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THE TRANSFER TABLE
The Wilmington Chapter NRHS Official Newsletter
Internet Edition

VOLUME 27 NO. 3 MARCH 2005

Back To Wilmington Chapter Web Site

FEBRUARY 17, 2005 MEETING NOTES

       After the meeting was called to order, the minutes were approved as corrected after being read by Secretary Dan Frederick. Treasurer Ralph Steven's report was approved as read. Ralph also pointed out that the Chapter did very well on its last Trolley Trip (ensuring continued "fat" Newsletters!). He has also made a down payment on the Toronto Trolley Trip. President Phil Snyder reported that there were so many people for the last Trolley Trip that they had to use two cars with standees on both cars. He noted there were fewer stops than on some past trips, but all were quality photo opportunities. National Director Tom Posatko reported on the National Convention and the April Board or Director's Meeting in Maryland. Tom noted that National had finally reached a settlement over the Alco photo collection.

    Phil reported that you have an opportunity to clear out some "railroadianna," to make a little spending money, and raise some funds for the Chapter by contributing to a flea market. If you have some quality items to sell or donate, please let him know. Phil also thanked Richard Hall for his generous donation that covered the extra ounce printing and postage for the February newsletter.

    The program by Dan Frederick was entitled Chasing Trains Across the Country. He started at the Mississippi River and headed west along the old Rock Island Line and then onto old MoPac right of way. We saw the Farmrail Tourist Train and lots of stations and trackage across Arkansas, Texas, New Mexico. We even saw the six stations in Abilene! Everyone enjoyed the fine slide program.

FROM THE EDITOR

        Reminder: We have a Special Guest Speaker/Author coming up from the Baltimore area just to present our April 21st program (see insert in this issue). For this issue, I selected one of the articles that I have from Richard Hall that seemed appropriate for President's Day and selected parts of the newly effective federal legislation on reflectorization.

NOTICE: IN CASE OF BAD WEATHER

        If our normal "THIRD THURSDAY" NRHS meeting is canceled due to inclement weather, it will be postponed and held on the FOURTH THURSDAY.  If it must again be canceled, it will NOT be rescheduled. We will simply wait for the next month's normal "third Thursday" meeting.  If the weather looks bad or is predicted to be bad, you may telephone the Claymont Community Center to see if it will be open that evening for our meeting.

$$ DUES are DUE $$

        If you have not already done so, please send your 2005 membership dues ($32 for local & National) to our Treasurer's NEW ADDRESS !!  Ralph Stevens, Jr. 1432 Governor House Circle Wilmington, DE 19809-2485

NEWS BITS

"The economies of both New York and New Jersey depend on people commuting across the Hudson River. By building the trans-Hudson tunnel, we will be able to ensure that, as our interstate economies develop and populations grown, we will have the transportation infrastructure and resources necessary to meet the future demand and get our residents to the jobs of the future safely and efficiently," said U.S. Representative Bob Menendez. "For more than 80 years, the Port Authority has been charged with being a leader in maintaining critical transportation facilities throughout the region and in planning for future growth in bi-state travel," said Port Authority Chairman Anthony R. Coscia. "With a limited ability to handle more traffic at some of our trans-Hudson tunnels, it is imperative that we begin working to accommodate increased mass transit use." (from NJT via American Rail Link for February 16, 2005 - George Read via Ed Mayover)
 

        Saying that "Very soon, the Bush Administration will re-introduce a comprehensive reform package," known only as the Passenger Rail Investment Reform Act, Mineta underscored the administration's increasingly vitriolic attacks on Amtrak that would result in the demise of the national rail service in favor of state operated systems. Using words like "nuts" and "irrational" to paint Amtrak, Mineta told reporters "Our proposal does not call for an end to Amtrak. Instead, we would work hand-in-hand with states and local entities to invest in track, tunnels, bridges and stations, freeing Amtrak from that responsibility. Amtrak could then focus on its core mission Ð running the trains on time." The Secretary never addressed the problem of how current private rail companies repeatedly delay Amtrak trains for hours on end while prioritizing freight traffic on their lines. The proposal calls for Amtrak, once divested of its assets, to become one of many companies that would compete for these state-federal contracts. "We are proposing that ownership of Union Station and the other rail-related infrastructure in the area currently owned by Amtrak be transferred to a regional transportation authority," the Secretary continued.

        Calling the proposal "top-to-bottom reform," Mineta said that he and the President support intercity  passenger rail. He called the Cascades service between Portland, Oregon and Vancouver, British Columbia a "model for national reform" but failed to indicate how this patchwork system in the hands of the individual states would serve as a national intercity rail network. Defending the administration against vocal criticism that they are out to kill Amtrak Mineta said, "If I wanted to kill Amtrak, I wouldn't have to lift a finger.

         Elected officials from Illinois, the site of Mineta's press conference, were quick to respond. Democratic U.S.  Senator Dick Durbin called the proposal "terrible" and noted that the Secretary just hadn't done his homework.  Durbin said in a statement that the federal government shouldn't depend on cash-strapped states such as Illinois to help fund investments. "Illinois is not in a position to pick up the subsidy for Amtrak," said Durbin. "Secretary Mineta didn't come here with a plan. He came here with an excuse for this terrible budget decision. It is time for the Bush administration to realize that if federal support is important enough for our nation's highways and airports, then an investment in passenger rail should be a priority," he said.

        Newly elected U.S. Senator Barack Obama (D) noted, "Every year they make the same proposal and some of it is just ideological....It strikes me that we should make a greater investment in upgrading our rail system rather than eliminating the subsidies that already exist. If you look at the amount of subsidies that we provide the highways relative to the subsidies that we provide rail transportation, it pales in comparison." Obama echoed a comment many Amtrak supporters have made for years saying, "We're the only developing country in the world that doesn't make a significant commitment to our rail transportation system." (excerpted from Friends of Amtrak by Craig S. O'Connell [http://trainweb.org/crocon/amtrak.html] via Ed Mayover)

Interestingly enough, the Amtrak Board is now comprised of only four voting members, all Bush appointees. It includes its Chairman David M. Laney, a Dallas lawyer, lobbyist and former chairman of the Texas Transportation Commission, appointed by then Governor Bush, and a Bush campaign contributor and major fundraiser; Floyd Hall, (a Bush recess appointee) retired chairman of KMart now residing in Montclair, NJ; Enrique Sosa, a retired oil industry executive from Miami, Florida who at confirmation hearings confessed to have no knowledge of ground transportation matters and had never even been on an Amtrak train (Washington Post, June 6, 2004); and, as ex officio, Transportation Secretary Norman Mineta, no friend of Amtrak. Presently none of the four Board members nor Mr. Gunn have responded to press inquiries. 

This most recent developments are raising alarm among Amtrak supporters throughout the country. On February 16, Senator Patty Murray (D-WA), the ranking Democrat on the Senate's Transportation Appropriations Subcommittee, fired off a letter to Secretary Mineta demanding that he explain how the needs of  over 25 million Amtrak riders nationwide will be protected once the railroad is run by a bankruptcy trustee.

Meanwhile, on February 10, 35 Senators sent a letter to Congress expressing "deep concern" about the Bush administration's plan to eliminate financing, saying, "Amtrak has made real progress reforming itself over the last few years." (excerpted from Friends of Amtrak by Craig S. O'Connell via Ed Mayover)

        U.S. Transportation Secretary Norman Mineta has proposed no funding for Amtrak in the 2006 Federal budget. While the Mineta plan suggests the Bush Administration might provide some sort of 50/50 matching funds for track maintenance, it explicitly rules out any operating support. The states would have to fund any actual trains. This means there would be no intercity train service in the United States, since there is little chance the states can find funding to resume even a skeletal local service.

        Amtrak received total operating and capital support of $1.2 billion in 2004. By contrast, total U.S. highway spending in 2001 was $133 billion, of which over 40% was not recovered from gas taxes. This highway figure continues to grow each year. No passenger rail service or highway system anywhere in the world runs at a profit. Mr. Mineta claims we "subsidize" Amtrak and "invest" in highways. The truth is we invest in both. When has anyone of us received a dividend check from our interstate highways?

        Rail Travel Center has sold Amtrak travel and tours since 1982. We have a unique perspective to evaluate the myths that surround Amtrak. The truth about Amtrak is very different than that presented by Secretary Mineta. The following is our analysis of the realities ignored by the Administration in its effort to bankrupt Amtrak and shift all support for passenger service directly to the states.

        Amtrak's national network carried over 25,000,000 passengers in 2004, an all-time record. The long-distance trains produced the majority of Amtrak's passenger miles, 2.7 billion, compared to the Northeast Corridor's 1.7 billion. (A passenger-mile is one passenger traveling one mile.) The national network is vital. Passengers must be able to connect between trains to travel from one point to another, but Mr. Mineta's plan assures that, at best, only a few isolated local commuter services would survive. Senator Kay Bailey Hutchinson (Republican) of Texas is correct that Amtrak must be national or it will be nothing!

        Mineta speaks of "running trains nobody rides between cities nobody wants to travel between". This betrays his ignorance of how trains work. For example, Amtrak's EMPIRE BUILDER takes passengers not only between Seattle and Chicago, but serves many cities and towns enroute. This train stops at 38 other stations, including major centers like Spokane and Minneapolis and what Mineta views as "nowhere" communities like Wolf Point, MT, Glacier National Park, and Wenatchee, WA. This train "nobody rides" carried 437,200 passengers in FY 2004. Most riders traveled between the almost totally Amtrak-dependent small towns along the route. There is no parallel bus service for 932 miles from Spokane, WA to Minot, ND, a truth cynically ignored by Mineta, but very important to towns whose only reliable link to the outside world is this vital, well-used train!

        The real truth about Amtrak is that due to lack of Federal capital support, it lacks the equipment to meet the demand which already exists. As a tour operator, we have to reserve on long-distance trains a full eleven months before departure to assure space for a group. Sources in Amtrak's reservations staff advise us they turn away half the requests they receive for sleeper space because of a lack of equipment.

        The Mineta plan is fundamentally flawed because it tries to shift the burden of funding Amtrak to the states. A route like the EMPIRE BUILDER is the perfect example of the futility of the Mineta plan. This train serves eight states, all of which would have to agree on a formula to split costs, in addition to appropriating operating money which they do not have. If one state refused, the service would be broken at that state border. Under the Mineta plan, there will be no interstate rail services anywhere. We have a federal government in the United States to address issues that cross state lines, and Amtrak is a classic example. The ultimate truth about Amtrak is that it is remarkably well-used, vital to the real America of small towns and inland cities, and needs national support! (from Carl H. Fowler [Vice-President/General Manager of Rail Travel Center. He has worked full-time promoting travel on Amtrak and other railways since November 1982. Mr. Fowler served for over a decade on the Board of Directors of the National Association of Railroad Passengers and was a member of Amtrak's Travel Agency Computer Advisory Committee. He has addressed the National Press Club on Amtrak and train travel and has ridden over 350,000 miles by train. Rail Travel Center is located in Putney, Vermont. Its web site is www.railtravelcenter.com] via Ed Mayover)

THE LINCOLN CAR WHEEL MYTH By Richard E. Hall

    This copyrighted article was written for the "Transfer Table", the newsletter of the Wilmington Chapter of the National Railway Historical Society by Chapter Member Richard E. Hall © Richard E. Hall 2005

        There are several railroad artifacts of various types which have been acquired over the years since Historic Red Clay Valley. Inc., has been in existence and operating the W&W. A few artifacts are displayed in the old Yorklyn Station building which is also an artifact, being the last of the stations built by the original Wilmington & Western Railroad. The old four wheel work flat car obtained from the snuff mill in Yorklyn is another artifact, but one which is not being cared for by the W&W. The old high ball signal at Greenbank is another artifact, one of the last three such signals used in the U.S., two of which were in Delaware. Its present appearance is no credit for what is supposedly a history oriented organization. HRCV has another artifact that when it was donated was accompanied by a rather interesting story.

        The story was supposed to give it a claim to some small niche in our history. The artifact is a cast iron railroad car wheel which was donated to HRCV from its resting place in front of the Lobdell Company office. The wheel was reportedly from the USMRR Lincoln Private car used in his funeral train, a statement which I seriously doubt as presented. The story regarding the wheel's history does not stand up to even the most casual examination. It seems to be far more fiction or myth than fact as it was claimed when it was presented to HRCV for preservation.

        A closer look at the overall story reveals the car wheel may possibly have actually been associated with the event, but on another car. That possibility and the age of the wheel should be sufficient to justify its preservation and display. But first lets take a look at the story of the historic event involving the cast iron railroad car wheel. Then we will take a look at what may actually be the wheels tiny place in history, other than its age.

        The wheel was donated to HRCV by the Lobdell Corp. who reportedly made the claim as to the history of the wheel, but the claim by Lobdell was not documented. It was through the efforts of HRCV member Jim Mayberry the wheel was donated to HRCV. He had seen it at the base of a flag pole in front of the company office. Jim had been told the story of its origin by Lobdell employees and relayed the story to HRCV. The leadership of HRCV made no effort to authenticate the claim which was without any type of supporting documentation from Lobdell, if such existed. If the story was actually true, HRCV possesses an artifact with a very interesting history. It seems more likely the wheel may have been used on the PW&B business car which accompanied the USMRR car in the funeral train on the entire trip from Washington to Springfield.

        The Lincoln Private car of the United States Military Railroad Service was a parlor car with an inside length of 42'. It was not a true private car in the sense of having proper sleeping accommodations, kitchen and dining area, and crew's quarters. Considering the origin and intended use of the car, the history of the car is unfortunately very incomplete and is to some extent largely undocumented, with many circulated myths. Who conceived the idea for a private car for President Lincoln and who authorized it to be built are both subject to conflicting stories. A widely held belief is Secretary of War Stanton originated the idea, or at least strongly supported it. The car was designed by B.P. Lamason. the superintendent of the U.S. Military Railroad Car Shops in Alexandria, Va., who also supervised the construction of the car.

        The basic car body reportedly was based on a Pennsylvania Railroad coach body of the era. The car bears a very strong resemblance to the PRR class Pa coach which was adopted as a PRR standard in 1862. It was originally designated as class "G" under the original PRR standard car classification system, changed to class Pa in January 1887 when the new, or present classes were adopted. The PRR class Pa coach was about four feet longer than the USMRR parlor car. The PW&B business car also has the same general appearance as the PRR class Pa coach, but it was slightly longer than the coach. The business car had 16 windows, the class Pa coach had 15 and the USMRR parlor car had 12 windows per side. It has been determined the PW&B business car body was about 50' long.

        The PW&B also had a large oval centered on the car side similar to the one on the USMRR car. It does not show in the only known photo, but the oval may have had the car number in it as was typical. The PW&B car which accompanied the funeral car from Washington to Springfield for the use of the Lincoln family and the congressional committee  accompanying Mr. Lincoln was generally described as a coach, but from the description it was a business car.

        The PW&B car number is unknown and it would be another 65 years before the business cars on the line were assigned car names in addition to their numbers. The PW&B business car rode on two four wheel passenger trucks. It is interesting to see the PW&B car so closely followed the PRR design at a time when the PRR was not officially involved with the PW&B. The Philadelphia Inquirer described the PW&B car as having a parlor, a stateroom which the paper called a chamber, dining room, kitchen and accommodations for car attendants, generally a cook and porter. The car designed for the use of Mr. Lincoln was initially designed to ride on two trucks with four wheels each on a 4'10" wheelbase, but after the body was partly built, Mr. Lamason decided to use sixteen wheels and used the span bolster patented by Ambrose Ward. The truck used 33" cast iron wheels with a broad tread to enable the car to be used on both 4'8 1/2" standard gauge track or the Southern 5' gauge which was the southern standard at the time. If the wheels were actually cast by Lobdell it would give an interesting local connection to the historic car.

        Construction of the car is reported to have started in November 1865, but emergency repairs to cars needed for the war allowed little time for work on the special car which was not finished until February 1865. One contradictory report says May 1864, both dates provided by men who had worked in the USMRR Shop. Mr. Lamason was said to have devoted much time and attention to details in designing the car. He was said to have spent weeks on the designing of the ornate journal pedestals. That seems likely when the ornate design incorporated into both the interior and exterior finish of the car is considered. The car had a parlor on one end and drawing room on the other end with a stateroom in the center which was to be the president's quarters. A narrow corridor passed the stateroom on one side connecting the parlor and drawing rooms. A small washroom was included in the drawing room.

       The fact the car lacked a kitchen and crews quarters indicates it was not intended to be used for extended travel even though the sofas were convertible to beds for overnight journeys. We do not know if that was by intent or an oversight. Mr. Lamson must certainly have possessed some knowledge of private cars. The use of private cars for railroad officials dates to 1830 in England and to 1838 in America.

        The interior woodwork was polished oak and black walnut, the upper panels above the chair rail were covered with tufted crimson silk upholstery. The same type and color silk used on the head panels was gathered to form a rosette in the center, while the inside of the clearstory was painted zinc white and decorated with full color seals of state. The curtains for the windows were light green silk with a dark green plush used on the furnishings in the car. The outside of the car was painted what was described as a rich chocolate brown, hand rubbed to a fine polish.

        It was noted in the description there was a painted and polished metal oval bearing the national seal of arms centered in the side below the belt rail with the words "UNITED STATES" in gold, with small letters forming a small arc in the panel between the windows. There was some gold striping on the sides and clearstory. A final note in the description mentioned the four washers for the bolster tie rods were decorative and of polished brass. The parlor car was owned and operated by the U.S. Military Railroad Service. There was no car name or number placed on the car.

        Mr. Lincoln prided himself on being a down-to-earth, homespun person and was deeply hurt when a newspaper severely criticized a car with such a lavish accommodations being built for his use. Mr. Lincoln refused to set foot in the car while he was alive, its first trip being to carry his body from Washington to  Springfield, Illinois, a 1,700 mile trip which took 13 days in April of 1865. The body of Mr. Lincoln was not the only body carried in the car on the trip to Springfield.

        The young son of Mr. Lincoln, Willie Lincoln, had died in 1862 and his body encased in a sealed metal burial case was placed in a vault in Oak Hill Cemetery in Washington. The body was removed from the vault and the case placed in a black walnut casket with a silver plate engraved "William Wallace Lincoln,  born December 21, 1850, died February 20, 1862". The casket was placed in the car and carried back to Springfield with the body of his father. The body of Mr. Lincoln was carried in the parlor at the front of the car, with the coffin placed on a catafalque draped in black cloth. The coffin with the body of young William Lincoln was placed on a similar black draped stand in the drawing room at the rear of the car.

        The windows and all of the furnishings in the car were covered or draped with black cloth. The outside of the car had black cloth attached to the top of the letter board and draped above each window. There was also black cloth attached to the belt rail and draped to hang under each window. While with the Lincoln funeral car, the business car had black cloth draped from the letter board hanging down over the top part of each window. There was a gold colored tassel hanging from the top of the letter board at the ends of the cloth and a tassel was attached to the top of the letter board between the windows to hang between the drapes in the cloth.

        After carrying the bodies of Mr. Lincoln and his son to Springfield, the car made one more trip while still owned by the U.S.M.R.R. In June of 1865, the U.S.M.R.R. private car was used to transport the body of Mrs. W.H. Seward from Washington to Auburn, New York. The ornate USMRR private car was never used again.

        With the end of the Civil War, the work of the USMRR Service was winding down and the parlor car was declared surplus and advertised for sale. As might be expected, there are conflicting stories about the attempts of the U.S.M.R.R. to dispose of the car.

        It has been established that the Union Pacific Railroad obtained the car for use as a private car for President Durant of the Union Pacific. The car rode so rough that Durant abandoned the car in only a very few months, but it served as an office car for various UPRR officials for three years. The car was converted to serve as an emigrant car, but was soon sold to the Colorado Central Railroad. When the UPRR took over the Colorado Central, the former Presidential Private car was returned to UP ownership. It was converted to a MofW bunk car in 1886, then was stored in the North Platte Yard by 1890's.

        There was talk of restoring the car for the 1893 Columbian Exposition, but the $5,000 necessary for the restoration could not be raised. There was some minor refurbishing done in 1898 and the car was displayed in Omaha at the Trans-Mississippi Exposition where souvenir hunters picked at the rotted body. It was  again in storage when in 1903 a person identified as a showman named Franklyn B. Snow purchased the car. His intent was to exhibit the car at the 1904 St. Louis Worlds Fair. After the fair, the car was subject to what many considered its most degrading situation, it toured the country as part of a traveling carnival.

        Admirers of Mr. Lincoln were growing in number by then and they were quite disturbed to find the historic car being used in such a manner and wanted to acquire the car for restoration and preservation, but were unable to do so. It was purchased in 1905 by the president of the Soo Line, Thomas Lowery, and moved to Minneapolis with the intent of it being placed in a Museum. The car was presented to the Minneapolis Park Board by Mr. Lowery, but they lacked the means to provide a museum such as envisioned by the donor. The old presidential parlor car was placed in a park and a wooden shed was erected around the car.

        There were some plans being formulated to have the car moved to a proper museum setting in March 1911, when boys set fire to the grass in the field surrounding the shed where the car was housed. The fire destroyed the shed and the historic railroad car housed in it. Several years ago it was reported that what few artifacts remaining from the car had been placed in the Union Pacific Museum in Omaha, but the present status of the artifacts or the museum is unknown.

        The old cast iron car wheel is a valuable and interesting artifact in its own right. If only its history could be documented to prove its origin, it would be even more interesting and a valuable historic artifact. The lack of documentation places the story in the same realm of some of the many other myths surrounding the USMRR built car. One thought which I have never heard expressed, but might seem reasonable is the car wheel was from the PW&B business car used in the Lincoln  funeral train.

        Although there is no factual basis for the thought at this time, it seems reasonable to consider the cast iron car wheel may be from the PW&B business car which had accompanied the USMRR parlor car to Springfield. Considering the PW&B shops were in Wilmington and no doubt the business car was dismantled here, it would provide a far more plausible explanation for Lobdell having the car wheel than some fabulous story of the wheel coming back to Wilmington from either Minneapolis or Omaha.

        There is one point which must be considered in rejecting the Lincoln wheel story as it has been presented. The Lobdell wheel donated to HRCV does not have what appears to be a design cast around the inside of the tire of the wheel as is quite evident in photos of the USMRR car. Actually what looks like a design is in all probability the bolt lugs for a interchangeable hub type cast iron car wheel such as the Snow or similar design.

        The Union Pacific had retrucked the car on two conventional four wheel passenger trucks which appear to have about a seven foot wheelbase. There is no known record of the original trucks, or the special dual gauge wheels used on them, but the wheels may very likely have been replaced and the trucks without the span bolsters reused on some other UP equipment. It would be almost impossible now to find out what became of the original wheels. The wheels on the car when it was burned were not the original wheels so they would have had much less historic significance.

        The claim as stated that the Lobdell wheel was used on a car in the Lincoln funeral train, it may indeed be valid in one sense. It may have been from the PW&B business car used in the train, but not on the USMRR funereal car.

© R. E. Hall 2005

 THE ATLANTA, BIRMINGHAM & COAST RAILROAD By Larry Goolsby

        The Wilmington & Western's 0-6-0 number 58 came from the Atlanta, Birmingham & Atlantic Railroad (later the Atlanta, Birmingham & Coast). Our speaker will be Larry Goolsby, who has written a full-length book on the AB&C and its later life as part of first the Atlantic Coast Line and now CSX Transportation. Larry will have copies of the book, Atlanta, Birmingham & Coast, available for sale during his presentation.

        The Atlanta, Birmingham & Coast Railroad was the predecessor of today's busy CSX route from Waycross, Ga., to Atlanta and Birmingham via Manchester. The AB&C's earliest predecessor began in the 1880s as a logging line, the Waycross Air Line. The Waycross Air Line decided to expand to the northwest, and in 1901 decided to change its name to the Atlantic & Birmingham and build all the way to Birmingham, Ala.

        In 1905, a group of northern investors formed the Atlanta, Birmingham & Atlantic, which took over the Atlantic & Birmingham and several connecting shortlines. The AB&A had ambitious expansion plans; its promoters were confident that a new, well-built line between Birmingham and the Atlantic Ocean would pay off handsomely. The railroad at one point projected a transportation system that would have linked the port of Brunswick, Ga., with Atlanta, Birmingham, Tampa, and even New Orleans via ocean-going ships to New York, Havana, and Texas City, Texas.

        The AB&A invested heavily in its new system and produced a well-engineered railroad that extended to Manchester, and then on to Birmingham with a branch mainline going to Atlanta. Unfortunately, the railroad ran headlong into financial problems just as its basic route was being completed in 1908. The AB&A suffered two bankruptcies, in 1909 and 1921, as well as a crippling 1921 strike over wage reductions that triggered violence and bloodshed. At one point in the mid-1920s it appeared certain the hard-luck railroad was headed for abandonment, but the Atlantic Coast Line purchased the line in 1926. ACL added the AB&A to its "family" of railroads, using it to link ACL routes in south Georgia with the Louisville & Nashville at Atlanta and Birmingham.

        The ACL operated the property as the separate Atlanta, Birmingham & Coast Railroad until 1946, but decided then to merge the railroad as its Western Division to achieve greater operating efficiency. ACL recognized the long-term value of the AB&C route as a key link between the Southeast and the Midwest and embarked on a ground-up rehabilitation of the 639-mile line. ACL turned the former AB&C into a dieselized, signaled speedway for streamlined passenger trains and fast freights. At one point the line hosted many passenger trains, including the Dixieland, Dixie Flagler, Dixiana, and Dixie Flyer in addition to numerous locals.

        The 1960s saw the end of passenger service but brought record levels of freight business as the South's economy grew and diversified. ACL put in new rail, bought powerful new locomotives, and added thousands of new freight cars to keep up with the volume of trains running over the Western Division's hilly profile. In 1967 the ACL merged with long-time rival Seaboard Air Line to form the Seaboard Coast Line. Additional consolidations in the coming years produced the Family Lines System, Seaboard System, and finally (in 1986) today's CSX Transportation. The former AB&C route has continued to see traffic increases and today is CSX's main Midwest-to- Florida artery.

        Goolsby's book tells the full story of how the railroad began with high hopes of becoming a vital and busy line, was almost abandoned, and then finally came back to fulfill its builders' dreams. This interesting history is told in nine chapters plus a color section and appendices on steam locomotives, rolling stock, and station buildings. One chapter includes numerous scenes from the 1940s of workmen at the AB&C's Westwood Shops, just outside Fitzgerald. The Westwood Shops were the railroad's primary repair and servicing facility from 1901 through the early 1950s, and the sprawling complex did everything from painting cars to rebuilding steam locomotives.

        The book has 500 illustrations and is complete with a detailed index, bibliography, and chapter notes. It also features an original cover painting by Columbus, Ga., artist Don Coker, "Morning at Fitzgerald," showing the Dixie Flagler pulling into Fitzgerald's Spanish mission-style station about 1940. The Flagler was a Chicago-Miami streamlined train that ran every third day from 1940 to 1957. The painting depicts the train's original motive power, a steam locomotive that the Westwood Shops streamlined and painted in bright red and yellow colors. The station building exists today and houses the city's utility office and Blue & Gray Museum.

        Goolsby, a native of Woodland, Ga. Goolsby collected photographs, information, and employee interviews for 25 years to produce the book. He is secretary-treasurer of the book's publisher, the Atlantic Coast Line and Seaboard Air Line Railroads Historical Society. This is his second book; his first, Atlantic Coast Line Passenger  Service - The Postwar Years, was published in 1999 by TLC Publishing of Lynchburg, Va. Goolsby currently lives in Kensington, Md., just outside Washington, D.C., where he works as a social policy analyst for the American Public Human Services Association.

REFLECTORIZATION OF RAIL FREIGHT ROLLING STOCK; FINAL RULE

Federal Railroad Administration - RULES
Federal Register: January 3, 2005
Volume 70, Number 1 ) 49 CFR Part 224
Rules and Regulations Page 143-191
Department of Transportation
Federal Railroad Administration

=====================
[ Editor's Note: The following are excerpts that I selected from the document with inputs to the draft of the rule and the final rule itself which went into effect at the beginning of March 2005. The parts omitted from the almost 50 page document (which is available on line) are shown by the mark "= = = " ]

SUMMARY: FRA is issuing this final rule to mandate the reflectorization of freight rolling stock (freight cars and locomotives) to enhance the visibility of trains in order to reduce the number and severity of accidents at highway-rail grade crossings in which train visibility is a contributing factor. This rule establishes a schedule for the application of retroreflective material and prescribes standards for the construction, performance, application, inspection, and maintenance of the material. DATES: Effective Date: March 4, 2005.

Background
    On November 6, 2003, FRA published a notice of proposed rulemaking (NPRM) proposing to require retroreflective material on the sides of freight rolling stock (freight cars and locomotives) to enhance the visibility of trains. 68 FR 62942. The NPRM represented a partial solution to a safety problem that has long concerned FRA--the need to reduce the incidence and severity of collisions between motor vehicles and trains at highway-rail grade crossings throughout the United States, especially during  conditions of darkness or reduced visibility.

    As noted in the NPRM, approximately 4,000 times each year, a train and a highway vehicle collide at a highway-rail grade crossing in the United States. Approximately 23% of all highway-rail grade crossing accidents involve motor vehicles running into trains occupying grade crossings (``RIT'' accidents). Many of these RIT accidents occur during nighttime conditions (dawn, dusk, and darkness) and involve a highway vehicle striking a train behind the first two units of the consist. This suggests that a contributing factor to many RIT accidents is the difficulty motorists have in seeing a train consist at a crossing in time to stop their vehicles before reaching the crossing, particularly during periods of limited visibility, such as dawn, dusk, darkness, or during adverse weather conditions.

= = =

B. History of Railroad Car Conspicuity Issue
    As explained in the NPRM, the term ``conspicuity,'' as applied to rail car visibility, refers to the characteristics of a rail car in its roadway setting to command the attention of approaching motorists and be recognizable to reasonably prudent motorists at sufficient distance to allow the motorists to reduce their vehicles' speed and take action to avoid collisions. As also noted in the NPRM, the issue of rail car ``conspicuity'' is not a new concept. Research dating back to the early 1950's identified the potential viability of rail car conspicuity materials such as luminous sources (lights on rail cars), self-luminous sources (phosphorescent), and reflective sources.

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Section 224.5 Definitions

= = =

This section defines various terms, which for purposes of this rulemaking, have very specific meanings. This final rule retains each of the definitions proposed in the NPRM, with minor revisions to three of the proposed definitions (``flat car,'' ``obscured,'' and ``work train''). In addition, FRA has added two definitions to those proposed in order to clarify requirements of this final rule.

= = =

the definition of the term ``obscured'' has been modified slightly for clarity in response to a commenter's express concern. ``Obscured'' was defined in the NPRM to mean ``concealed or hidden (i.e., covered up, as where a layer of paint or dense chemical residue blocks incoming light).'' Specifically excluded from the proposed definition were ordinary accumulations of dirt, grime, or ice resulting from the normal railroad operating environment

= = =

Specifically, in the preamble to the NPRM, FRA explained that the term ``obscured'' was intended to refer to situations where ``retroreflective material is covered with paint (e.g., graffiti), a dense chemical residue (e.g., product spilled from a tank car), or any other foreign substance, other than dirt or grime, which effectively blocks all incoming light.''

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As explained in the NPRM, the definition of ``obscured'' was intended to reflect FRA's understanding that the harsh railroad operating environment inevitably results in dirt accumulating on the sides of freight rolling stock.

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Section 224.11 Penalties

= = =

As also explained in the NPRM, civil penalties may be assessed against individuals only for willful violations and each day a violation continues will constitute a separate offense. As proposed in the NPRM, the minimum civil penalty was $500 per violation, and the maximum civil penalty for a grossly negligent violation or a pattern of repeated violations that creates an imminent hazard of death or injury to persons, or causes death or injury, was $22,000. Since the date of publication of the NPRM, however, to comply with the Federal Civil Penalties Inflation Adjustment Act of 1990 (Pub. L. 101-410) (28 U.S.C. 2461, note) and the Debt Collection Improvement Act of 1996 (Pub. L. 103-134, 110 Stat. 1321-373), FRA has adjusted the minimum and maximum civil penalties applicable to each of the agency's regulations to $550 and $27,000, respectively. 69 FR 30591 (May 28, 2004).

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Subpart B--Application, Inspection, and Maintenance of Retroreflective Material Section 224.101 General Requirements

= = =

As explained in the preamble to the NPRM, this general requirement reflects FRA's understanding that motorists need to be given as much visual information as possible to correctly decide whether a hazard (e.g., a train) exists in a vehicle's path. Specifically, devices intended to make a train conspicuous should: (1) Tell the motorist that something is there, (2) tell the motorist that what he or she sees is a train, (3) tell the motorist whether the train is on or about to cross a road in the vehicle's path, (4) aid the motorist in estimating the distance he or she is from the train, and (5) aid the motorist in estimating the speed and direction of the train's motion.

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Accordingly, recognizing that many railroads and car owners have already begun voluntary reflectorization programs using white material and that white retroreflective material has been determined to be effective in increasing the visibility of rail cars, FRA has revised paragraph (b) in this section of the final rule to allow the use of either white or yellow retroreflective material.\8\

---------------------------------------------------

\8\ FRA notes, however, that because chromatic markings (e.g., yellow markings) generally appear brighter and more detectable than similarly-sized achromatic markings (i.e., white markings), if white material is applied to rail cars under this rule, it is necessary to apply a greater quantity of the material to achieve the same effectiveness as a smaller quantity of yellow material. This ``color correction factor'' is discussed in more detail in the discussion of Sec. 224.105 below.

----------------------------------------------------

= = =

The intent of the specific patterns specified in proposed Sec. 224.105(a) was to maximize the effectiveness of the retroreflective material, allow retroreflectorization of a variety of freight car types with the same generally recognizable pattern, and also to minimize the degradation rate of the material. Specifically, as detailed in the NPRM, FRA proposed to require a vertical pattern of retroreflective material for several reasons. First, FRA's own research indicated that either a pattern that outlined the shape of the rail equipment, or a vertically-oriented pattern that spaced retroreflective material uniformly over a large area of the equipment's side was most effective in increasing the visibility of the equipment. Second, a vertically-oriented pattern contrasts with the horizontally-oriented pattern of the retroreflective material required for truck trailers, thereby reducing the likelihood that motorists will confuse a train in a grade crossing with a truck trailer. Third, because not all approaches to grade crossings are level (``humped crossings''), to the extent that a motor vehicle's headlights are aimed away from the retroreflective material, less light will reach the retroreflective material if it is applied horizontally; therefore, less light will be returned to the driver, and a train in a crossing will be more difficult to detect. Accordingly, FRA reasoned that orienting the retroreflective material vertically increases the likelihood that the maximum available light from vehicle headlights will enter the retroreflective material and be returned to the motorist when the road is not level.

= = =

comments submitted by various members of the railroad industry consistently expressed the view that FRA's proposed pattern of vertical striping posed three major problems. First, commenters asserted that given the physical configurations of many freight cars, it would be physically impossible to apply material in the proposed pattern on the majority of freight cars that would be subject to the rule. Second, these commenters asserted that FRA's proposed pattern would interfere with reporting marks and other stencils on freight cars, as well as bolts, rivets and other discontinuous surfaces on the face of freight cars. Third, these commenters asserted that on many cars, safety appliances would obscure or otherwise interfere with the proposed striping pattern.

    At the January hearing, TTX, an owner of one of the nation's largest fleets of railcars, stated that in most cases, and particularly with regard to flat cars, it would be ``physically impossible'' to comply with FRA's proposed reflectorization pattern. Specifically, TTX noted that none of its ``conventional'' flatcar fleet has sides high enough to accommodate reflectors at 42 inches from the top of the rail; that none of its conventional flatcars could accommodate vertical reflectors at the ends; and that because of existing car markings, fasteners, and other appurtenances, few of its conventional flatcars could accommodate evenly spaced reflectors. Further, TTX noted that the same problems are even more pronounced with some of its specialized pieces of equipment (e.g., centerbeam cars, bulkhead flatcars, and heavy duty flatcars) which have ``extremely narrow sills and almost no space at the ends.'' In its comments, TTX asserted that FRA should not issue a rule requiring the reflectorization of flat cars that nearly all flat cars could not meet. TTX asserted that ``[i]f there is a rule designed specifically for flatcars, it should recognize the universal low height of the cars, the fact that they have very little surface area for affixing the reflectors, and the fact that they have little vertical space at the ends.''

    In response to TTX's particular concerns regarding the proposed pattern of retroreflective sheeting on flat cars, FRA notes several points worthy of clarification. First, in paragraph (a)(3) of proposed Sec. 224.105, FRA specifically recognized the limited surface height of the sides of typical flat cars and provided that if vertical application of retroreflective sheeting was not feasible on a particular car, sheeting could be applied in 4x6 inch strips placed horizontally along the side sills. In addition, proposed paragraph (a)(3) of this section required that retroreflective sheeting be applied no lower than 30 or 42 inches above the top of the rail, ``as practicable.'' In other words, FRA  intended to provide the flexibility necessary to accommodate flat cars with narrow side sills.

    TTX did recognize FRA's attempt to account for the physical configurations of ``odd-shaped'' cars by providing for ``cars of special construction'' (i.e., not typically- hapedfreight cars, tank cars, or flat cars) in proposed paragraph (a)(4) of this section.

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FRA has revised the required patterns to provide for flexibility in applying the sheeting around existing and required stenciling and markings, around appurtenances which may obscure the visibility of the sheeting, and around discontinuous surfaces that may prevent the sheeting from adhering to car sides. Second, FRA has revised the required patterns, where appropriate, to provide for either vertical or horizontal placement of retroreflective sheeting. Third, FRA has eliminated the need for equidistant spacing of no more than 10 feet between strips of retroreflective sheeting.

    Specifically, paragraph (a) of Sec. 224.106 of this final rule provides that retroreflective sheeting must be located clear of appurtenances and devices such as ladders and other safety appliances or attachments that may obscure its visibility. Paragraph (a) also provides that retroreflective sheeting need not be applied over existing or required car stencils or markings, nor must the sheeting be applied to discontinuous surfaces such as bolts, rivets, door hinges, or other irregularly shaped areas that may prevent the sheeting from adhering to the car sides. To accommodate cars with limited unoccupied surface space suitable for attaching reflectors, paragraph (a) specifically provides that 4x18 inch and 4x36 inch strips of sheeting may be separated into either two 4x9 inch strips, or four 4x9 inch strips, and applied on either side of the interfering appurtenances, discontinuous surfaces, or car markings or stencils. In other words, for example, if there is not sufficient room to apply a 4x18 inch reflector on the side of a car without covering existing stenciling, a car owner may apply two 4x9 inch strips of sheeting, one on either side of the stenciling, as practicable.

= = =

Paragraph (a)(3) addresses flat cars (defined to include spine cars, articulated and multi-unit articulated cars) and provides for a horizontal pattern of retroreflective material along the length of flat cars' side sills, with the bottom edge of the sheeting no lower than the bottom of the side sill and the top edge of the sheeting no higher than the top of the car deck or floor. Similar to paragraphs (a)(1) and (2) of this section, paragraph (a)(3) requires that at least one square foot of retroreflective sheeting be applied as close to each end of the car, as practicable, and at least one-half a square foot of sheeting be applied at least every 12 feet between the two end strips. Recognizing the limited surface area of the sides of a typical flat car, paragraph (a)(3) provides that the one square foot of material at each car end may be applied in two 4x18 inch strips, one above the other, or if the side sill is less than eight inches wide, the two 4x18 inch strips may be applied one next to the other. Paragraph (a)(3) has been revised from that originally proposed for flat cars, in response to AAR's and TTX's comments specific to auto rack cars. In its comments, AAR explained that a typical auto rack car is nothing more than a conventional flatcar to which a separate rack has been attached. Further, TTX explained that although it owns almost 50,000 flat cars to which racks are attached, the company owns only a few of the actual racks; railroads own the majority of racks. Accordingly, TTX noted that if FRA wants the reflectors to be attached to the rack structure (which is higher than the flat car structure and closer to FRA's preferred height above top of rail of 42 inches), FRA ``would have to order the rack owner to be responsible.'' FRA recognizes TTX's concern in this regard, and the agency has accordingly revised paragraph (a)(3)of this section to provide that if a car has a separate rack structure, retroreflective sheeting may be applied to the flat car portion only in accordance with the requirements of this section. FRA notes, however, that if a flat car and rack attachment are owned by the same freight rolling stock owner, to minimize the likely degradation of the retroreflective material on the car (and therefore the likely maintenance costs), it may be advisable to apply retroreflective material as close to 42 inches above the top of the rail as practicable.

= = =

The Rule
In consideration of the foregoing, FRA amends chapter II, subtitle B, of title 49, Code of Federal Regulations to add part 224 as follows:

PART 224--REFLECTORIZATION OF RAIL FREIGHT ROLLING STOCK
Subpart A--General
Sec.
224.1 Purpose and scope.
222.3 Applicability.
224.5 Definitions.
224.7 Waivers.
224.9 Responsibility for compliance.
224.11 Penalties.
224.13 Preemptive effect.
224.15 Special approval procedures.
Subpart B--Application, Inspection, and Maintenance of Retroreflective Material
224.101 General requirements.
224.103 Characteristics of retroreflective sheeting.
224.105 Sheeting dimensions and quantity.
224.106 Location of retroreflective sheeting.
224.107 Implementation schedule.
224.109 Inspection, repair, and replacement.
224.111 Renewal.
Appendix A to Part 224--Schedule of Civil
Penalties.
Appendix B to Part 224--Reflectorization Implementation Compliance Report.

= = =

Subpart A--General
Sec. 224.1 Purpose and scope.
(a) The purpose of this part is to reduce highway-rail grade crossing accidents and deaths, injuries, and property damage resulting from those accidents, by enhancing the conspicuity of rail freight rolling stock so as to increase its detectability by motor vehicle operators at night and under conditions of poor visibility.
(b) In order to achieve cost-effective mitigation of collision risk at highway-rail grade crossings, this part establishes the duties of freight rolling stock owners (including those who manage maintenance of freight rolling stock, supply freight rolling stock for transportation, or offer freight rolling stock in transportation) and railroads to progressively apply retroreflective material to freight rolling stock, and to periodically inspect and maintain that material. Freight rolling stock owners, however, are under no duty to install, clean or otherwise maintain, or repair reflective material except as specified in this part.
(c) This part establishes a schedule for the application of retroreflective material to rail freight rolling stock and prescribes standards for the application, inspection, and maintenance of retroreflective material to rail freight rolling stock for the purpose of enhancing its detectability at highway-rail grade crossings. This part does not restrict a freight rolling stock owner or railroad from applying retroreflective material to freight rolling stock for other purposes if not inconsistent with the recognizable pattern required by this part.

= = =

Sec. 224.5 Definitions.

Administrator means the Administrator of the Federal Railroad Administration or the Administrator's delegate.

Associate Administrator means the Associate Administrator for Safety, Federal Railroad Administration, or the Associate Administrator's delegate.

Damaged means scratched, broken, chipped, peeled, or delaminated.

Flat car means a car having a flat floor or deck on the underframe with no sides, ends or roof (including spine cars, articulated and mult-unit intermodal cars).

Freight rolling stock means:
(1) Any locomotive subject to part 229 of this chapter used to haul or switch freight cars (whether in revenue or work train service); and
(2) Any railroad freight car subject to part 215 of this chapter (including a car stenciled MW pursuant to Sec. 215.305).

Freight rolling stock owner means any person who owns freight rolling stock, is a lessee of freight rolling stock, manages the maintenance or use of freight rolling stock on behalf of an owner or one or more lessors or lessees, or otherwise controls the maintenance or use of freight rolling stock.

Locomotive has the meaning assigned by Sec. 229.5 of this chapter, but for purposes of this part applies only to a locomotive used in the transportation of freight or the operation of a work train.

Obscured means concealed or hidden (i.e., covered up, as where a layer of paint or dense chemical residue blocks all incoming light); this term does not refer to ordinary accumulations of dirt, grime, or ice resulting from the normal railroad operating environment.

Person means an entity of any type covered under 1 U.S.C. 1, including but not limited to the following: A railroad; a manager, supervisor, official, or other employee or agent of a railroad; any owner, manufacturer, lessor, or lessee of railroad equipment, track or facilities; any independent contractor providing goods or services to a railroad; and any employee of such an owner, manufacturer, lessor, lessee, or independent contractor.

Railroad means all forms of non-highway ground transportation that run on rails or electromagnetic guideways, including high speed ground transportation systems that connect metropolitan areas, without regard to whether they use new technologies not associated with traditional railroads.

Railroad freight car has the meaning assigned by Sec. 215.5 of this chapter.

Tank car means a rail car, the body of which consists of a tank for transporting liquids.

Unqualified retroreflective sheeting means engineering grade sheeting, super engineering grade sheeting (enclosed lens) or high-intensity type sheeting (ASTM Type I, II, III, or IV Sheeting) as described in ASTM International Standard D-4956-01a, ``Standard Specification for Retroreflective Sheeting for Traffic Control.''

Work train means a non-revenue service train used for the maintenance and upkeep service of the railroad.

= = =

Sec. 224.11 Penalties.
(a) Any person (including but not limited to a railroad; any manager,supervisor, official, or other employee or agent of a railroad; any owner, manufacturer, lessor, or lessee of railroad equipment, track, or facilities; and any employee of such owner, manufacturer, lessor, lessee, or independent contractor) who violates any requirement of this part or causes the violation of any such requirement is subject to a civil penalty of at least $550, but not more than $11,000 per violation, except that: Penalties may be assessed against individuals only for willful violations, and, where a grossly negligent violation or a pattern of repeated violations has created an imminent hazard of death or injury to persons, or has caused death or injury, a penalty not to exceed $27,000 per violation may be assessed. Each day a violation continues shall constitute a separate offense. Appendix A to this part contains a schedule of civil penalty amounts used in connection with this part.
(b) Any person who knowingly and willfully falsifies a record or report required by this part is subject to criminal penalties under 49 U.S.C. 21311.

= = =

Sec. 224.103 Characteristics of retroreflective sheeting.
(a) Construction. Retroreflective sheeting applied pursuant to this part shall consist of a smooth, flat, transparent exterior film with microprismatic retroreflective elements embedded in or suspended beneath the film so as to form a non-exposed retroreflective optical system.
(b) Color. Retroreflective sheeting applied pursuant to this part shall be yellow or white as specified by the chromaticity coordinates of ASTM International's Standard D 4956-01a, ``Standard Specification for Retroreflective Sheeting for Traffic Control.''

= = =

Sec. 224.105 Sheeting dimensions and quantity.
Retroreflective sheeting shall be applied along the length of each railroad freight car and locomotive side as described in Sec. 224.106. Retroreflective sheeting applied under this part shall be applied in strips 4 inches wide and 18 or 36 inches long, unless otherwise specified. The amount of retroreflective sheeting to be applied to each car or locomotive subject to this part is dependent on the length of the car or locomotive and the color of the sheeting.

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Table 2 of Subpart B.--Minimum Quantity Requirement for Retroreflective Sheeting on Freight Rolling Stock

----------------------------------------------------

Freight car or locomotive length Minimum area of retroreflective sheeting required
 (sq ft) (per car/locomotive side)
 yellow   white
Less than 50 ft. 3.5 4
50 ft. to 60 ft  4 5
Over 60 ft. to 70 ft 4.5 5.5
Over 70 ft. to 80 ft 5  6
Over 80 ft. to 90 ft 5.5  7
Over 90 ft. to 100 ft\1\ 6 7.5

----------------------------------------------------
\1\ Freight cars or locomotives over 100 ft. in length must be equipped with an additional one-half square foot of sheeting on each side for every additional 10 feet of length.

Sec. 224.106 Location of retroreflective sheeting.
(a) Railroad freight cars. The retroreflective sheeting shall be applied along the length of each railroad freight car side in the manner provided by a uniform industry standard approved by the Associate Administrator that provides for distribution of material along the length of each car and as close as practicable to 42 inches above the top of rail.

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Retroreflective sheeting need not be applied to discontinuous surfaces such as bolts, rivets, door hinges, or other irregularly shaped areas that may prevent the sheeting from adhering to the car sides. In addition, retroreflective sheeting need not be applied over existing or required car stencils and markings. If necessary to avoid appurtenances, discontinuous surfaces, or existing or required car markings or stencils, a 4x18 inch strip of retroreflective sheeting may be separated into two 4x9 inch strips, or a 4x36 inch strip may be separated into four 4x9 inch strips, and applied on either side of the appurtenance, discontinuous surface, or car markings or stencils.(1) General rule. On railroad freight cars other than flat cars and tank cars, retroreflective sheeting shall be applied in either a vertical or horizontal pattern along the length of the car sides, with the bottom edge of the sheeting as close as practicable to 42 inches above the top of rail. Retroreflective sheeting shall not be applied below the side sill.
(i) Vertical application. If retroreflective sheeting is applied in a vertical pattern, at least one 4x36 inch strip or two 4x18 inch strips, one above the other, shall be applied as close to each end of the car as practicable. Between these two vertical end strips, a minimum of one 4x18 inch strip shall be applied at least every 12 feet. See Figures 1, 2, and 3.
(ii) Horizontal application. If retroreflective sheeting is applied in a horizontal pattern, at least two 4x18 inch strips, one above the other, shall be applied as close to each end of the car as practicable. Between these two end strips, a minimum of one 4x18 inch strip shall be applied at least every 12 feet. See Figures 4, 5, and 6.
(2) Tank cars. On tank cars, retroreflective sheeting shall be applied vertically to each car side and centered on the horizontal centerline of the tank, or as near as practicable. If it is not practicable to safely apply the sheeting centered vertically about the horizontal centerline of the tank, the sheeting may be applied vertically with its top edge no higher than the horizontal centerline of the tank. A minimum of either one 4x36 inch strip or two 4x18 inch strips, one above the other, shall be applied as close to each end of the car as practicable. Between these two end strips, a minimum of one 4x18 inch strip shall be applied at least every 12 feet. Retroreflective sheeting applied under this part shall not be located in the spillage area directly beneath the manway used to load and unload the tank. See Figures 7 and 8.
(3) Flat cars. On flat cars, retroreflective sheeting shall be applied in a horizontal pattern along the length of the side sill with the bottom edge of the sheeting no lower than the bottom of the side sill and the top edge of the sheeting no higher than the top of the car deck or floor. At least two 4x18 inch strips, one above the other, shall be applied as close to each end of the car as practicable. If the side sill is less than 8 inches wide, the two 4x18 inch strips may be applied one next to the other, dividing the strips into nine inch segments as necessary in accordance with paragraph (a) of this section. Between the two end strips, a minimum of one 4x18 inch strip shall be applied at least every 12 feet. See Figure 4. If a car has a separate rack structure, retroreflective sheeting may be applied to the flatcar portion only in accordance with the requirements of this section.
(4) Cars of special construction. This paragraph applies to any car the design of which is not compatible with the patterns of application otherwise provided in this section. Retroreflective sheeting shall conform as closely as practicable to the requirements of paragraphs (a)(1) through (a)(3) of this section and shall have the minimum amount of sheeting described in Sec. 224.105 distributed along the length of each car side.
(b) Locomotives: Locomotives subject to this part shall be equipped with at least the minimum amounts of retroreflective sheeting required by Sec. 224.105 spaced as uniformly as practicable along the length of the locomotive sides as close as practicable to 42 inches from the top of the rail.

Sec. 224.107 Implementation schedule.
(a) Railroad freight cars. All railroad freight cars subject to this part must be equipped with retroreflective sheeting conforming to this part by May 31, 2015. If a car already has reflective material applied that does not meet the standards of this part, it is not necessary to remove the material unless its placement interferes with the placement of the sheeting required by this part.
(1) New cars. Retroreflective sheeting conforming to this part must be applied to all cars constructed after May 31, 2005, before the cars are placed in service.
(2) Existing cars without retroreflective sheeting.
(i) If, as of January 3, 2005, a car subject to this part is not equipped on each side with at least one square foot of retroreflective sheeting as specified in paragraph (a)(3) of this section, retroreflective sheeting conforming to this part must be applied to the car at the earliest of the following two occasions occurring after May 31, 2005 or in accordance with paragraph (a)(2)(ii) of this section:
(A) When the car is repainted or rebuilt; or
(B) Within nine months (270 calendar days) after the car first undergoes a single car air brake test as prescribed by Sec. 232.305 of this chapter.

= = =

Table 3 of Subpart B.--Alternative Schedule for Application of Retroreflective Material to Freight Cars per Sec. 224.107(a)(2)(ii).

----------------------------------------------------

 

(A) \1\ (B)
(percent)
May 31, 2007 20
May 31, 2008 30
May 31, 2009 40
May 31, 2010 50
May 31, 2011 60
May 31, 2012 70
May 31, 2013 80
May 31, 2014 90
May 31, 2015 100

----------------------------------------------------
\1\ Column (A) indicates the date by which the minimum percentage of an owner's freight cars specified in column (B) must be equipped with retroreflective sheeting conforming to this part.

= = =

(b) Locomotives. Except as provided in paragraph (b)(4) of this section, all locomotives subject to this part must be equipped with conforming retroreflective sheeting by May 31, 2010. If a locomotive already has reflective material applied that does not meet the standards of this part, it is not necessary to remove the material unless its placement interferes with the placement of the sheeting required by this part.
(1) New locomotives. Retroreflective sheeting conforming to this part must be applied to all locomotives constructed after May 31, 2005, before the locomotives are placed in service.
(2) Existing locomotives without retroreflective sheeting. (i) If as of January 3, 2005 a locomotive subject to this part is not equipped with the minimum amount of retroreflective sheeting specified in paragraph (b)(3) of this section, retroreflective sheeting conforming to this part must be applied to the locomotive not later than the first biennial inspection performed pursuant to Sec. 229.29 of this chapter occurring after May 31, 2005.
(ii) A freight rolling stock owner may elect not to follow the schedule in paragraph (b)(2)(i) of this section, if not later than July 1, 2005, the freight rolling stock owner submits to FRA a Reflectorization Implementation Compliance Report certifying that the locomotives in the owner's fleet subject to this part will be equipped with retroreflective sheeting as required by this part in accordance with the schedule specified in Table 4 of this subpart. See Appendix B of this part.

= = =

------------------------------------------------------------------------

Section Violation
($)		 Willful
Violation
($)
Sec. 224.103 Characteristics of retroreflective sheeting: .......... ...........
(a)-(d) Retroreflective sheeting applied does not meet the requirements of Sec. 224.103. 2,500 5,000
Sec. 224.105 Sheeting dimensions and quantity: ........... ...........
Failure to apply minimum amount of retroreflective sheeting in accordance with Table 2 2,500 5,000
Applying retroreflective sheeting of wrong dimensions 2,500 5,000
Sec. 224.106 Location of retroreflective sheeting: ........... ...........
(a), (b) Applying retroreflective sheeting in nonconforming pattern 2,000 4,000
Sec. 224.107 Implementation schedule: ........... ...........
(
a)(1), (b)(1) Failure to apply retroreflective sheeting to new freight car or locomotive before equipment placed in service 5,000 7,500
(a)(2), (b)(2), (b)(4) Failure to apply retroreflective sheeting to existing freight car or locomotive in accordance with minimum schedule of paragraphs (a)(2), (b)(2), or (b)(4) 5,000 7,500
Sec. 224.109 Inspection, repair, and replacement:(a) Failure to perform inspection 5,000 7,500
Failure to properly notify car owner of defect 2,500 5,000
Failure to retain written notification of defect for two years 1,500 2,500
Failure to repair defect after notification 5,000 7,500
(b) Failure to perform inspection 5,000 7,500
Failure to repair defect 5,000 7,500

------------------------------------------------------------------------
Issued in Washington, DC on December 22, 2004.
http://www.access.gpo.gov/su_docs/fedreg/a050103c.html
http://a257.g.akamaitech.net/7/257/2422/01jan20051800/edocket.access.gpo.gov/2005/04-28407.htm

ANNUAL DOUG WEAVER MEMORIAL PHOTO CONTEST

The National Railway Historical Society's Wilmington Chapter's Annual Doug Weaver Memorial Photo Contest will be held at the regular Chapter meeting on Thursday, May 19th, 2005.

Here are the guidelines for entering images in this year's contest:

1) STEAM - Photos with a steam locomotive as the primary subject within the last 5 years.

2) DIESEL - Photos with a diesel locomotive as the primary subject within the last 5 years.
This category also includes gas-electrics, Doodlebugs, RDCs, and FL9s north of Harmon, and the like.

3) HEAVY ELECTRIC - Electric power on big railroads within the last 5 years.

4) TRACTION - Trolleys & light rail including streetcars, all subways, etc. within the last 5 years

5) GENERAL - Any photo that does NOT include one of the above as the primary subject within the last 5 years. Passenger and freight cars, stations, signals, railfans, and the like go here.

6) VINTAGE - Any railroad-related subject photographed 15 or more years ago.

7) SPECIAL CATEGORY for 2004 = TRACKWORK and taken within the last two (2) years.

SCHEDULE NOTES

Notices, announcements, schedules, etc. are provided here as a service to the members. The Chapter has no affiliation with any commercial operation, museum, or tourist line.

NOW THROUGH SPRING 2005 THE CITY BENEATH US: BUILDING THE NY SUBWAY New York Transit Museum, Brooklyn Heights; Corner of Boerum Place and  Schermerhorn St.; 718-694-1600. [ $5 adults; $3 Seniors (over 62) and children (3 to 17) ] Exhibition of early subway construction photographs from the Museum's collection, many on display for first time, illustrating one of the greatest achievements of the 20th Century: building the New York City subway. A book of the same title published by W.W. Norton and available at the New York Transit Museum Stores accompanies the exhibition.

NOW THROUGH Fall 2005 - THE WEST CHESTER RAILROAD Flea Market, Antiques, and Collectibles at West Chester Station on the Last
Sunday of each month during the scheduled runs May , June, July, August, September, October call 610-430-2233 or www.westchesterrr.net

NOW THROUGH April 10, 2005, Famous Eastern Passenger Trains of the 20th Century at the RR Museum of PA Tuesday through Saturday, 9:00 am. to 5:00 pm. and Sunday, 12:00 noon to 5:00 pm

Saturday, March 12, 2005 19th ANNUAL HARRISBURG TRAIN SHOW, 9 am to 3 PM, I. W. Abel Steelworkers Union Hall, 200 Gibson Street, Steelton, PA. Sponsored by the Harrisburg Chapter, NRHS. Information: E-Mail at hostrom@aol.com or Eric Ohstrom, 1454 Maplewood Dr., New Cumberland, PA 17070-2215, 717-774-0957

Saturday, March 12, 2005 MAYWOOD NJ STATION, Open House Noon to 4pm. The restored, National Landmark, 1872-built Maywood Station at 271 Maywood Avenue, Maywood, NJ - new items have recently been added to the museum collection as well as the extensive displays and artifacts highlighting the history of the railroad and the Borough of Maywood. Admission is free, donations appreciated. more info at: www.geocities.com/maywoodstation/maywoodstation.html

Sunday, March 13, Pennsy RR at the Baltimore Society of Model Engineers Open House, 1-5 PM, Admission is by donation. We suggest donations of $5 per person, 225 W. Saratoga Street, Baltimore.  More info leave a message at 410-837-BSME (2763), visit http://www.modelengineers.com, or send e-mail to: bsme1932@yahoo.com

Sunday, April 10, Western Maryland at the Baltimore Society of Model Engineers Open House,1-5 PM, Admission is by donation. We suggest donations of $5 per person, 225 W. Saratoga Street, Baltimore.  More info leave a message at 410-837-BSME (2763), visit http://www.modelengineers.com, or send e-mail to: bsme1932@yahoo.com

May 30, 2005, Grand Reopening Celebration At Baltimore & Ohio Railroad Museum. Museum will unveil new state of the art restoration facility and open the historic North Passenger Car Shop to the public. Info http://www.borail.org/tickets/grandreopeningcelebration.asp or call (410) 752-2490

Sunday, June 12, C&O and Baltimore Streetcars at the Baltimore Society of Model Engineers Open House, 1-5 PM, Admission is by donation. We suggest donations of $5 per person, 225 W. Saratoga Street, Baltimore.  More info leave a message at 410-837-BSME (2763), visit http://www.modelengineers.com or send e-mail to: bsme1932@yahoo.com

CHAPTER EVENTS  

Thursday March 17, 2005 7 PM, Chapter Meeting, program by Frank Ferguson entitled 2004 - Year in Review - Part 1.

Thursday April 21, 2005 7 PM, Chapter Meeting, program by Special Guest Larry Goolsby on the Atlanta, Birmingham, & Coast (AB&C) RR (the original owner of W&W's #58)  before it became the AB&A.

Saturday April 23, 2005 ? PM, Chapter Picnic,  probably a ride on the NJT River Line.

Thursday May 19, 2005 7 PM, Chapter Meeting, Annual Doug Weaver Memorial Photo Contest 2005 special category: Trackwork (primary subject matter = multiple tracks, turnouts, or diamonds, etc.)

The Wilmington Chapter of the National Railway Historical Society (NRHS) meets at 7:00 PM on the third Thursday of each month [except August & December] in the Darley Room at the Claymont Community Center on Green Street in Claymont, Delaware.  Visitors are always welcome. Admission to regular meetings is free. Check out our Website, thanks to Russ Fox at:   http://www.WilmingtonNRHS.com

The Transfer Table
   The Transfer Table is published six to ten times per year as the newsletter of the Wilmington Chapter of the National Railway Historical Society.  Items in this publication do not represent the official position of either Officers or Members of the Wilmington Chapter or the Editor of this publication.

    Permission to reprint articles and news items appearing herein is granted to NRHS Chapters and other newsletters provided appropriate credit is given.   Contributions are always welcome and should be sent to the editor at SD40GMA@aol.com or send to: P.O. Box 1136, Hockessin, DE 19707-5136. Deadline for entries is the 25th of the month.

    Chapter Officers
    President:   Phil Snyder
    Vice President & Historian:  Ron Cleaves
    Treasurer:   Ralph Stevens, Jr.
    Secretary:   Dan Frederick
    National Director:   Tom Posatko
    Editor:  Greg Ajamian
    Education Fund:   Ed Thornton
    Public Relations:    Frank Ferguson, Jr.
    Trip Director & Event Photographer:  Bruce Barry
    Web Master:   Russ Fox

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