El Niño! How could I let the year go away without jumping on the El Niño bandwagon? Truth be told, at least for Travel Town and M.177, it hasn't been a big deal. It has rained a lot, but nothing washed away or was buried in mud like some much less fortunate folks.
My biggest annoyance has been with the leaks in the roof of M.177 over the engine room. The engine room roof has a lot of penetrations in it for pipes and vents and nuts and bolts and the like that just won't be filled until the engine is reinstalled.
I spent one Saturday afternoon under threatening skies with a tube of painters' caulk, sealing up the leaks in question, many of which are intended only as temporary. I was jubilant as I finished up just as the first few sprinkles started to fall.
Painters' caulk is an acrylic product similar to silicone. It is waterproof when it's dry, but while it's wet, it cleans up easily with soap and water. Or rainwater. When I came in the next week, most of the caulk had washed away as it had not had time to dry before the rain started. I did the whole job over again and this time it worked.
Because of the weather, things have been pretty quiet down at the M.177. One big help has been Ben Coombs working diligently at stripping away the failed paint topcoat from the roof. This is a dull, boring job, and I am grateful to Ben for working it in between storms.
Meanwhile, the last of the big engine coolant pipes have been installed in the engine room just below the radiators, and the radiators have been bolted down tight. I spend one afternoon wrapping the pipes that connect the cooling system with the engineer's foot warmer coil with fiberglass tape. The fiberglass makes an excellent substitute for the original asbestos insulation.
Chairman Bachlund tells me that our fundraising appeal has yielded $16,267.50, but remember that we still need about $15,000 more to pay off the engine and get it reinstalled. See Gordon's complete list of donors in the M.177 Fund Raising Update. Now that we finally (!) have the green light for the zoo railroad, we have something we can do with the motorcar when it's done. Gordon has been promoting the idea of sending the completed motorcar to the Sacramento Railfair in June of 1999. While I've learned from experience not to stand in the way of our chairman's "kooky" ideas, it's going to be a tall order that can only be made possible with your help, and this means your time and money.
It's clear that our associates can't afford to simply fund this project out of their own pockets, so we need you to get out there and look for funding sources. Perhaps your employer has charitable contribution matching programs. Maybe you know someone who has money just sitting in a bank CD somewhere who would like to make a point or two higher interest. Or you might know someone who is connected with a charitable foundation. I hope you'll invest a little brainstorming time to this effort.
I also hope that you will come on down on Saturdays and contribute some time to the M.177 project. If you really want to make the most of that time, please give me or Gordon a call in advance so that I can have work lined up for you. See you there!
Same title as last month, but please notice the change in punctuation.
Continuing the story from last quarter, you'll remember that at the November 20th Task Force meeting, Greg Gneier of ASRA and I presented our compromise route for the CS&CV RR where we leave Travel Town proper at our originally planned location, but then cross through the picnic area and go around LALS using part of the street, thereby bypassing the main part of the club's facility. This alignment would either require realignment of the west end trackage to go under the CS&CV right-of-way or complete relocation of the loop to the east.
The City arranged for a surveyor to come out and completely survey the picnic area so that we could verify the feasibility of the alignments and determine if there was enough grade separation for LALS and the CS&CV to pass over and under each other. Once we had the results in hand, I, for SCSRA and ASRA, developed a draft alignment drawing, which showed that the CS&CV could be built through the picnic area with grades and curves within tolerances AND the LALS could be routed under the CS&CV. Unfortunately, the LALS would not be able to climb back up to their existing bridges without some engineering.
LALS also took the results and developed some very similar plans and reached the same conclusions. They also went the extra step and proposed some engineering to regain the altitude to their bridges. Their proposal was to build a "Tehachapi Loop" adjacent to their existing loop.
The Task Force's compromise proposal was agreed upon by all, and plans were made to present it to the Board of Commissioners at their March 18th meeting. The Board accepted and approved the plan and congratulated the Task Force for all their hard work.
The Recreation and Parks issued that day a 30-day Notice to Vacate for the area of the tail track. By the time this is published, we will have had our first job start meeting east of the fence, and will actually be working on the tail track!
This is going to require a lot of volunteer support, and you will read elsewhere in this issue as well as in the Green Eye and other mailings about all the various opportunities you will have to come out and help. I encourage your participation.
Our annual dinner and awards ceremony this year will be held on June 6th. Please plan on attending. You should be receiving you dinner reservation forms soon. Please fill them out and return them ASAP. You can always add to it later if you need to. Also included in that mailing will be the nomination forms for the annual Clarence Ridenour award. Please give it some thought and nominate the associate who you think best meets the qualifications.
We've cut down the fence!The Zoo Railroad is On Its Way!
This quarter has been a rather hectic one for me as I've been rushing around trying to complete the lubrication of the Santa Maria Valley #1000, make sure the WP #26 was still limber enough to move, and make sure the Conrock 0-6-0 is okay from all the moving it has done.
At the beginning of the quarter, it was noticed that the WP #26 was missing a knuckle in its rear coupler. And, since we intend to use the #26 as an "idler" to couple onto the rest of the lubricated steam engines on the same track for when the time came to move them, it was necessary to pull the engine up a few feet to give us some room to install said knuckle. After going over the running gear to make sure everything was thoroughly lubricated, Charley was coupled onto her front coupler and began to apply some tractive effort. After much coaxing, Charley was finally able to get the old girl free and pulled her up and down the track a few times to work in all the lubrication. It never fails to amaze me every time I see that engine roll.
During the course of last quarter's track work, it was necessary to move the little Conrock 0-6-0 around the yard as needed to keep her out of the way. I came by a few times during the week to make sure she was okay and still willing to roll as freely as she could. For those who don't already know, just make sure you wipe down her crosshead guides with some diesel fuel or other readily available solvent before you move her. Track work tends to stir up a lot of dust and it always seems to settle right on the crosshead guides. The rest of her running gear is in good shape.
Of course, the big project of late has been to complete the lubrication of the Santa Maria Valley #1000. Up to now the tender journals have been inspected and just need a final dose of journal oil. The running gear has been gone over with the soft grease gun and the only thing left to do is to alemite the rods and double check the cylinders and piston valve bores. The trailing truck has had one cellar box completely repacked with fresh waste and oil and is waiting the same treatment for the engineer's side journal box. Hopefully, by the time this goes to print, the engine will be moved.
On the subject of the Santa Maria Valley engine, while I was inspecting it, I noticed a peculiar arrangement in the pony truck. The pony truck is the term for the front truck. The front truck has a special purpose in that it leads the engine and train into, and out of, all the curves and switches, etc. Now, in order for the truck to do this, it must be very flexible and so it is constructed to pivot and swing following the curve of the track. Most pony trucks are constructed with swing links or swing hangers just like the trucks under the passenger cars at Travel Town. Another good example of swing hangers can be found on glider rocking chairs. Swing links allow the freedom of movement and also impart a sort of self centering mechanism that forces the engine to return to straight (tangent) track. The #1000 doesn't have the traditional swing links. Instead, it has a set of heart-shaped rockers. As the engine enters a curve, the rockers get tipped off center and a side load is applied to the truck. This makes the engine want to return to a straight and centered position. The reason I find this so unusual is that this device is normally found on more modern locomotives. By that, I mean one built during the 1930s and 1940s. The #1000 was built in 1920. The only other example of this type of rocker mechanism at Travel Town is on the trailing truck of the SP #3025. Remember that that truck was added during a "modernization" of that locomotive sometime in the mid 1920s.
And now for the bittersweet part. Bittersweet because I have to announce good news and bad news at the same time. On Monday, April 27, I start my new "Dream Job" as Mechanical Superintendent for the California Western Railroad -- a.k.a. the Skunk Train! That's the good news. The bad news is that since I'll be moving to Fort Bragg, I will no longer be able to take an active role in the goings-on at Travel Town. I do intend to remain within reach via phone, letter, and e-mail. In fact, I'd like to give you all my new address and e-mail:
Al Di Paolo
200 S. McPherson St. #6
Fort Bragg, CA 95437
Please don't hesitate to contact me if you have any questions regarding steam, or any of the engines at Travel Town, or even if you just want to chat. Drop me a line. And, of course, everyone is welcome to visit! I do intend to send updates through "Of Shoes and Wedges," and I'll try to make it for the annual dinners.
I'd like to thank everyone who came out to help in the past and in recent weeks to "lube and learn" including Brian Moore, Gregory Ramsey, Kevin Simons, Bob Bennett, Gordon Bachlund, Thomas Seal, Paul "the Sheff" Sheffer, and Karl Hovanitz. If I left out anyone I apologize, but I definitely thank you for all your help.
Travel Town will always be a special place for me: It is a place where I could meet with friends who share the same interests as I do; a place to learn about a lost technology; a place to practice a craft that just doesn't get practiced in many places anymore; and it was a place where I got to cut my teeth in what hopefully will be a career in railroad preservation and restoration. I like to say it's where I got my start!
Please remember that the collection at Travel Town is more than just of a bunch of steam engines. Each piece is in essence an artifact. In time, each engine will have its chance for a complete restoration. (even if it's just cosmetic). I envision that restoration taking place in an indoor facility right on property where parts are carefully removed, documented, and painstakingly restored. So let's try to resist the temptation to remove a part from an engine so that it can be cosmetically cleaned up, whether it be a bell, a whistle, a headlight, etc. This will prevent any parts getting lost. Ultimately, the public will be better served, and our posterity will thank us for leaving them a world class museum.
I'll get off my soapbox now, I need it for moving!
I'm not exactly sure how it happened, but somehow in addition to President, I've been awarded the honors of General Superintendent, Timekeeper, Diesel Asst. Superintendent, as well as chief assistant to the Dining/Hotel/Commisary Manager. Unfortunately, with the ever increasing pressures of homework (my kids', that is), scouts, and mounting demand for my time at work, I find that I'm no longer able to give all of these tasks the attention they need. I would like to pass on the duties of General Superintendent and Timekeeper (they kind of go along) to a willing volunteer. The candidate should have strong computer skills, be able to drop by the Park regularly to pickup timecards and receipts and preferably have access to e-mail and the web. If you are interested, please drop me a line or give me a call. I'd like to welcome all of our new friends who have signed up this past quarter:
| SCSRA # | Name | Level | Hometown |
|---|---|---|---|
| 267 | John J. Foster | Regular | Lake Zurich, IL |
| 268 | James J. Florea | Regular | St. Louis, MO |
| 269 | James S. Keith | Patron | Cincinnati, OH |
| 270 | Joel Pelofsky | Regular | Kansas City, MO |
| 271 | Gary Hall | Patron | La Cañada, CA |
| 272 | Roger L. Novac | Sustaining | Los Angeles, CA |
| 273 | John Jordan | Regular | Glendale, CA |
Be sure to drop by and introduce yourself the next time you are near Travel Town!
Motor Pool - Significant work was done on the dump truck, including a partial engine rebuild and clutch replacement, under the leadership of Joe Barilari, with help from Chris Rippy, Dan Price, Brad Slosar, Doug Stephens, and others.
Cabeese - The writer and Doug Stephens serviced the batteries.
Buildings and Equipment - The grounds cleanup continued, exacerbated by the inclement weather of late December and early January which resulted in many fallen leaves and limbs (tree limbs, that is).
With the start of construction of the New Entrance Project, it became necessary to relocate the majority of the track construction materials stored in the southeastern bay of the public parking lot (1) to provide parking spaces to replace those usurped by the contractor for his work and (2) to enable the contractor to resurface and restripe the lot. We planned to do this on February 14 but were heavily rained out. Accordingly, on February 21 and 28, we assembled a team comprising Brian Moore, Greg Gneier, Dan Price, Chris Rippy, Jeff Pippenger, Jeff Barrow, Joe Barilari, Charles Forsher, Bob Bennett, Steve DeVorkin, Greg Ramsey, Doug Stephens, John Jordan and the writer, and, with the help of the Zoo forklift, placed all stored ties in the south portion of the Service Yard and some miscellaneous signal materials in a new storage area outside the south parking lot gate.
On March 7 and 14, a team comprising Brian Moore, Greg Gneier, Dan Price, Jeff Barrow, Greg Ramsey, César Sánchez, Charles Forsher, John Jordan, Jesse Navarro, Ed Sikora, Bob Bennett, and the writer began the task of moving the stored 90# rail onto the area just south of the old tie storage area, and moving reels of flexible plastic signal conduit and rail frogs and diamonds. Unfortunately, no forklift was available on March 7, so the effort proceeded slowly using the loader only, which was suffering from a slow radiator leak! However, on March 14, we rented a BIG "reach-all" forklift that the team used to make swift work of the remaining rail. This left the parking lot free of all stored SCSRA maintenance of way materials and ready for use by the public.
Meanwhile, the drawings of the restoration yard were updated to enable us to plan for a potential donation of a pre-engineered building to use as a restoration shop. This activity was precipitated by Joe Barilari who has been in contact with a demolition contractor (who is also a rail fan) who indicated a willingness to donate such a building. Our intention was to place the concrete floor and appurtenances as soon as possible to accommodate the need to store certain "hazardous" materials on containment pallets on an impervious hardstand. Many thanks to Greg Gneier for ongoing planning.
With a solution to the Zoo Railroad impasse, Joe Barilari began a material takeoff for the lift-out span of 16-inch-gauge track that will cross the Museum standard-gauge exit track. Tom Graham will construct this with help from Joe and Our Gang. Joe will be reporting on the progress of this important first phase of railroad construction.
Switching Moves Feature Several "Firsts" - Our Gang's work on the Tracks 6 to 7 Crossover continued with a full crew to the end that, on January 31st, we were able to operate CS&CV No. 1 ("Charley Atkins") over the crossover and onto Track 7 for the very first time. Linda Barth and Greg Gneier joined the writer in the cab during this history-making event. After running Charley back and forth over the rebuilt portion of Track 7, we did some switching that placed the Conrock No. 1 on the "Harbor Spur" and re-positioned the cars already there. Thus, Charley (pushing the Conrock) took the diverging route through our stub switch for the first time. See Joe Barilari's article for the details of this project and the names of our track volunteers.
On February 7, after further work correcting gauge problems on the unrebuilt portion of the crossover near the pedestrian walkway, Charley again ventured over to Track 7, this time to move the WP 26 a few feet west to gain access to the rear coupler which needed repair. Al di Paolo did the necessary relubricating, and we actually moved the 26 about 150 feet west to spread the lubricant, and then set her out a few feet west of her original location. That evening, Bob Bennett installed a knuckle in the rear coupler which completed the needed repair.
The foregoing should not be construed as indicating that the crossover work is finished, as the foregoing switching was done well in advance of final completion. Our Gang is now finishing the job by lining, leveling, and tamping the rebuilt track. See Our Gang for complete details.
First quarter, big year. This, as some people are beginning to find out, will be a very big year in the Travel Town history books and, coincidently, our own. Myriad projects remain sans the last final touches and yet new ones have, and will continue to, needed pursuing. The challenge of the coming year will be for us to renew interest in these projects with associates who've contributed in the past. Many new faces are likely to emerge as the Zoo RR project progresses, yet at this time those whose faded images remain in our past are still the most valuable.
Maybe this is you. With luck, some very concrete (literally) projects in the overall plan will be done by the associates dinner. For the first time these will not feel very railroady, yet without them there is no RR either. So if you are out, Don't be disappointed to find yourself learning new skills, or recruited for those you already possess.
As for work done in the January-March time span, several preparatory projects took place. The most visible one was headed up by the Chairman himself.This constituted relocating the material storage area from the Travel Town parking lot to the service yard and elsewhere. This work, made necessary by the New Entrance Construction project, was accomplished by Jeff Barrow, Dan Price, Brian Moore, César Sánchez, John Travis, Daniel Travis, Greg Ramsey, Charles Forsher, Doug Stephens, and Greg Gneier. Many will recognize this as another pilot (pronounced "pile it") program but the Travel Town parking lot has been so full to overflowing in the first weeks of the year that one must reconcile the few extra spaces as possible donations. Word from the Treasurer says it has been worthwhile.
Our crossover project was wrapped up for the most part although as always there are a couple of things to do as time goes on. Dan Price and Jeff Barrow have been invaluable in pushing the work in the last few weeks as I have been working on the dump truck most weekends. The guard rails for this and the stub switch where spotted by Ed Sikora and installed by the PriceBarrow conglomerate. The head rod for this switch was custom modified by Joey The Torch - this being necessary as the points were made after the proper rod clips were long since obsolete. Ones from 90-pound rail were made to fit at the factory but distances in the pin holes could not be corrected in a practical fashion, thus field fitting is a must. All the Usual Suspects were here at times to contribute to the ballasting, tamping, and leveling, lead primarily by Dan Price. A gauge rod was installed in the old section of the crossover to allow for temporary use of the newly rebuilt track by the Mechanical Dept. in lubrication of the affected steam locomotives.
Finally, a word in addendum to the Motor Vehicle report. In the beginning there was nothing. Then one day there was the old blue dump truck. A couple of years of service but then the anomalies of its use wore the collective patience of us thin. The cab, chassis, and powertrain were transplanted from the white dodge. All was again right with the world. Then the anomalies reappeared in some form or another. So the engine has been rebuilt and, as Chris suggested, the thing should be up and running by the time you read this. A few cold rainy nights in the garage turned up some interesting things wrong inside. A VERY flat camshaft was responsible for the bad miss that we could never find. Three broken cylinder rings helped to keep compression under control, as if it needed that help.
While I had a lesson in Dodge small block lineage during the intake manifold replacement, many other differences exist between this and the current technology (which actually started in '67, ours being a '65) which conspired to push costs well beyond expectations. Delays in getting proper gaskets didn't really help much either - it seems that even Fel-Pro is confused over what years the Chrysler group decided to shuffle the old tech engine into various cars and trucks. Finally, however, the lesson learned is that the next time something needs to be repowered it's gonna get Chevy powered. International, Chrysler, AMC, and even Ford to some extent did some serious wrangling over their design choices so there never was a good standard throughout the assembly line. General Motors was different. Over the years their divisions have consolidated to create two size engine blocks (small and big), either of which will bolt to almost any transmission made in the last 25 years (this holds true for rear wheel drive model cars and trucks). I hope we get at least ten years out of the dump truck's engine, since I don't want to do this again anytime soon....
The 1998 National Railway Preservation Symposium at the California State Railroad Museum, held the weekend of March 20-22, 1998, was cosponsored by CSRM and the CSRM Foundation. Attendees representing the Travel Town Museum included the writer (SCSRA), Linda Barth and Tom Breckner (Travel Town Museum) and Nancy Gneier and Brad Slosar (ASRA). This year's presentations included a preview of the proposed new FRA boiler regulations, the new Recommended Practices of the Association of Railway Museums, Sound Organizational Practices, and several "case studies," but the one that struck me as most timely was a joint presentation by CRSM Director Walt Gray and CSRM Foundation Executive Director Cathy Taylor titled "CSRM as a Public-Private Partnership." In this session Walt discussed the continuing diminution of state funding that makes partnering with the non-profit Foundation's volunteer base an operational necessity, and Cathy spoke of the Foundation's evolution over the past years as a single volunteer support entity derived from several earlier support groups. Through a series of organizational charts they showed the growing partnership that will lead the Museum into the twenty-first century. The Travel Town Museum's two support groups, SCSRA and ASRA, enjoy a similar strategic partnership with this Museum as they continue to provide, through their volunteer base, what the City cannot afford to provide. One cannot help but wonder where Travel Town would be without its volunteers. While I would not presume to predict our future, I find the obvious success of the CSRM and CSRM Foundation partnership an interesting harbinger of things to come with Travel Town and its volunteers.
A nice feature of this year's symposium was an extra fare "dinner train" Saturday night. CSRM recently acquired an SP diner named the Audubon in deference to its avian decor. They put together a consist that included a UP open platform business car, the diner and two coaches, and had two catered seatings in the diner. The Foundation's volunteers crewed the train, powered by an 80-ton diesel-electric locomotive, while the Foundation's caterer dispensed the adult beverages and served the dinner. While I will observe that SCSRA hoggers are more adept at smooth train handling, and I will note that the caterer has a way to go to compete with the level of service that ASRA's "dinner in the diner" provided or for which the Western Railway Museum is justly renown, the Symposium "dinner train" experience was a wonderful finale to an exhilarating Saturday of learning and networking. Way to go, CSRM Foundation!
If the foregoing sounds interesting, the 1999 Symposium is slated for March 20-22. You may write to the CSRM Foundation, 111 "I" Street, Sacramento, CA 95814-2265, or e-mail csrmf@csrmf.org for more information.
Work in the Diesel Shop has been rather light this quarter owing in part to the rain and to the fact that things are working fairly well. Most of our work has been battery maintenance and our quarterly FRA inspections. Doug Stephens and I did add about 20 gallons of lube oil to the Baldwin from a barrel that had been tapped by the Hazardous Waste folks for disposal.
The Charley has developed an annoying vibration while it transitions between about 650 and 800 RPM. It is being radiated from the exhaust pipe, but I've not yet found the source. I'll have more about its resolution next quarter.
Staffing the Diesel Shop this quarter in addition to the above included Gordon Bachlund and Brian Moore.
As always, I can be reached at home (805-984-0332), work (805-982-9720), or via the Internet.
The California State Railroad Museum has scheduled its next Railfair for June 18-27, 1999, to coincide with the mid-point of the state's sesquicentennial celebration. Several Associates have wondered if the M.177 (our major "three-dimensional railroad artifact" as they say in museum speak) would be complete in time to participate in some way. As I see it, if we all get solidly behind the project and provide the necessary funding and volunteer labor, there is a good possibility. However, I'd hate to see us placed in the position that two other major restoration groups found themselves in at the last Railfair, when they promised the participation of their major "three-dimensional railroad artifacts," and then had to settle for displays and souvenir sales when the artifacts themselves could not be readied in time. If you have any thoughts on how M.177 can be completed in time for Railfair '99, please phone Bryan Reese at (626) 794-5275.
Railroad Impasse Resolved! The City and the Los Angeles Live Steamers, through the efforts of the Zoo Railroad Task force, have reached a compromise that establishes the eastward route of the CS&CV Railroad. A 30-day notice to vacate the "tail track" area was issued to LALS and our M/W department will begin the tail track project shortly thereafter. The tail track is the first phase of construction and includes the RIP (repair in place) track in the Service Yard area and the leads to the new boarding area south of the Arcadia Depot. After this is complete the second phase will begin, which will extend the track northeast to Zoo Drive and thence eastward towards Riverside Drive.
Our public operations were held January 4, February 1, and March 1. El Niño struck again in January and kept our totals down. At one point in the afternoon there were no visitors on the grounds and park employees were taking turns warming up around ATSF 999110's stove. The miniature railroad, gift shop, snack bar and N-gauge layout were all shut down. February's attendance was better, as the storm had hit the day before. Then March opened with clear, sunny skies and the floodgates opened! Despite the limited parking owing to the New Entrance Project contractor's BIG laydown area, crowds of eager visitors kept our crew hustling with one capacity load after another. While total attendance did not break the one-day record, donations did!
The preceding paragraphs point out our need for more qualified crew members on a regular basis. We have to seriously consider operating continuously through the day. In order to do this we will need a double crew during the second shift, so that some can eat while others operate. I urge everyone who has started training, and anyone who is qualified at any level, to get reinvolved with operations. With the Zoo railroad ever closer to realization, it's going to get pretty exciting in the future! WE NEED YOU!!
Operating Days: 101 After many months of shooting and editing, Steve DeVorkin has released our new Safety Video, and it's a winner! It is about 10 minutes long and provides a primer on railway operations safety, as well as an introduction to the crew positions. The video will be shown to Operating Department trainees as well as docent trainees under the new Rail Heritage Southwest program. Those of you who attended the February Movie Night were privileged to see it on the "big screen" as Steve premiered it using a video projector. Way to go, Steve!
And now for the honor roll featuring those who braved the crazy weather to keep our passengers happy. Those with recorded times were Gordon Bachlund, Jeff Barrow, Bob Bennett, Dale Brown, Robert, John and Margaret Daum, Steve "C.B." DeVorkin, Mike Flaharty, Charles Forsher, Tom Graham, Brian Moore, Dan Price, Jerry Price, Greg and Yvonne Ramsey, Chris Rippy, Ed Sikora, Doug Stephens, Jim Vicars, and Alan Weeks. Why don't you add your name to this list!
The fund raising appeal mailed in September has resulted in donations totaling $16,267.50 as of the end of March, and we are grateful to the following donors whose spirit of generosity and sharing will ensure the successful completion of PROJECT M.177 in the coming year:
Corporate Donors: Individual Donors: Paul Core's gift of $250 was matched by his employer, Microsoft, through United Way of King County, Washington, so that, less United Way's processing fees, it grew to $476.50! Thanks, Paul, for your thoughtfulness. Do any of you work for employers who match charitable donations?
In addition, the appeal gained us 21 new Regular Associates, 4 new Supporting Associates, 4 new Patron Associates, 1 new Life Associate, and 4 Regular Associate renewals, totaling $1,575 in Associate membership fees. Thank you, new and renewed Associates!
Also, we are grateful to Kevin Keefe, editor of TRAINS magazine, for covering the M.177 appeal in the March 1998 issue (page 87). As you may recall, TRAINS also covered the movement of CWR No. 56 from Fort Bragg to the Museum in 1992.
SACRAMENTO RAILFAIR '99?
by Gordon Bachlund
OPERATIONS REPORT
By James G. Hoffmann, Operations Superintendent
Passengers Donations Sunday, January 4 187 $ 114.00 Sunday, February 1 690 448.45 Sunday, March 1 862 597.45 Sunday, December 7 220 153.63 Total: 1,739 $ 1,159.90 Total to date: 68,595 $27,140.28 M.177 FUND RAISING UPDATE
by Gordon Bachlund
Hardcopy printing for the Headlight was generously donated by
MINUTEMAN PRESS
Specializing in
A California Nonprofit Public Benefit Corporation, Incorporated January 4, 1984
IRS Tax Exemption No. 95-3947766
Any article or feature published in The Headlight may be reprinted in whole or in part provided that proper credit is given the source.
Questions and comments to Sue Kientz, SCSRA Publications Manager