During Winterail last month, my friend Jed Smith and I discussed the possibility of going on a few Amtrak trips together, the first of which could be the Sunset Limited to Tucson to ride Old Pueblo Trolley. Jed had done this before but I had not. With the new Sunset schedule, we decided to make our trip in late March to avoid the heat in Tucson. The rail fare was really reasonable and I contacted the Hotel Congress to arrange our stay. I called Marty, my excellent night-time Amtrak agent in Santa Ana the night before the trip, who booked me a sleeper for my return.
Pacific Surfliner 573 4/22/2005I drove to the Santa Ana station and watched a late-running Pacific Surfliner 572 departing on its way south then paid for my sleeping car and exchanged my ticket before watching a late-running Pacific Surfliner 769 arrive. I decided to wait for Pacific Surfliner 573 since it was Friday and 769 runs with very heavy passenger loads on Fridays, as do all 700-series trains.
My train rolled in a mere ten minutes late and I was off on another rail adventure. This Pacific Surfliner had cab car 6905, coach/café 6305, coach 6400, coach/café 6302, Pacific Business Class 6804 with F59PHI 463 and made the station stops at Anaheim, Fullerton and the Rail-to-Rail stop at Norwalk. REO Speedwagon's "The Second Decade of Rock and Roll 1981 to 1991" was my musical selection for this journey to Los Angeles on a mostly cloudy day with a storm arriving afternoon. We arrived at LAUPT at 1:49 PM {1:35 PM}.
Los Angeles 4/22/2005It was cold and windy on the platform as I waited for the Sunset Limited to reverse in and had to put on my Panama Canal sweatshirt and sweat pants to stay warm.
While I was waiting, a leased Seattle Sounder trainset brought in a Metrolink train.
Seattle Sounder bi-level coach 6104 with Metrolink decals added.
Seattle Sounder F59PHI 901 built by Electro-Motive Division in 1999.
The front of the Sounder train now ready to depart for San Bernardino, after which I walked back to Track 11.
Sunset Limited 4/22/2005The Sunset Limited reversed into Track 11 at 2:38 PM, eight minutes after it was scheduled to depart. Why is it that a train which arrived on a Sunday cannot leave on time on a Wednesday? That was further illustrated when I learned that since the first eastbound run that we rode to Palm Springs, the train had departed Los Angeles on time only once. Once on board, I found Jed and he joined me at my seat.
Our train to Tucson had P42DCs 130 and 9, transition 39017, sleepers 32015 and 32113 "Vermont", diner 38063, lounge 33033, coaches 34137, 31005 and 34028 with sleeper 32039; the last two cars were the Texas Eagle section. We departed at 3:05 PM and made our way out of Los Angeles via San Gabriel. Conductor Fred Banuelos took our tickets then in the trench, we were stopped by a westbound Union Pacific stack train and Union Pacific 147 West before we could continue east. The Sunset passed the San Gabriel Mission before we rolled through El Monte and the City of Industry as Jed and I sat in the lounge car, then departed Pomona at 4:26 PM {3:11 PM} and a few minutes later, Ontario at 4:36 PM {3:24 PM}. We talked with R.W. Willford, a retired CSX engineer from Florida who served 42 years and 8 months, owns 11 tractors and married his second wife on Amtrak's Silver Star at MP A 832 on December 9th, 2000, then ran with no delays through West Colton, but were stopped at CP Rancho by Union Pacific 4509 West and further delayed at the BNSF crossing by Metrolink train 804. After that, it was a fast trip up San Timiteo Canyon.
The Sunset Limited climbed the final mile into Beaumont before we descended Beaumont Hill to Palm Springs, which we departed after a fresh air break at 6:37 PM {5:06 PM} and came through Indio in a rainstorm.
The sun set behind the San Jacinto Mountains.
We paralleled the Salton Sea in the last light of day then Jed and I had a 7:30 PM dinner reservation and were seated with two people who never said a word during dinner. I enjoyed a New York Strip and a chocolate sundae, with Jed savouring rack of lamb as we travelled into the desert while darkness took hold. We paid for our meal as the train arrived at Yuma and after I enjoyed a brief fresh air stop, we departed at 8:42 PM {8:24 PM}. The Union Pacific dispatcher did an excellent job of running us across the desert and we made up over an hour that we had lost. Jed and I talked for about an hour in the lounge car before I went back to our seats for a nap until Maricopa. After a quadruple stop, we departed at 11:38 PM {11:17 PM} and Jed and I sat in the lounge car the rest of the way to Tucson.
4/23/05 Midnight came and went with Jed watching me go from Day 3,747 to Day 3,748 days of sobriety. We arrived into Tucson at 12:55 AM {1:35 AM}, ending an excellent trip on the eastbound Sunset Limited.
Tucson 4/23/2005We walked from the restored Southern Pacific station across the street to a very lively Hotel Congress on a very early Saturday morning.
Hotel Congress 4/23/2005We checked in for our two-night stay and this room on the second floor would be our base for our visit. The Hotel Congress was built in 1919 to serve the growing cattle industry and rail passengers of the Southern Pacific. On January 22, 1934, a fire started in the basement and spread up the elevator shaft to the third floor. The fire led to the arrest of John Dillenger who was residing on the third floor under an alias.
We went up to the second floor to room 203 and the noise from the bar was very noticeable until 2:00 AM when it closed. I slept well, other the noise from the many freight trains that blow the horns for the nearby crossings and awoke up 7:45 AM, showered and caught up on the story as I waited to use the hotel's computer in their business center. Jed and I went to the Cup Café in the hotel for breakfast where I enjoyed a waffle and sausage meal.
We walked back to the station to see Southern Pacific 2-8-0 1673, built by Schenectady Locomotive Works in 1900. It was based in Tucson and operated primarily in southern Arizona hauling freight trains, logging over a million miles in service before retiring in 1955. It underwent several major overhauls and alterations during this period. 1673 had a brief role in the 1954 film "Oklahoma", for which it was fitted with a diamond stack and other turn of the century equipment. By 1955, the engine was seeing little use and mainly sitting in serviceable storage. That year, it featured in a publicity photo shoot in Sahuarita, Arizona. It also featured that year in SP's 75th anniversary celebration in Tucson, hauling an excursion train from the SP Depot to the Pacific Fruit Express yard.
The steam engine was presented to the City of Tucson in 1955 and went on display in front of the then Pioneers Historical Society, later the Arizona Historical Society. In 1962, it was moved to Himmel Park and sat there for many years, exposed to the elements, gradually deteriorating and suffering periodic vandalism and theft of equipment, including its builder's plates and gauges. By the early 1990's, 1673 was in bad shape and facing disposal, but a group of volunteers, the 1673 Task Force, was formed to preserve the engine. In 1992, the locomotive was added to the National Register of Historic Places and, by 1994, it had been taken apart, sandblasted, cosmetically restored and reassembled. In December 2000, the engine was moved out to the Southern Pacific Depot in downtown Tucson and, by 2002, a shelter and security fence had been erected around it. In 2005, it opened to public display following completion of restoration.
On the left is Wyatt Earp (1848-1929), a legendary frontiersman of the American West, who was an itinerant saloonkeeper, gambler, lawman, gunslinger and confidence man. On the right is Doc Holliday (1851-1887), a dentist by trade, who became an icon of the American West and was close friends with fellow gunslinger Wyatt Earp.
This statue commemorates the revenge killing of Frank Stilwell. On March 18, 1882, in the aftermath of the Gunfight at the O.K. Corral, Morgan Earp was murdered by unknown killers, in Tombstone. Two days later, Wyatt Earp, Doc Holliday and a few other men were escorting the injured Virgil Earp and his wife to Tucson, with their final destination being California. While at the Tucson train station, Wyatt Earp learned that Frank Stilwell, one of the individuals suspected in the Morgan Earp murder, was lurking in the area. Earp, Holliday and the others pursued Stilwell along the train tracks, eventually catching and killing him.
We walked over to the Old Pueblo Trolley via the 4th Street subway under the former Sunset Route. From the Hotel Congress to the shops, you take 4th Street to 8th Street and turn left to the shops.
Old Pueblo Trolley 4/23/2005The volunteers were working on the Brussels 1511 car when we arrived but took the time to take us into their office for a discussion about the operation. Gene Caywood, is Chairman of the Board, and Dick Guthrie, President and Chief Operating Officer, spoke with us about the history and operations.
Old Pueblo Trolley History
Electric streetcars began operating in Tucson on June 1, 1906, as a replacement for horse-and-mule-drawn streetcars and for the next 24 years they transported Tucsonans through bustling shopping and residential areas. By 1930, urban growth expanded beyond the University of Arizona and outpaced the ability of streetcars to provide adequate service, so at midnight, December 31, 1930, rail streetcar operation in Tucson ended for good...at least until Old Pueblo Trolley came along.
As part of the 1985 University of Arizona Centennial celebration, a group was founded in early 1983 to bring back the trolley. The dedicated efforts of this small group of people evolved into Old Pueblo Trolley, a nonprofit operating transit museum dedicated to education and the preservation of public transportation history in Tucson and Arizona. Old Pueblo Trolley's main focus was the operation of historic trolleys from the Fourth Avenue Business District to the main gate of the University of Arizona on Friday nights, Saturdays and Sundays until the development of the modern streetcar.
These days, OPT does much more than run streetcars. We also collect, restore and maintain historic streetcars and buses, train our volunteer conductors and motormen, publish and display historical research, and support efforts to expand public transportation.
The Southern Arizona Transportation Museum opened as a division of OPT on March 20, 2005. This addition to OPT's museum offerings provides visitors with a look at railroading in southern Arizona and the impact on Tucson. The museum also displays, maintains and continues to improve the condition of retired SP Locomotive 1673, mogul M-4 class locomotive. The museum hosts groups of all ages, from the young children to the senior citizens. It is the work of volunteers and the financial support of members that make all this happen.
Tucson public transportation began in 1879 when Bill Morgan started Herdic service. The Herdic, a closed body horse drawn carriage with rear entrance and side seating, ran from downtown to Nine Mile Water Hole, a local stage stop. With the arrival of the Southern Pacific Railroad in 1880, the route was changed to serve the depot on Toole Ave. Tucson's first street railway was incorporated on September 9, 1897, as Tucson Street Railway. Service to the University began on May 12, 1898. TSR used two types of mule drawn cars, the open type having seats in rows and the closed with Herdic like seating. Each had room for about sixteen passengers and could be driven utilizing a combination of mules or horses.
From 1898 to 1900, TSR ran a line from the Southern Pacific depot to the University of Arizona campus via Congress, Stone and 3rd Streets with a branch line west on Pennington. Service was expanded between 1902 and 1904 to include an extension along the north side of the University of Arizona and additional routes south of downtown including to Elysian Grove which was a 25 acre park noted for its floral displays, amusement park and man made lake. A 1904 TSR report showed an inventory of seven cars, 8 1/4 miles of track and 34 head of livestock. Horse cars ran in Tucson for eight years and were infamously unreliable, as schedules were seemingly at the mercy of the animals.
Tucson Street Railway became Tucson Rapid Transit Company in June 1905, a name which would be maintained in Tucson until 1967. TRT purchased five double truck, two man electric streetcars which had originally been used in Los Angeles. Painted yellow, and renumbered 1 to 5 each car could carry thirty passengers with room for standees. After heavier track was laid and overhead wire was strung, Tucson entered the electric streetcar era on June 1, 1906. In 1915, four new cars, numbered 6 through 9 were purchased from the Wason Manufacturing Co. These were one man single truck cars of light construction, specifically designed for TRT. Each held about twenty people seated on side facing benches reminiscent of the Herdics of 30 years previous. In 1924, three used cars were purchased to supplement the fleet: Number 10, a single truck, one man Birney Safety Car from Douglas, Arizona with a 32 passenger capacity, and Numbers 11 and 12, both single truck Southern Car Company cars from Trinidad, Colorado.
Buses were added to the TRT fleet starting in 1925. Fifteen-minute service was maintained around the University on 6th Street, Campbell and Speedway. In 1930 a petition to have the trolleys replaced by buses was narrowly passed by the City Council and at midnight on December 31, 1930, the streetcar age in Tucson ended as Car Number 10 made its final run.
Old Pueblo Trolley is a volunteer, non-profit corporation founded in 1983 to "Bring Back the Trolley" that once connected downtown with the university. With that as the first goal, volunteers installed track and overhead electric line, and restored and operated trolleys for over 18 years until the City removed the infrastructure for construction of their modern streetcar. The initial purpose of the organization was much broader. Thus in the intervening years, the organization has evolved into three divisions. The Street Railway Division restores and operates the trolleys. The Motor Bus Division preserves, restores and someday hopes to operate transit buses used in Arizona cities. The Museum Division operates the Southern Arizona Transportation Museum located at the historic Southern Pacific Railroad depot.
The TrolleysHankai Electric Tramway streetcar 255, ex. Kyoto City Lines 1869, nee Kyoto City Lines 869 built by Aichi-Fuji in 1953. The reconstruction of Japan during the occupation of allied forces after World War II included the re-manufacture of 1920's vintage streetcars but due to their age, this was a temporary measure. As soon as possible, hundreds of new streetcars were constructed to a more or less standard design. As originally constructed, it was designed for two-man operation (motorman and conductor) with four doors, one in each corner. After several years, it was renumbered 1869 when converted to one-man operation by closing the front right door on each side (since Japanese traffic travels on the left side of the street) and opening a center door. It continued to run on the city lines in Kyoto until 1972 when service was discontinued in favor of buses connecting to the subway system.
Six Kyoto cars were then sold to the suburban Hankai Electric Tramway of Osaka. It ran there until June 9, 1992 when it was retired and purchased by Old Pueblo Trolley and shipped to Tucson, arriving in November 1992 in time to be part of the opening celebration of the re-establishment of electric streetcar service on April 17, 1993. When it arrived in Tucson, it was in its center door configuration with a rice wine advertising paint scheme. The poor-quality paint applied for what was intended to be a short-term use deteriorated rapidly in our hot Arizona sun. So in May 1994, 255 was removed from service and what started as a simple repainting turned into a major rebuilding as the center doors were closed and right end doors opened up to return it to its original 1953 Kyoto configuration. It re-entered service in June 1995 as Kyoto 869.
Being repaired from a car accident was Tramways Bruxellois 42 passenger streetcar 1511 1967, nee Tramways Bruxellois 1400, built by Ateliers Metallurgiques de Nivelles in 1936. Car 1511 is a typical "tram", as electric streetcars are called in Europe and was one of 685 cars built between 1934 and 1938 that were known as "standard motor cars". Officially, the building of these cars was called a "transformation" because Tramways Bruxellois was prohibited from building completely new cars, so they dismantled cars dating from 1905 to 1920 with the intent of using the still serviceable parts in the new cars. In practice very few older parts were used, and no individual mid-1930s car can be traced to any specific earlier car. These cars were numbered 1001-1236, 1241-1455, 1601-1603, 1801-1840, 1884-1899, 1931-1963, 3379-3399, 3401-3500, 3801-3805 and 3856-3871. All these cars were painted in a "yellow hollyhock" paint scheme with blue trim, and tan and black trucks, that has been used in Brussels since 1913 and continues in use to this day on modern trams.
Sometime between 1947 and 1951, modifications were made equipping the "standard motor cars" with automatic doors, a new seating arrangement and a fixed post near the rear door for the ticket collector. Prior to that, the seating arrangement in the front compartment was the same as that in the rear compartment. Originally, the front compartment was first class (higher fare) and the rear compartment was second class.
After a more extensive remodelling in October 1967, the "standard motor cars" were equipped to haul trailers, thus the piping and electrical sockets on the rear. During its days as 1400, it would have hauled a trailer when needed during peak hours. During the 1967 remodelling, the trailers were remodelled too. While the trailer hauling capability was retained on the 1500 series cars, in practice the trailers were used only with the 1600 series cars which were "two agent (two employee - motorman and conductor) cars". Trailers were not used with the 1500 series cars that were mainly "one agent cars", but could be converted to "two agent cars".
In 1967, car 1511 was one of 15 trams remodelled for intended for use in the pre-metro tunnels. This remodelling was designed to allow either one or two man operation depending on the line to which it was assigned. It included lighted roll type destination signs instead of the previous wood plates mounted on the roof, and florescent interior lights instead of tulip shaped shades over incandescent bulbs. In addition, these cars had the right side windows sealed due to the narrow clearance, the side, roof mounted advertising signs lowered and a new "driving cab" installed. After the modifications were made, insurance underwriters would not allow the use of these cars in the subway due to their wood construction and lack of an automatic brake system.
Car 1511 was usually used on route 62, but was part of a group assigned for use on routes 88, 63, 76, 81, 41, 45, and 62. Since Brussels is a bilingual city, all the signs in the car appear in two languages, French and Flemish (Dutch). On the destination signs, red is used for "Depot" (carbarn), blue for special things like training, and yellow for special events (charters). The latter would also show a "S" (for "special") in place of the route number, and the Brussels trolley museum now uses an "M" for "museum". A slash through the route number indicated a shorter route, i.e., a trip where the entire length of the route was not covered, often called a "short turn" in America. Other than mentioned above, there is no significance to the colours on the destination sign except to help distinguish a particular route at a distance. Car 1511 now has an older destination sign in the front and a newer sign in the rear. The newer sign has small symbols, an "M" in a square indicating that the route connects to the underground Metro (subway), and a "T" with an arrow in a circle indicating that the route connects to the tunnel where streetcars ran, but which has since become part of the Metro.
In 1980, Car 1511 ended up in Phoenix, Arizona on display in front of Entz-White hardware store at 909 East Camelback Road. They repainted it with a lighter yellow, changed the number to 909 to reflect the address of the store and decorated the car with a long line of blue "EW's" across its length. In 1982, it was moved inside the store for use as part of a coffeehouse or café called "Jacksons". At that time, it was painted red with large letters across the front and the door side announcing the business name. About 1985, Rodney and Candice Wattis purchased it at a bankruptcy sale and representatives of Old Pueblo Trolley approached Mr. Wattis concerning the car. However, since there was ongoing discussion about a possible heritage trolley line in downtown Phoenix, Mr. Wattis wished to keep it. He was a developer who bought and sold properties regularly. Initially he kept the car inside in a warehouse downtown. Later he had it moved from property to property and even had a metal cradle made so it could easily be picked up by a crane. Eventually, it ended up in the backyard of his east Phoenix home.
When his wife tired of looking at it, he approached Old Pueblo Trolley about donating. On December 15, 1994, Fred Bennett of the San Jose Historical Museum completed an appraisal placing the value of the car at $80,000. Satisfied with the appraisal amount, Mr. Wattis donated car 1511 to Old Pueblo Trolley on December 29, 1994 and it was moved to Tucson in April 1995.
Tram 524 was under restoration under a tarpaulin. In January 2003, Old Pueblo Trolley received Lisbon, Portugal, Tram 524 from the City of Aspen, Colorado, one of six purchased 28 years ago by a private individual for a proposed vintage trolley line for Aspen. The trams were covered with tarps and stored in a field owned by the City of Aspen. As the years wore, on the citizens of Aspen waxed and waned about having a tram line running in the small central business district. After the fourth vote, where the citizens of Aspen voted a resounding "no, we don't want trolleys in Aspen", the city government offered these trams to museums. We were given two, one of which was "bundled up" by volunteers, Eric Sitiko and Dave Johnson and sent on its way to Tucson.
Tram 524 was built by J.G. Brill in 1924 and is a typical Brill six-window, single-truck double-ended tram that was manufactured and also copied all over the world. They were designed for a number of track gauges, in the case of Lisbon, the track gauge is 900 millimeters, or slightly under three feet between the rails. This tram body is also designed for meter gauge and the standard gauge we have in Tucson. Lisbon had almost 100 similar trams operating up to the 1960's. Their small size is ideal for the narrow streets in the older, historic sections of the capital of Portugal. Today there are 45 of these trams still in daily service. In the 1970s and 1980s, 35 of these trams were modernized with new electrical and mechanical systems while retaining their original interior classic varnished dark wood work. At the same time the cars were made to be single ended and the routes they ran on were equipped with loops at each end.
There are still five tram lines in Lisbon, four of which are served by these 90-year-old vehicles. The other tram line also has ten modern light rail vehicles which are mingled with the older cars. The remaining ten 1920s trams have been restored, retaining their double ended configuration and are in daily service on two historic routes which cover the older parts of this historic city. To the north of Lisbon lies Oporto. This city operates standard gauge Brill trams of the same vintage in daily service. These original Brill built trams are of the seven-window variety so are slightly longer with a capacity of three more passengers. A number of the Oporto trams operate in the United States with the largest number found in Memphis, Tennessee.
The Lisbon/Aspen car is very similar to Prescott and Mt. Union No. 1 which ran 90 plus years ago between Prescott, Arizona, and the US Calvary Fort Whipple six miles to the northeast. Noting the similarity, this car is being restored as the Prescott car. The biggest modification will be the re-gauging of the single truck from 900 millimeters to the standard gauge used in Tucson. The motors and air compressor have been remanufactured and the wheels have received new steel tires. With the change of standard gauge the old axles have been replaced. The body was jacked up in order to replace the composite steel and wood beams which make up the frame. Both ends will receive new steam-bent poplar wood rooves and the early 1960s modification done by the Lisbon shops to remove the controls from one end have been reversed so that the car will once again be doubled ended. This will allow it to be run in either direction.
The trucks of Tram 524. After we looked around the shop grounds, we walked down to their storage yard.
Old Pueblo Trolley PCC car 4608, ex. Toronto Transportation Commission 4608 1990-1996, nee Toronto Transportation Commission 4544 1951-1990 built by St. Louis Car Company in 1951. It arrived here on June 19, 1996 and was one of seventeen TTC PCC cars that went out of service at midnight on Friday, December 8, 1995. Old Pueblo Trolley, an active member of the Association of Railroad Museums, was contacted the first week of December 1995 by Tom Twigge of the Halton County Radial Railway Society Museum about interest in purchasing one of the Toronto cars. OPT responded with a yes to Tom and set forth to give him a list of US ARM member museums interested in purchasing the PCC's. At that time, we also arranged to purchase one of the cars for Phoenix. OPT COO Dick Guthrie flew to Toronto in early April to make the final arrangements with the TTC for bringing the two PCC's to Arizona. Tom Twigge had devoted almost the entire time between December 1995 and July 1996 to the effort to have the 17 TTC PCC's find homes in operating museums. His was the work which opened the opportunities for the rest of us and, without Tom's great work, the story may have been significantly altered.
The two Arizona cars were shipped in May 1996 arriving in mid-June with Car 4607 destined for display at the City of Phoenix Transit System's new Central Station, and Car 4608 destined for Tucson. Car 4608 was unloaded on a section of wide gauge snap track located at our shop area on June 20, 1996. Tom flew down to Tucson as our guest the first weekend of August 1996. OPT volunteers closed the street in front of our "barn" and connected up 115.5 feet of wide gauge snap track and a long 600 volt extension cord.
Old Pueblo Trolley 44 passenger streetcar 860, nee Los Angeles Railway 860 built by American Car Company in 1912. It is being used as a parts source for the restoration of Los Angeles Railways 733.
These cars were part of a fleet of nearly 750 similar cars acquired after the type was standardized in 1902. Designed for Henry E. Huntington, who at that time controlled both Los Angeles Railway ("the yellow cars") and the Pacific Electric Railway ("the red cars"), the style became known as the Huntington Standard. It featured a five-window front, the two corner windows sporting elegant curved glass at Huntington's insistence. It was a double-ended car with controls at both ends enabling operation in either direction without being turned around. It also had a "California" style body, characterized by an enclosed center section where one could sit when the weather was bad, and two end sections open to the balmy breezes more common to Los Angeles.
As first designed, there were no doors or gates, and the sides of the open sections were enclosed only by steel mesh. Canvas roller curtains provided the only shelter. Soon after Car 860 was delivered, a program was begun to refit the Huntington Standards with solid steel side panels on the open sections and add folding doors. This was typically done when the cars were in for overhaul or modification and the program was not finished until well into the 1920's. Although LARY was famous for rebuilding cars at the drop of a hat, and many Huntington Standards went through several variations, both cars 733 and 860 were little changed after this modification until their retirement, car 733 in 1940 and car 860 in 1945.
The first three electric streetcars in Douglas, Arizona (which arrived in 1906) were of a style identical to that of the most modern cars in Los Angeles according to the Douglas Daily Dispatch. Since no original Douglas car bodies have been found, OPT initially acquired car 860 with the intention of painting it for the Douglas Street Railway when restored.
Old Pueblo Trolley 44-passenger streetcar 733, nee Los Angeles Railway Company 733 191-1945 built by St. Louis Car Company in 1911.
These cars were part of a fleet of nearly 750 similar cars acquired after the type was standardized in 1902. Designed for Henry E. Huntington, who at that time controlled both Los Angeles Railway ("the yellow cars") and the Pacific Electric Railway ("the red cars"), the style became known as the Huntington Standard. It featured a five-window front, the two corner windows sporting elegant curved glass at Huntington's insistence. It was a double-ended car with controls at both ends enabling operation in either direction without being turned around. It also had a "California" style body, characterized by an enclosed center section where one could sit when the weather was bad, and two end sections open to the balmy breezes more common to Los Angeles.
As first designed, there were no doors or gates, and the sides of the open sections were enclosed only by steel mesh. Canvas roller curtains provided the only shelter. Soon after Car 860 was delivered, a program was begun to refit the Huntington Standards with solid steel side panels on the open sections and add folding doors. This was typically done when the cars were in for overhaul or modification and the program was not finished until well into the 1920's. Although LARY was famous for rebuilding cars at the drop of a hat, and many Huntington Standards went through several variations, both cars 733 and 860 were little changed after this modification until their retirement, car 733 in 1940 and car 860 in 1945.
After an excellent tour, we said a brief goodbye, knowing we would be seeing them again in a few hours. We were told about the new museum at the station, so Jed and I walked back over there.
Southern Arizona Transportation Museum 4/23/2005Southern Pacific Tucson station built in 1907 and designed by the railroad's architect, Daniel J. Patterson, who designed a number of depots during the same era, including the San Antonio station. In the mid-20th century, into the latter 1950's, four trains a day departed both west and east.
Departing west toward Los Angeles Union Station via Yuma in the morning was the Argonaut (bypassed Phoenix to the south), to circa 1957 and the Sunset Limited, which continues to operate today. Departing west toward Los Angeles Union Station via Phoenix and Yuma in the mid-afternoon and the evening was the Imperial (to 1958) and Golden State (to 1968).
Departing east toward Chicago's LaSalle Street Station via the Golden State Route in the midnight hours was the Imperial and Golden State. Departing east toward New Orleans Union Station via the Sunset Route and Houston in the daylight morning hours was the Sunset Limited and the Argonaut.
In 1998, the City purchased the entire depot property from the Union Pacific Railroad, which had absorbed the Southern Pacific. Restoration of the main depot building and the three adjacent buildings, to their 1941 modernized Spanish Colonial Revival architectural style, was completed in 2004. Spanish Colonial Revival elements include the stuccoed brick walls, red clay roof tiles and colourful, decorative tilework in the waiting room. The station and other railroad buildings are included as contributing resources to the National Register-listed Tucson Warehouse Historic District.
As we explored this brand new railroad exhibit, we met Sharon Rise, who was the Librarian/Curator and she informed us about the museum which opened on March 20th in the building that was once home of the Division Records Office of the Southern Pacific Tucson Division. We watched the three excellent digital video screens that showed not only the history of the Southern Pacificm but also the history of Tucson. We then had the pleasure of talking with Laura Caywood-Burlar, who was Director of the Museum. The Southern Arizona Transportation Museum was excellent and should be visited if you visit Tucson.
As Jed and I were looking at Southern Pacific 1673, a Union Pacific freight with Norfolk Southern power leading was on its way east. We walked back to hotel to rest before riding Old Pueblo Trolley.
Old Pueblo Trolley Ride 4/23/2005Car 869 ready to start the first trip of the day once the pantograph was raised.
The interior of the tram.
At the junction of the wye from the shops to trackage on 4th Street.
The forward view looking north up 4th Street.
Looking south towards the end of the track where the trolley stop is located. In the future, the trolley will be extended through the underpass by the Amtrak station and over into downtown Tucson.
The view north before the first run.
Car 869 waiting for the first run north of the day. Cones are put in front of the station at the end of the line so people know where to wait to board.
The ride on 4th Street; there is a passing siding just before the tracks turn east.
Car 869 turning east onto University Avenue.
Travelling on University Avenue towards the University of Arizona. These are the orginal tracks once part of the Tucson Streetcar system.
At the University Avenue stop.
As a favour, the crew took us to the end of the track in front of the university. They do not normally run here due to the parallel parking on University Street, which causes tight and crowded traffic congestion.
Car 869 between trips at the University Avenue stop.
We made our way back down University Avenue.
Four round trips were made, much to our enjoyment, before we detrolleyed at the shop stop, where it started to rain the biggest drops I had ever seen. We returned to the hotel two very satisfied people then sitting in the room, Jed asked me, "Where was their power station?" Since I did not have an answer, I suggested that we walk back over and take one more ride to ask. Once back on board 869, we learned that there is a box in their yard that takes 480 AC from the Municipal Power Company and converts it into 600 volt DC.
We really enjoyed the five trips on Old Pueblo Trolley and a special thanks to Motorman Sam Haney and Conductor Noel Price for the great rides. We walked back to the Hotel Congress for a bit of rest before going to the Barrio Grill where I had an excellent large steak and Jed enjoyed a sausage platter.
We returned to the room and each took a three-hour nap as the day had wiped us out. At 10:00 PM, we walked over to Amtrak so Jed could get a ticketing error fixed then found out from the agent that our train would arrive at 11:15 PM, which, if true, would be five minutes early. We walked around a very lively downtown Tucson before returning to the room to pack for the trip home then checked out of the Hotel Congress. A very special thank you to Patty, the hotel manager and her entire staff, for making our stay at the Hotel Congress so enjoyable.
We walked back across the street to the Amtrak station and took pleasure in the very warm wind outside waiting for the Sunset Limited to arrive. However, it started to pour so we moved under the cover of the station arches until 11:27 PM.
Sunset Limited 4/23/2005The Sunset Limited arrived with P42DCs 95 and 839, baggage 1161, transition 39016, sleepers 32038 and 32070 "Alabama", diner 38048, lounge 39039, coaches 34008, 31101, 34058 and sleeper 32080 "Idaho". I waited in the lower level as Robert went upstairs to make up Room 4 for my trip to LAUPT.
4/24/2005 Midnight came and went with me now on Day 3,749 of my sobriety as I watched the raindrops hit the window as we sat in Tucson. We departed at 12:12 AM {11:59 PM} and I climbed into bed and called it a night.
I awoke just before 6:00 AM and walked back to the lounge car to meet Jed for breakfast as the train was in the siding at Wister awaiting an eastbound Union Pacific freight then went to the dining car for breakfast as the moon was setting over the mountains with the Salton Sea in the foreground. Jed and I ate with a woman from Texas and a man from Bakersfield and during our meal, we sat at Regoza waiting for two freight trains while I enjoyed French Toast and sausages.
The San Jacinto Mountains near Thermal.
The Little Chocolate Mountains, where Joshua Tree National Park is located.
After passing through Indio, the Sunset Limited started the climb over Beaumont Hill, passing the rows of tamarack trees that keep the blowing sands off the rails.
Mount San Jacinto looked impressive from the Palm Springs station, which we departed at 7:58 AM {6:37 AM}.
We pulled down to the switch which was bad-ordered as Union Pacific 5147 East came down the grade through the windmill fields.
Minutes later, the Sunset Limited crossed the Whitewater River.
We ran upgrade through the location of the former SP West Palm Springs siding, now a crossover location, on the very busy Sunset Route. Union Pacific 5764 East passed by on the other track after he had crossed over in front of us.
A beautiful rainbow welcomed us near Cabazon.
The first of three westbound Union Pacific freights blocked the best views of Hadley's Dinosaurs. We turned the corner into a rainstorm that lasted over Beaumont Hill and down in San Timiteo Canyon, as I rode in the lounge car then we passed six westbound freights descending the canyon before crossing over at Ordway, where Union Pacific 5108 East was waiting. That was followed by another eastbound stack train with Union Pacific 4947 East behind and we were stopped by a red signal at Bryn Mawr, where Union Pacific 5743 was working a ballast train. Union Pacific 5145 East overtook us after we passed Loma Linda before we crossed over.
Our train than traversed the Santa Ana River as we passed that westbound freight that we had been following, Union Pacific 5060 West. On the bypass track at West Colton was Union Pacific 3572 West with Ferromex 3218 in the two-unit consist. We came to halt at CP Sierra for a freight train to clear into West Colton Yard then ran through Guasti siding to get by Union Pacific 5782 West and on to Ontario, departing there at 10:39 AM {8:05 AM}. It was then west to Pomona at 10:48 AM {8:15 AM} and on to El Monte, where we waited for Metrolink 385 to clear the station.
The Sunset took the Metrolink route into LAUPT, where we arrived at 11:36 AM {10:10 AM}, ending another interesting adventure on Amtrak's Sunset Limited.
Pacific Surfliner 774 4/24/2005Pacific Surfliner 774 arrived early and I chose a seat in the cab car, whose consist was F59PHI 450, Pacific Business Class 6807, coach/café 6307, coach 6406, Superliner coach 31046 and cab car 6903. We departed on time and made our way south with a brief pause at Pico Rivera and some slow running before La Mirada. We departed Fullerton a few minutes late before we came to a red signal at CP La Palma then received permission to pass the red signal and crossed over to Track 1, running at restricted speed until the next green signal. We stopped at Anaheim before arriving at Santa Ana at 1:26 PM {1:15 PM}, where I detrained, walked over to my waiting Geo Metro and drove home, ending yet another excellent Amtrak adventure and trip to Tucson's Old Pueblo Trolley.
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