the > > headquarters for either RR, and, in fact, the Erie (pre merger) never went > > anywhere near Scranton. > > Actually the Erie's Wyoming Div. did pass just to the south of Scranton on > its way to Wilkes Barre from Lackawaxen, PA. > For a map (From an Erie 1914 annual report) showing that detail go to: > http://gelwood.railfan.net/map/erie-east-1914.gif ------------------------------ -From Archives_@_Railfan.net Message-ID: Date: Tue, 28 Aug 2001 10:49:15 -0400 From: "James Kelling" Subject: Re: (rshsdepot) Erie in Scranton, PA The Erie did serve Scranton pre-merger. It had a passenger station at 701 = N. Washington St. before 1940, and possibly later than that. >>> james.dent_@_itochu.com 08/28/01 10:15PM >>> - ----- Original Message ----- From: "Seth Bramson" > Scranton was a division headquarters for the Lackawanna. It was NEVER = the > headquarters for either RR, and, in fact, the Erie (pre merger) never = went > anywhere near Scranton. Actually the Erie's Wyoming Div. did pass just to the south of Scranton on its way to Wilkes Barre from Lackawaxen, PA. For a map (From an Erie 1914 annual report) showing that detail go to: http://gelwood.railfan.net/map/erie-east-1914.gif ------------------------------ -From Archives_@_Railfan.net Message-ID: <003101c13035$e4adf450$df8d6ca5_@_itochu.com> References: <12c.3ba5be5.28bcfa5b_@_aol.com> <3B8BA283.40440419@bellsouth.net> <001f01c13030$849a9050$df8d6ca5@itochu.com> <3B8BABBE.79F39AB4@bellsouth.net> Date: Tue, 28 Aug 2001 22:54:17 -0400 From: "Jim Dent" Subject: Re: (rshsdepot) Erie in Scranton, PA The answer to your question is yes and no, NYS&W did fall under Erie control, but the Wyoming Division was never a part of the NYS&W. Unfortunately, all my books are in storage or I could dig up some more info (and check my "facts"). As an aside, on the NYS&W just south of Scranton, is a spot called "Suscon" (see the map), perhaps a contraction of Susquehanna Connection. I noticed this morning on riding my NJT train into Hoboken that NJT has named the NJT (former Erie mainline) connection at Hawthorne, NJ (my former hometown) with the NYS&W "Suscon." How original. - ----- Original Message ----- > Thanks, Jim! > Well, yes and no. The question is, wasn't that the Susquehanna in Erie > ownership? Let us know, won't you? > > Jim Dent wrote: > > > Actually the Erie's Wyoming Div. did pass just to the south of Scranton on > > its way to Wilkes Barre from Lackawaxen, PA. > > For a map (From an Erie 1914 annual report) showing that detail go to: > > http://gelwood.railfan.net/map/erie-east-1914.gif > > ------------------------------ -From Archives_@_Railfan.net Message-ID: <3B8BBC95.C3DE64ED_@_bellsouth.net> References: Date: Tue, 28 Aug 2001 11:45:25 -0400 From: Seth Bramson Subject: Re: (rshsdepot) Erie in Scranton, PA I stand corrected and thank you for your input. I should have checked my Erie timetables first. In 1906 there were seven trains daily in each direction in and out of Scranton. Three of them were actually through trains from New York (Jersey City). By 1930--and perhaps earlier, I didn't check the interim--there were two trains a day from Lackawaxen into Scranton, but no through service, one changed in Lackawaxen. Hope that helps. James Kelling wrote: > The Erie did serve Scranton pre-merger. It had a passenger station at 701 = > N. Washington St. before 1940, and possibly later than that. > ------------------------------ -From Archives_@_Railfan.net Message-ID: <00c901c12fde$2555a6e0$aca40318_@_union1.nj.home.com> Date: Tue, 28 Aug 2001 12:26:08 -0400 From: "Bernie Wagenblast" Subject: (rshsdepot) Jacksonville, FL This story notes the former Jacksonville Terminal Station, which now serves as the Prime Osborn Convention Center. You can view a couple of current photos of the interior of the station at: http://www.jacksonville.com/tu-online/stories/082701/met_7050460. html Greyhound not a good fit in joint hub plan Too much in one spot could serve to deter conventioneers By David Bauerlein Times-Union staff writer The ticket windows in historic Jacksonville Terminal, now a part of the Prime Osborn Convention Center, might regain their original use if Amtrak moves its station downtown. But Greyhound passengers won't be catching the bus at the convention center. The latest, revised plan for building the Jacksonville Transportation Center would put Greyhound a couple of blocks away from the convention center, not inside it. The shift is part of a study that is charting a way to bring multiple means of travel -- train, bus, car, the Skyway monorail and perhaps someday light rail -- together in a compact area where people can easily switch from one kind of transportation to another. "I think the timing for it has never been better," said City Councilwoman Elaine Brown, who has championed the proposal since 1993, when former Mayor Ed Austin asked her to serve on a citizen committee about moving the Amtrak station to downtown. But incorporating transit into the convention center runs the risk of turning off conventioneers when they compare Jacksonville to other cities in the hyper-competitive convention business. "I do think there is a way to do it, but the way is very narrow," said Kitty Ratcliffe, president of Jacksonville and the Beaches Convention and Visitors Bureau. The state Department of Transportation previously has estimated it would cost $56 million to move both Amtrak and Greyhound to the convention center, a steep sum that would require a combination of state, federal and local funding. State officials don't have an updated estimate for what it would cost in the revised site plan where Greyhound isn't in the convention center. Amtrak is the most costly portion because it would require extensive work on the Florida East Coast Railroad tracks that run along the convention center. The Jacksonville Terminal station opened in 1919, and its vaulted ceiling, high as a cathedral's, is a reminder of the era when the city was a major destination for tourists traveling to Florida by rail. At its peak, up to 20,000 people and 142 trains passed through the station daily, according to a historical marker at the convention center. In Brown's office at City Hall, a framed picture on the wall shows a black-and-white shot of the station with the parking lot full of Model-T cars and a streetcar running past it. Amtrak doesn't generate nearly as much ridership in an era of airplane travel, but Brown notes that Amtrak is seeking to open a Jacksonville to Miami route down the Florida coast, including stops at St. Augustine and Daytona Beach. Ultimately, Brown said Jacksonville must plan for other kinds of travel besides the automobile as the city grows and roads fill up with cars. The latest site plan for the transportation center comes a year after the state transportation department showed plansat a June 2000 public hearing that showed both Amtrak and Greyhound with stations in the convention center. Since then, Greyhound has decided it needs more room than the previous plan would have allowed in the convention center, and state historic preservation officials raised concerns about all the buses with their exhaust operating so close to the old station, said Craig Teal, project manager for the transportation department. Tourism officials also have raised red flags about having too much transit activity in the Prime Osborn. In a convention center analysis for the visitors bureau, Strategic Advisory Group met with convention planners for state and national groups and asked, among other things, whether a transportation center in the building would make them less likely to book conventions in Jacksonville. "The bottom line is that multimodal [transit operations] and a convention center don't mix," said Jeff Sachs, managing partner for Strategic Advisory Group. "People who are coming in from out of town want to feel safe and kind of want to feel like an 'island.' All of a sudden you have a multimodal and you have all the people who are locally based and it's kind of like oil and water." But, if only the Amtrak station were in the convention center, that might change how convention planners react and it would be worthwhile to show them the latest proposal, he said. "If that's still an issue for too high a percentage, don't do it," he said. "I don't want to throw out any idea. This could really be a unique feature for Jacksonville in the end." ------------------------------ -From Archives_@_Railfan.net Message-ID: Date: Tue, 28 Aug 2001 16:48:30 From: "Don Dorflinger" Subject: Re: (rshsdepot) Erie in Scranton, PA Here's a little more: Scranton was certainly served by the Erie's Wyoming Division. (who could forget the trestle over Roaring Brook between Rock Jct. and Dunmore, still visible from I-380/84 as you approach the "Electric City" from the east). The Division actually stretched from a connection with the Main Line at Lackawaxen, PA via Hawley (where a branch diverged to Honesdale) to Scranton and Avoca, where Erie's engine terminal was located. A notable feature of the Division was the shops at Dunmore, PA, just outside of Scranton, which were severely damaged by Hurricane Diane in August, 1955, and not reactivated. (The main building is still visible today from the Southbound side of I-81, just about where the Interstate crosses the old Lackawanna Main Line, north of the exit for the Central Scranton Expressway - and Steamtown - and is an auto parts warehouse). The Erie passenger station in Scranton, referenced in an earlier post today, is still standing on N. Washington St., and serves as a restaurant. Trackage south of Avoca was operated as the Susquehanna Connecting RR, and ran to a junction with the Wilkes Barre & Eastern RR at Suscon (a railroad name...very original!?!). The WB&E was a wholly owned subsidiary of the New York, Susquehanna & Western RR, and ran from just east of Stroudsburg, PA to Kingston, PA (and shortly was cut back to Plains, PA,). Thus, because the Erie controlled the NYS&W, it indirectly controlled the WB&E also, and reached the Wilkes Barre area (or actually Plains - Neither Kingston nor Plains was in W-B proper, so the WB&E never really reached its namesake city) via the WB&E. In the abandonment of the WB&E in 1938-39, some trackage south of Suscon survived and was operated by the Erie, and may still survive today as industrial spur. The remainder of the Wyoming Division between Lackawaxen & Hawley, plus the branch to Honesdale, exists today as the Lackawaxen & Stourbridge RR. Trackage between Hawley and Rock Jct. is long removed. Some remaining track south of Rock Jct. is physically in place, but long out of service. BTW, E-L employee timetables seem to indicate the boundary between the New York & Scranton Divisions was at the NJ/PA State Line. Scranton was Division Headquarters, and housed a Dispatcher right up until Conrail. Don Dorflinger >From: Seth Bramson >Reply-To: rshsdepot_@_lists.railfan.net >To: James Kelling >CC: james.dent_@_itochu.com, rshsdepot@lists.railfan.net >Subject: Re: (rshsdepot) Erie in Scranton, PA >Date: Tue, 28 Aug 2001 11:45:25 -0400 > >I stand corrected and thank you for your input. I should have checked my Erie >timetables first. In 1906 there were seven trains daily in each direction in >and out of Scranton. Three of them were actually through trains from New York >(Jersey City). By 1930--and perhaps earlier, I didn't check the interim--there >were two trains a day from Lackawaxen into Scranton, but no through service, one >changed in Lackawaxen. Hope that helps. > >James Kelling wrote: > > > The Erie did serve Scranton pre-merger. It had a passenger station at 701 = > > N. Washington St. before 1940, and possibly later than that. > > > > Get your FREE download of MSN Explorer at http://explorer.msn.com ------------------------------ -From Archives_@_Railfan.net Message-ID: <3B8BEBD1.ABC73C8_@_ycp.edu> References: Date: Tue, 28 Aug 2001 15:06:57 -0400 From: Tom Gibson Subject: Re: (rshsdepot) Erie in Scranton, PA As long as we are all adding our two bits, here is my submission. The Wyoming Division was built on the right of way of the Pennsylvania Coal Company Gravity Railroad "Light track", which was the line used to return empty cars to the coal fields. The "heavy track" was a seperate line and passed through the top of Mt. Cobb in a 1000 foot tunnel, which remains. Constructed in 1850 it was an engineering marvel and was used successfully until 1885 when the Wyoming Division was opened. Two of the passenger cars still exist, one in Hawley next to the library and on in Ny Aug Park in Scranton. The passenger cars were used on the Shohola Glen Switchback Railroad from 1886 until 1907 to transport passengers to the Grand Shohola Glen Amusement Park and Summer Resort. I have hiked and explored the line many times. Please check the following links for more information. http://www.shohola.com/glen http://www.shohola.com/township http://www.thomasgibson.com Tom Gibson Shohola Don Dorflinger wrote: > > Here's a little more: Scranton was certainly served by the Erie's Wyoming Division. (who could forget the trestle over Roaring Brook between Rock Jct. and Dunmore, still visible from I-380/84 as you approach the "Electric City" from the east). The Division actually stretched from a connection with the Main Line at Lackawaxen, PA via Hawley (where a branch diverged to Honesdale) to Scranton and Avoca, where Erie's engine terminal was located. A notable feature of the Division was the shops at Dunmore, PA, just outside of Scranton, which were severely damaged by Hurricane Diane in August, 1955, and not reactivated. (The main building is still visible today from the Southbound side of I-81, just about where the Interstate crosses the old Lackawanna Main Line, north of the exit for the Central Scranton Expressway - and Steamtown - and is an auto parts warehouse). The Erie passenger station in Scranton, referenced in an earlier post today, is still standing on N. Washington St! .,! > and serves as a restaurant. Trackage south of Avoca was operated as the Susquehanna Connecting RR, and ran to a junction with the Wilkes Barre & Eastern RR at Suscon (a railroad name...very original!?!). The WB&E was a wholly owned subsidiary of the New York, Susquehanna & Western RR, and ran from just east of Stroudsburg, PA to Kingston, PA (and shortly was cut back to Plains, PA,). Thus, because the Erie controlled the NYS&W, it indirectly controlled the WB&E also, and reached the Wilkes Barre area (or actually Plains - Neither Kingston nor Plains was in W-B proper, so the WB&E never really reached its namesake city) via the WB&E. In the abandonment of the WB&E in 1938-39, some trackage south of Suscon survived and was operated by the Erie, and may still survive today as industrial spur. The remainder of the Wyoming Division between Lackawaxen & Hawley, plus the branch to Honesdale, exists today as the Lackawaxen & Stourbridge RR. Trackage between Hawley and Rock Jct. ! is! > long removed. Some remaining track south of Rock Jct. is physically in place, but long out of service. > BTW, E-L employee timetables seem to indicate the boundary between the New York & Scranton Divisions was at the NJ/PA State Line. Scranton was Division Headquarters, and housed a Dispatcher right up until Conrail. > Don Dorflinger > > >From: Seth Bramson > >Reply-To: rshsdepot_@_lists.railfan.net > >To: James Kelling > >CC: james.dent_@_itochu.com, rshsdepot@lists.railfan.net > >Subject: Re: (rshsdepot) Erie in Scranton, PA > >Date: Tue, 28 Aug 2001 11:45:25 -0400 > > > >I stand corrected and thank you for your input. I should have checked my Erie > >timetables first. In 1906 there were seven trains daily in each direction in > >and out of Scranton. Three of them were actually through trains from New York > >(Jersey City). By 1930--and perhaps earlier, I didn't check the interim--there > >were two trains a day from Lackawaxen into Scranton, but no through service, one > >changed in Lackawaxen. Hope that helps. > > > >James Kelling wrote: > > > > > The Erie did serve Scranton pre-merger. It had a passenger station at 701 = > > > N. Washington St. before 1940, and possibly later than that. > > > > > > > > Get your FREE download of MSN Explorer at http://explorer.msn.com ------------------------------ -From Archives_@_Railfan.net Message-ID: <00a401c13071$eb722a90$df8d6ca5_@_itochu.com> Date: Wed, 29 Aug 2001 06:03:58 -0400 From: "Jim Dent" Subject: (rshsdepot) Stockton (CA) Depots in the news -From the Altamont Press Newsline... Stockton Depots in the news Two existing and one future Stockton train station have made the news recently. First, the historic former Southern Pacific two-story brick station located between Weber and Channel Streets in downtown Stockton has had its ownership transferred from the Union Pacific Railroad to the San Joaquin Regional Rail Commission, operators of the Altamont Commuter Express (ACE) service between Stockton and the Bay Area. Details of the transfer, which occurred in late July are not available, but the building is currently being fenced off and a security firm has been hired to provide 24-hour, seven-day a week protection. Asbestos and lead paint inspection will soon begin in the building, which has been abandoned for many years and its only tenants have been some of the city's more undesirable residents. It will be renovated for use by passengers, in addition to becoming ACE's headquarters building, which now is located in leased space at the Stockton Metropolitan Airport. The renovation is expected to be completed by 2003 and may include space available for lease to other transit agencies. Currently, three ACE trains depart Monday through Friday, from platform shelters adjacent to the station, which also serves Amtrak's daily Sacramento to Bakersfield San Joaquin. At the same time, Caltrans has proposed plans for a new $7 million Amtrak station to be built at a site located on Burlington Northern Santa Fe Railway's former Santa Fe mainline adjacent to Stagecoach Road (between Farmington and Mariposa Roads) in southeast Stockton. Discussions for a new Amtrak station began in 1991 and city officials were hoping that it would be built at a downtown Stockton site in order to anchor the city's ongoing urban revitalization project. Operations wise, the ideal site would be at the crossing of the former WP, SP and Santa Fe mainlines adjacent to Hazelton Avenue, but for a variety of reasons, this site is not feasible. Currently, Amtrak's Emeryville to Bakersfield San Joaquins use the former Santa Fe depot located on San Joaquin street in south Stockton. Neither this station, nor the current ACE (and former SP) station is a good location for an "all in one" facility, due to the number of back-up moves that would be required at an already extremely congested interlocking, that until recently, was controlled by BNSF's Stockton Tower. Control of this crossing is now the responsibility of BNSF dispatchers in Southern California. The proposal for the new Amtrak facility is scheduled to come before the Stockton City Council in September. The former Western Pacific depot located between Weber and Main Streets on the now abandoned WP mainline, has been sold to a Bay Area demolition company. However, the firm, Complete Deconstruction, Inc. has no plans to tear the building down and in fact, announced that it will restore the 93-year old structure to its historic look when it served such trains as the Exposition Flyer and California Zephyr. CDI purchased the adobe mission-style depot for $190,000 from the Stockton Police Youth Activities group which has been using the structure for almost 30 years, ever since it was closed after the discontinuance of the Zephyr in 1970. CDI is primarily a recycling business that purchases old buildings and salvages useable materials before they are torn down. They have been looking for a few historic buildings in San Joaquin County for use as an office and apparently the WP depot fit the bill. Plans call for the building to be replastered, receive a new roof and restoration of the windows and doors, "while keeping the historic feel to the place." When work is completed in 60-90 days, CDI plans to operate a recycling operation out of one portion of the building, with the additional space to be filled by a barbecue restaurant with one year. -Stockton Record, Ken Meeker ------------------------------ -From Archives_@_Railfan.net Message-ID: <00b801c13073$36f34750$df8d6ca5_@_itochu.com> Date: Wed, 29 Aug 2001 06:13:14 -0400 From: "Jim Dent" Subject: (rshsdepot) Norman, OK =46rom NewsOK.com=85 Volunteers extend Depot hours 2001-08-26 The Norman Depot will be open briefly each Saturday and Sunday morning fo= r passengers riding the Heartland Flyer. When the Heartland Flyer pulls into the Norman Depot on weekends, passeng= ers don't get much of a welcome, said Lisa Farrimond, with the Norman Convent= ion and Visitors Bureau. The station is closed, so passengers are not greeted= or given the opportunity to gather Norman information and flyers. Members of Passenger Rail Oklahoma have volunteered to open the depot 30 minutes before the passenger train arrives each weekend morning and close= it 15 minutes after departure. Each weekday morning, a member of the Norman Parks and Recreation Departm= ent staff opens the depot. It is not open for night travelers any day of the week. "PRO hopes to increase passenger comfort and safety while providing information to the traveling public," said Evan Stair, the organization's executive director. "During the colder months, waiting outside for the tr= ain can not only be uncomfortable, it can also be dangerous, especially for t= he elderly." "It's great having Amtrak service in Norman, and the volunteer efforts of Passenger Rail Oklahoma will make the service even better," said Jud Fost= er, director of Parks and Recreation. The Heartland Flyer travels daily from Oklahoma City to Fort Worth and ba= ck again. It stops in Norman, Purcell, Pauls Valley, Ardmore and Gainesville= , Texas. =46rom Oklahoma City it arrives in Norman at 8:25 a.m. and returns about = 9:11 p.m. For reservations, or additional travel information about the Heartland Flyer, call 1-800- USA-RAIL. ------------------------------ -From Archives_@_Railfan.net Message-ID: <004b01c13023$b8111380$f487113f_@_paul> Date: Tue, 28 Aug 2001 20:44:08 -0400 From: "Paul S. Luchter" Subject: Re: (rshsdepot) Stockton (CA) Depots in the news Sounds like three old stations discussed-SP, WP and ATSF... Paul - -----Original Message----- From: Jim Dent To: RSHS List Date: Tuesday, August 28, 2001 6:00 PM Subject: (rshsdepot) Stockton (CA) Depots in the news >From the Altamont Press Newsline... > >Stockton Depots in the news > >Two existing and one future Stockton train station have made the news >recently. First, the historic former Southern Pacific two-story brick >station located between Weber and Channel Streets in downtown Stockton has >had its ownership transferred from the Union Pacific Railroad to the San >Joaquin Regional Rail Commission, operators of the Altamont Commuter Express >(ACE) service between Stockton and the Bay Area. > >Details of the transfer, which occurred in late July are not available, but >the building is currently being fenced off and a security firm has been >hired to provide 24-hour, seven-day a week protection. Asbestos and lead >paint inspection will soon begin in the building, which has been abandoned >for many years and its only tenants have been some of the city's more >undesirable residents. It will be renovated for use by passengers, in >addition to becoming ACE's headquarters building, which now is located in >leased space at the Stockton Metropolitan Airport. > >The renovation is expected to be completed by 2003 and may include space >available for lease to other transit agencies. Currently, three ACE trains >depart Monday through Friday, from platform shelters adjacent to the >station, which also serves Amtrak's daily Sacramento to Bakersfield San >Joaquin. > >At the same time, Caltrans has proposed plans for a new $7 million Amtrak >station to be built at a site located on Burlington Northern Santa Fe >Railway's former Santa Fe mainline adjacent to Stagecoach Road (between >Farmington and Mariposa Roads) in southeast Stockton. > >Discussions for a new Amtrak station began in 1991 and city officials were >hoping that it would be built at a downtown Stockton site in order to anchor >the city's ongoing urban revitalization project. Operations wise, the ideal >site would be at the crossing of the former WP, SP and Santa Fe mainlines >adjacent to Hazelton Avenue, but for a variety of reasons, this site is not >feasible. > >Currently, Amtrak's Emeryville to Bakersfield San Joaquins use the former >Santa Fe depot located on San Joaquin street in south Stockton. Neither this >station, nor the current ACE (and former SP) station is a good location for >an "all in one" facility, due to the number of back-up moves that would be >required at an already extremely congested interlocking, that until >recently, was controlled by BNSF's Stockton Tower. Control of this crossing >is now the responsibility of BNSF dispatchers in Southern California. The >proposal for the new Amtrak facility is scheduled to come before the >Stockton City Council in September. > >The former Western Pacific depot located between Weber and Main Streets on >the now abandoned WP mainline, has been sold to a Bay Area demolition >company. However, the firm, Complete Deconstruction, Inc. has no plans to >tear the building down and in fact, announced that it will restore the >93-year old structure to its historic look when it served such trains as the >Exposition Flyer and California Zephyr. CDI purchased the adobe >mission-style depot for $190,000 from the Stockton Police Youth Activities >group which has been using the structure for almost 30 years, ever since it >was closed after the discontinuance of the Zephyr in 1970. > >CDI is primarily a recycling business that purchases old buildings and >salvages useable materials before they are torn down. They have been looking >for a few historic buildings in San Joaquin County for use as an office and >apparently the WP depot fit the bill. Plans call for the building to be >replastered, receive a new roof and restoration of the windows and doors, >"while keeping the historic feel to the place." > >When work is completed in 60-90 days, CDI plans to operate a recycling >operation out of one portion of the building, with the additional space to >be filled by a barbecue restaurant with one year. -Stockton Record, Ken >Meeker > > > ------------------------------ End of RSHSDepot Digest V1 #141 ******************************* From Archives_@_Railfan.net Message-ID: <000d01c13074$20c36360$aca40318_@_union1.nj.home.com> Date: Wed, 29 Aug 2001 06:19:45 -0400 From: "Bernie Wagenblast" Subject: (rshsdepot) P&LE Was a Major Force Before Falling With Steel The following story discusses some of the PL&E stations in western Pennsylvania P&LE Was a Major Force Before Falling With Steel STEPHANIE BORRELLI, For The Daily News August 28, 2001 Pittsburgh & Lake Erie Railroad Co. wasn't a prominent railway in the McKeesport area, but it is important to the city's rail history. P&LE, a relative late-comer among the railroads of western Pennsylvania, was the baby of a Pittsburgh businessman William McCreery. It was organized in 1875, and the line began its operations in 1879 out of its home office in Pittsburgh, now known as Station Square. The railroad was a subsidiary of the New York Central in 1889, but it maintained its own identity when New York Central and the Pennsylvania Railroad merged to form Penn Central Feb. 1, 1968. When Penn Central went bankrupt in 1970, P&LE was on its way back to independence. Penn Central ownership of P&LE continued until Feb. 27, 1979. P&LE's principal offices and freight yard were located in Pittsburgh, but its services eventually ran right through McKeesport to Connellsville. Its tracks through McKeesport were acquired by leasing the Pittsburgh, McKeesport and Youghiogheny Railroad Co. in 1884 for a term of 999 years. Eventually the PMcK&Y purchased stock in another McKeesport railroad, the McKeesport and Belle Vernon. In January of 1890, P&LE bought lines from the Belle Vernon Junction to Belle Vernon, and 10 months later the PMcK&Y and the McKeesport Belle Vernon consolidated into one railroad, making P&LE bigger and more powerful. All of P&LE's tracks were used to haul coal, iron ore and coke, but the company also had a passenger service. The PMcK&Y station, later McKeesport's P&LE station, was located along Lysle Boulevard where the statue of President John F. Kennedy now stands. Passengers could board the train at McKeesport all day and venture all over the area. It had stops in places such as West Newton, Elizabeth and even at its main station in Pittsburgh. Even during World War I, with the small amount of passengers it transported, these railroad stations were filled with young men leaving their homes to fight for their countries. With the start of World War I, P&LE's profits began rising. The year 1916 brought more U.S. involvement in the war and the P&LE was called upon to handle war-related traffic. During WWI, the government established the United States Railroad Administration to ensure smooth operation of the nation's rail network. The P&LE movement of coal, coke, iron ore, limestone and finished steel increased the railroad's traffic flow during the war, but not all was this good during the second world war. After World War II, cars and airplanes began to impact the railroad passenger business. Because most of P&LE's profits came from the coal industry, it was not too heavily impacted by the decline of passenger transportation. But by the 1970s, its passenger traffic had disappeared. This caused many of its stations to close and deteriorate. P&LE also was there to help other stations in the area. Baltimore & Ohio Railroad, a predominant railroad in McKeesport, cut right through the heart of the city, causing a nuisance and hazard to McKeesport's residents and businesses. The P&LE gave B&O permanent rights over its line surrounding the edge of the city, and both railroads shared the expense of this joint section of rail. P&LE depended on the steel industry, and when it began to decline in the 1980s, so did the railroad. P&LE sold its New Castle-to-McKeesport line to CSX in July of 1991 and ended service Sept. 11, 1992. CSX purchased what remained of the Pittsburgh & Lake Erie trackage. The original Pittsburgh & Lake Erie Railroad yards were adopted by the Pittsburgh History and Landmarks Foundation in 1976 and turned into a thriving entertainment complex. The current tracks, where the old P&LE once ran, are now occupied by CSX. Some of P&LE's stations surrounding the area are vacant or under renovations. In 1936, a station built in Elizabeth now stands vacant, and there's a Glassport-McKeesport station which rots away every year. Many travelers used these stations to go back and forth to work or to visit family. Now all that's left in these spots are memories. Some of the stations which have been torn down are being rebuilt for other purposes. The P&LE station in West Newton is being rebuilt by the Regional Trail Corp. of the Youghiogheny River Trail. The original station was built in 1910, then torn down in the 80s. This station will act as the RTC's offices, and a restored combine car will act as an educational center. The YRT North Section is a 43-mile, limestone-surfaced trail built along the former P&LE tracks. The north section of this trail has been completed from Boston to Connellsville, and trails extending to other areas currently are under construction. P&LE memories can be revisited by spending a day at Station Square or hoping on your bicycle and going for a ride. ------------------------------ -From Archives_@_Railfan.net Message-ID: <00e401c130c6$6e0d2e60$aca40318_@_union1.nj.home.com> Date: Wed, 29 Aug 2001 16:08:53 -0400 From: "Bernie Wagenblast" Subject: (rshsdepot) Local Paper Running Railroad Series Some on the list may find the following interesting. A Pennsylvania newspaper, The Daily News, has a section called "All Aboard the Train." I'm not sure if it's a daily section to the paper or just part of a series they're running, but it has a number of stories on local railroads, both past and present, that served the area. Articles include stories on the Norfolk Southern, CSX, Pennsylvania, B&O, Conrail and even the McKeesport Connecting Railroad. You can check out the series at: http://www.zwire.com/site/news.asp?brd=1282&pag=460&dept_id=45956 8 ------------------------------ -From Archives_@_Railfan.net Message-ID: In-Reply-To: <00e401c130c6$6e0d2e60$aca40318_@_union1.nj.home.com> Date: Wed, 29 Aug 2001 16:24:48 -0400 (EDT) From: Blue Moon Network Administrator Subject: Re: (rshsdepot) Local Paper Running Railroad Series On Wed, 29 Aug 2001, Bernie Wagenblast wrote: > Some on the list may find the following interesting. A > Pennsylvania newspaper, The Daily News, has a section called "All > Aboard the Train." I'm not sure if it's a daily section to the > paper or just part of a series they're running, but it has a > number of stories on local railroads, both past and present, that > served the area. > > Articles include stories on the Norfolk Southern, CSX, > Pennsylvania, B&O, Conrail and even the McKeesport Connecting > Railroad. > > You can check out the series at: > > http://www.zwire.com/site/news.asp?brd=1282&pag=460&dept_id=45956 > 8 That URL rewrote itself ingto: http://bannerads.zwire.com/bannerads/bannerad.asp?ADLOCATION=2&PAG=460&BRD=1282&LOCALPCT=0&AREA=459&VERT=7419&AT=JS&barnd=5266 and displayed an ad and nothing else. I think it was because I prefer older browsers to the current crop of bloatware aohell and gates have been forcing on us. Henry J. Henry Priebe Jr. Blue Moon President & Network Administrator root_@_bluemoon.net www.bluemoon.net - Blue Moon Internet Corp V.90, X2 & K56flex www.railfan.net - The Railfan Network ------------------------------ -From Archives_@_Railfan.net Message-ID: <00b601c1312e$c11378e0$df8d6ca5_@_itochu.com> References: Date: Thu, 30 Aug 2001 04:35:41 -0400 From: "Jim Dent" Subject: Re: (rshsdepot) Local Paper Running Railroad Series Because the last digit of the URL dropped down on line I copied the link to my browser and then typed in the last digit "8". I got to the article with no problem and no ads. Jim - ----- Original Message ----- > > You can check out the series at: > > > > http://www.zwire.com/site/news.asp?brd=1282&pag=460&dept_id=45956 > > 8 > > That URL rewrote itself ingto: > > http://bannerads.zwire.com/bannerads/bannerad.asp?ADLOCATION=2&PAG=460&BRD=1 282&LOCALPCT=0&AREA=459&VERT=7419&AT=JS&barnd=5266 > > and displayed an ad and nothing else. > > I think it was because I prefer older browsers to the current crop of > bloatware aohell and gates have been forcing on us. ------------------------------ -From Archives_@_Railfan.net Message-ID: Date: Wed, 29 Aug 2001 16:53:56 -0400 From: Erich Strebe Subject: (rshsdepot) Most Endangered Stations Hi Jim, I've attached an application form for this year's Great American Station Foundation Most Endangered Station list, which also contains the following header. The whole thing is available on our website. Could you please place this blurb as a message on the list? I doubt that posting the form itself would work well, but I wanted you to have a copy. Call Goes Out for Endangered Railroad Stations For the past three years, the Great American Station Foundation, in conjunction with the National Trust for Historic Preservation, has brought national attention to rail stations around the country that are at risk of destruction, demolition, damage, or discontinued use as a transportation facility. The train station in your community is eligible for our list if it meets these three tests: 1. It is or could be used to provide transportation services (Amtrak, commuter, light rail, bus, etc.) 2. It has significant architectural or historical merit, and 3. There is a clear threat to its continued existence or use as a transportation facility You can help rally local support and bring your station to national attention by submitting your nomination to our Ten Most Endangered Stations list. Winners will receive extensive national and local publicity, a copy of our Guidebook on Station Renovation, and one thousand dollars to promote local efforts to save the station. Nominations for this year's list must be received no later than September 21, 2001. Full nomination form and instructions are available at www.stationfoundation.org. Thanks, Erich ------------------------------ -From Archives_@_Railfan.net Message-ID: <004b01c130ff$637525a0$9687113f_@_paul> Date: Wed, 29 Aug 2001 22:56:33 -0400 From: "Paul S. Luchter" Subject: Re: (rshsdepot) Most Endangered Stations What is this attachment? - -----Original Message----- From: Erich Strebe To: 'rshsdepot_@_lists.Railfan.net' Date: Wednesday, August 29, 2001 5:07 PM Subject: (rshsdepot) Most Endangered Stations ------------------------------ End of RSHSDepot Digest V1 #142 ******************************* From Archives_@_Railfan.net Message-ID: <002501c1313c$42650500$aca40318_@_union1.nj.home.com> Date: Thu, 30 Aug 2001 06:12:21 -0400 From: "Bernie Wagenblast" Subject: (rshsdepot) Saratoga Springs, NY CP Rail begins to clear way for station renovations JIM KINNEY, The Saratogian August 29, 2001 SARATOGA SPRINGS -- Canadian Pacific Railway plans to move its maintenance facilities away from the Saratoga Springs passenger station and into its freight yard. City Supervisor Philip Klein said he worked with the railroad so efforts can begin next year to substantially renovate the existing 1960s-era passenger station. U.S. Rep. John Sweeney, R-Clifton Park, has placed $2.5 million for station improvements in a federal transportation bill. ''And we will keep the jobs in Saratoga Springs,'' Klein said. Stephen Fisk, CP Rail's director of business development, said about 20 people work out of the existing maintenance shop. They are responsible for track, signs, bridges and buildings from Albany north to Ticonderoga. ''We have a lot of equipment and material on hand as well, so this should make it nicer for people arriving by train,'' he said. The railroad also plans to build a new access road linking the switching yard with West Avenue though the Pitney farm. ''We've had that forever,'' Fisk said. ''It's a staging area for us now.'' Fisk said work may begin on the road this fall. Work won't begin on the new shop building until spring 2002. Klein said the new access roads will keep truck traffic off Glenham Road and Glenmore Avenue. ------------------------------ -From Archives_@_Railfan.net Message-ID: <002601c13191$654abba0$aca40318_@_union1.nj.home.com> Date: Thu, 30 Aug 2001 16:21:47 -0400 From: "Bernie Wagenblast" Subject: (rshsdepot) Lebanon Junction, KY HOPE RIDES RAILS IN LEBANON JUNCTION Depot replica is part of revitalization plan Courier - Journal 8/29/2001 Except for the occasional clattering of a passing freight train, it is quiet these days in downtown Lebanon Junction in southern Bullitt County. Incorporated in 1895, Lebanon Junction grew up around the Louisville & Nashville Railroad, bustling with people and railroad crews as passenger and freight trains departed on the hour. It was the largest city in the county in the 1950s, and its streets were lined with stores. But while the county has grown rapidly in recent years, adding 13,669 people from 1990 to 2000, Lebanon Junction has sputtered - adding 60 people during that time. However, city and county leaders have been quietly developing a plan to revitalize, rebuild and preserve downtown Lebanon Junction. The hope is to capitalize on the city's past to bolster its future. In the next three years, according to the plan, the city would build a replica of the old depot (complete with a museum devoted to city history); work with the Kentucky Railway Museum in New Haven to develop a scenic train route from New Haven to Lebanon Junction; preserve many of the city's historic buildings; and perhaps build an industrial park with Nelson County at the city's southern border. "There's a lot of potential here people don't realize," said Jo Ann Yates, executive director of the Shepherdsville-Bullitt County Tourist and Convention Commission. And much of that potential rests with the railroad, which no longer stops in Lebanon Junction. As many as 500 of the city's residents worked for the railroad at any time between 1895 and 1930. About five work in the rail industry now. The railroad "was the town," said former Mayor Steve Masden, a rail industry worker. "You can't believe how much activity was here. . . . I want to keep alive what it was like for the people who don't realize it and just can't imagine it. We have to preserve the history we have." Masden, a tourist commission member, will have plenty of help. The commission - assisted by Bob Polsgrove, a former program manager of the Kentucky Heritage Council - has identified and assessed about a dozen of the most significant historical buildings and sites around the county to determine which have the greatest potential to attract tourists. Lebanon Junction was selected as the commission's top project because it has dozens of downtown commercial and residential buildings that are more than 75 years old and because of its historical significance in both the Civil War and the railroad era, Polsgrove said. "It is the oldest railroad town on the L & N and may be the biggest," he said. "It is full of opportunity." One part of the plan is to create a historic district downtown by listing as many of the older buildings on the National Register of Historic Places as possible. Polsgrove said he hopes to preserve 40 to 60 buildings - both commercial and residential. Yates declined to say how much any of the projects would cost but said the tourist commission would apply for grants and ask for donations and state money. Setting up the scenic train route operated by the Kentucky Railway Museum would require the purchase of three miles of railway owned by CSX Transportation between the Jim Beam distillery and the city. Officials have attempted this purchase before, but it has never fit into CSX's plans. In July, Bullitt Fiscal Court approved a resolution supporting the creation of a "locally owned and operated railway company." "This resolution doesn't mean that Bullitt and Nelson counties will be in the railway operating business," said Karl Lusk, chairman of the Bardstown-Nelson Tourist and Convention Commission. "It does create support by local government for a vehicle that could purchase an existing railway line. . . . All of this is subject to negotiation with CSX." He said CSX would be contacted this week. State Rep. Larry Belcher, D-Shepherdsville, said he and colleague Jodie Haydon, D-Bardstown, have asked Gov. Paul Patton for $150,000 for the train route. The proposed industrial park would be adjacent to Interstate 65 on the Bullitt-Nelson border. "We're hopeful we can pull this off to enhance economic development," Lusk said. The commission has been working to drum up support for the various projects. The Lebanon Junction City Council and Bullitt Fiscal Court approved a resolution of support in July. Belcher said he has not heard from Patton. Polsgrove said the only addition to downtown Lebanon Junction would be the depot. The rest of the plan just involves showcasing what the city already has. "We want to use the basic appearance and character and tradition of the community to share with visitors," he said. Polsgrove and Yates said they hope shops and restaurants would be built around a new depot. Revitalizing downtown "would be great," said Lebanon Junction resident Marsha Puckett. "A lot of people don't know we're here." Left, a Louisville & Nashville freight moved through Lebanon Junction in 1956. Above, the L&N depot in the early 1900s. ------------------------------ -From Archives_@_Railfan.net Message-ID: <003f01c13191$869dec00$aca40318_@_union1.nj.home.com> Date: Thu, 30 Aug 2001 16:22:43 -0400 From: "Bernie Wagenblast" Subject: (rshsdepot) West Willow, PA Pastor to convert railroad building to church Intelligencer Journal 8/29/01 The Pequea Township zoning hearing board approved a variance at its Aug. 15 meeting allowing a former railroad building to be used as a church. The decision allows Baptist pastor Joseph Colyer to convert a small 1870s railroad station at 730 Millwood Road. He told the zoners he set up 68 chairs in the main room of the three-room facility. There also is space for an aisle, he said. The property is owned by township resident E.M. Herr, who also operates the E.M. Herr Farm & Home Store on Route 272 in the township. The station is being leased by the church for one year. Services started Aug. 19. Beside a 10:30 a.m. Sunday service, there also is a 6:30 p.m. Sunday evening service and a 7 p.m. Wednesday prayer meeting. The building originally housed the West Willow Railroad Station and opened May 11, 1875, according to the booklet "Village of West Willion, 1710-1974," written by Wilma I. Musser. The railroad, built by Philadelphia and Reading Co., was a standard gauge line between Lancaster and Quarryville, according to Musser's book. The building has a new front porch and rear entrance steps. The building appears much the same today as it did 126 years ago. It is approximately 60 feet wide by 50 feet deep and has three separate rooms that can be used for services. ------------------------------ End of RSHSDepot Digest V1 #143 *******************************