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As one entered Train Festival 2009, you were greeted by Southern FP7 6133, nee Cincinnati, New Orleans and Texas and Pacific 6133, built by Electro-Motive Division in 1950, which was visiting from the North Carolina Transportation Museum in Spencer. You could smell steam in the air as you walked in.
Ann Arbor Railroad box car 1314 built by Pullman-Standard in 1957.
Detroit and Mackinac tank car 127 built prior to World War II. They were used as fuel-oil storage at a facility in Bay City, Michigan for many years. This and another were donated to the Steam Railroading Institute by RailAmerica in 2007, and now operates as part of our photo charter freight train and as eventual auxiliary water cars for our steam locomotives. Tank car 127 has been restored to represent a Pure Oil tank car thanks to a grant from the Gerstacker Foundation.
Ann Arbor Railroad caboose 2938 built by Wabash Railroad in 1952.
Nickel Plate Railroad 2-8-4 765 built by Lima in 1944. It was one of the Berkshire fleet known for its "superpower" technology and aesthetic charm. Once a fast-freight and passenger engine for the New York, Chicago & St. Louis Railroad - more commonly known as the Nickel Plate Road - the 765 is now a celebrated icon of American innovation and goodwill ambassador. Powered exclusively by volunteers as part of the Fort Wayne Railroad Historical Society's educational programs, the locomotive has been restored to the way it looked and sounded when it was originally built.
The plaque, mounted on the tender of 767/765, explaining the locomotive's preservation in 1963 as a "monument to a great period of development in our country -- the era of steam railroading." In the 1940's and 50's, the City of Fort Wayne, Indiana and the Nickel Plate Road sustained an interesting love-hate relationship. The iron roadbeds of the Nickel Plate, New York Central, Wabash and Pennsylvania railroads surrounded Fort Wayne. The Nickel Plate was nestled within the city; its West Wayne Yards were only blocks from downtown. The railroad's busy route on the northern end of the city kept Fort Wayne from expanding and persisted to displease motorists, who were constantly held up by the trains. Fort Wayne had already dealt with the problems inherent with ground level roadbed, as the Pennsylvania and Wabash to the south had elevated their tracks decades prior. To the north, a heated battle between the railroad and city ensued for years, with citizens chanting, "Elevate the Nickel Plate!"
With ground broken in 1947, the elevation of the Nickel Plate Road began in 1953 and ended in 1955 with a formal celebration that saw Nickel Plate Berkshire 767 parade across the elevated tracks, breaking a ribbon among station platforms crowded with spectators. A less informal event had been held some time before, when Nickel Plate Berkshire 765 became the first actual train to traverse the new rails. After earning the reputation as the "best of the west end" on the Fort Wayne Division, Berkshire 765 had been stored during its retirement in the enginehouse of the Nickel Plate Road in Fort Wayne. At the end of the steam era, several of the eminent Nickel Plate Berkshires locomotives were stored at the Nickel Plate's relatively new East Wayne yards, which had replaced the cramped quarters of the more urban West Wayne. Both 765 and 767 were among the sleeping sisters in the engine house and after sufficient slumber, 765 was fired up in 1958 to supply heat to a stranded passenger train in Fort Wayne. As other steam locomotives were scrapped, the engine would be saved at the request of the city that had once demanded the trains off the streets.
The City had asked for 767, but 765 proved to be in much better cosmetic and mechanical condition and, unlike other engines on the Nickel Plate, had been stored indoors for several years. During an inspection, 765 was deemed to be an ideal candidate for donation to the City of Fort Wayne. The roundhouse was asked to quietly change the locomotives' numbers and 765 -- renumbered as 767 -- was placed on display in Lawton Park within sight of the Nickel Plate elevation in May 1963. The real 767 was scrapped in Chicago in 1964. Fort Wayne's engine became a downtown showpiece, but after years of exposure to the elements, a group of local enthusiasts formed the Fort Wayne Railroad Historical Society to secure the locomotive for restoration. Seven days shy of the locomotive's 35th birthday on September 1st, 1979, 765 moved under its power for the first time in twenty-one years. The Fort Wayne Railroad Historical Society had become the first non-profit 501(c)(3) corporation in the world to restore and operate a mainline steam locomotive.
After a series of test runs on the Toledo, Peoria & Western in 1980, 765 would begin its rise to stardom as a fan trip favorite. Leased by the Southern Railroad for 22 trips in 1982, the locomotive earned its stripes on routes through mountainous terrain and rocketed across the midwest in later excursions out of Chicago, Fort Wayne, Cincinnati, and Buffalo, New York, to name a few. 765's reach extended as far east as New Jersey and south to Georgia, and found a calling on the head-end of the New River Trains through West Virginia, carrying behind it the longest passenger train excursions in history. Throughout the 1980's and early 90's, the FWRHS successfully partnered with CSX, New Jersey Transit and Norfolk Southern. 765 was also seen in the company of other locomotives such as Nickel Plate 587 and Norfolk & Western "Northern" 611 and their respective caretakers.
For 14 years, the locomotive proudly displayed the sights, sounds and smells of a bygone era of railroading, accumulating over 52,000 miles service entertaining and educating hundreds of thousands. In 1993, the 765 entered the shop for a complete overhaul that has since returned the engine to the condition it was in when it was first constructed. In 2005, a freshly rebuilt 765 left the restoration shop, on its way to make railroad history once again.
Pere Marquette Railroad 2-8-4 1225 built by Lima in 1941. The largest and most impressive piece in the Steam Railroading Institute's collection, it is one of the largest operating steam locomotives in Michigan. The locomotive was used for ten years between Detroit, Toledo, Flint, Saginaw, Grand Rapids and Chicago; hauling fast freight for the products of Michigan factories and farms, including war material when Detroit was the "Arsenal of Democracy", producing huge volumes of vehicles, aircraft and armaments. The Pere Marquette Railway merged with the Chesapeake and Ohio in 1947, but the 1225 continued in service until its retirement in 1951 in favour of diesel locomotives.
In 1957, the locomotive was saved with the help of Forest Akers; Dodge Motors' Vice President and Michigan State University Trustee, who saw it as a real piece of machinery for Engineering students to study. Displayed as an icon of the steam era, it sat at MSU until 1969, when a group of students took an interest in the locomotive. The Michigan State University Railroad Club was formed at that time with the ambitious goal of restoring 1225 and using it to power excursion trains that would bring passengers to football games at the university. In 1982, under the newly-evolved Michigan State Trust for Railway Preservation Inc, the donated locomotive was moved to the former Ann Arbor Railroad steam backshop in Owosso where the restoration continued until 1985 when it moved under its own power for the first in 34 years.
Scene of the large crowd and steam engines.
Little River Railroad 0-4-0 1. Not too much is known about this engine, including when it was exactly built, although the frame and wheels were built in 1908. It is most likely a combination of numerous locomotives of its type and was purchased from the LaPorte County Steam Historical Society in LaPorte, Indiana in 2000 and after three years of restoration, made its first run in over 35 years in 2004. It serves as a back up to Little River 4-6-2 110 at the Little River Railroad in Coldwater, Michigan.
Flagg Coal Company 0-4-0 75 was steaming around the grounds on its track. Owned by John and Barney Gramling of Indiana, it is a 40 ton saddle tank locomotive built by Vulcan Iron Works of Wilkes Barre, Pennsylvnia in 1930. The 75 went into service in December 1930 as Flagg Coal Company 2 in Avoca, PA where it was used as a switch engine. In 1935 it was sold to the Solvay Process Co. in Jamesville, NY and renumbered 75. There, it was used to push four-wheel hopper cars from the steam shovel to the crusher at the rock quarry. In the early 1950's the Solvay Process Co. disbanded their railroad operation in favour of trucking and in 1953, No. 75 and twelve other locomotives were sold to Dr. Groman and his planned Rail City Museum in Sandy Pond, New York. There, the locomotive sat untouched until 1991 when John and Byron Gramling purchased it with the intent to restore it to operating condition. The father-son duo painstakingly disassembled the locomotive, moved it to their shop in Ashley, Indiana and over the course of the following ten years returned it to service, completing it in October 2001. Since then, the steam engine has since travelled as far as Florida, Michigan and North Carolina as a living, breathing ambassador of American steam railroading.
Viscose Company 0-4-0 6 built by Baldwin in 1924 for the American Viscose Company in Roanoke, Virginia In the early 1960's, it was sold to the Gem City Iron & Metal Company in Pulaski, Virgina. In September 2004, it was purchased by Scott Symans of Dunkirk, New York and went through a three-year restoration to operating condition. Viscose Company 6 has been operated on the New York & Lake Erie Railroad out of Gowanda, New York on several occasions, as well as on the Lorain & West Virgina Railway in Wellington, Ohio.
Huron and Eastern GP40-2 9712, ex. Central Michigan 9712, nee Canadian National 9654 built by Electro-Motive Division in 1976. Since 2009, it has been re-numbered 3036.
Flagg Coal Company 0-4-0 75 moving about.
Pere Marquette Railroad caboose A909 built by the Magor Car Company in 1937. Cabooses of this style were used on every freight train hauled by Pere Marquette 1225. In 1950, A909 was relettered to the Chesapeake & Ohio and went on to serve the C&O Railway and Chessie System until its retirement in July 1983, after which it was donated to the Michigan State Trust for Railway Preservation. The "A" stands for accommodation.
Central Pacific 4-4-0 63 "Leviathan", a replica built by David Kloke to the same standard and patterns of the original 1868 Schnectedy Locomotive Works engine. Train Festival 2009 was the debut of this steam engine.
As per history, this brand-new engine has its name on its cab.
Great Lakes Central GP35 391, ex. Tuscola and Saginaw Bay 391, nee Ann Arbor Railroad 391 built by Electro-Motive Division in 1964. I then went inside the roundhouse.
Mississippian Railway 2-8-0 76 built by Baldwin in 1920 as Jonesboro, Lake City & Eastern Railroad Company 40. It was re-numbered 76 when leased to the St. Louis-San Francisco Railway in 1925. In 1947, it was sold to the Mississippian Railway in Amory, Mississippi. Twenty years later it was sold to Sloan Cornell to operate on the Penn View Mountain Railroad at Blairsville, Pennsylvania. Then in 1976, it moved along with Sloan Cornell's operation to the Gettysburg Railway in Gettysburg, Pennyslvania.
The Mississippian Railway was established in 1923 to haul lumber products from Fulton to an interchange with the Frisco in Amory. In 1944 a bentonite plant was built in Smithville to take advantage of a deposits discovered there which lead to a surge in business and gave the line its nickname the "Bentonite Road". By 1968 the Smithville bentonite deposits had been depleted and the plant was closed, although several Fulton industries continued to provide traffic for the railroad.
Detroit and Mackinac 44 ton switcher 10, nee Minneapolis and St. Louis D742 built by General Electric in 1942.
Steam Railroading Institute I-B2 25 ton switcher "Mighty Mouse", nee Shelby Grain and Feed built by General Electric in the 1940's, purchased at auction in August 2008 and is the Steam Railroading Institute's yard switcher.
The auxiliary tender of Southern Pacific 4-8-4 4449.
Michigan State Trust for Railway Preservation sleeping car 2624, nee Chesapeake and Ohio 10-6 sleeper 2624 "City of Ashland" built by Pullman-Standard in 1950.
Michigan Artrain baggage-dormitory 1610, ex. Amtrak 1610, exx. Amtrak 1426, nee United States Army hospital car 89516 built by St. Louis Car Company in 1952.
Michigan Artrain baggage-dormitory 1614, ex. Amtrak 1614, exx. Amtrak 1404, nee United States Army hospital car 89552 built by St. Louis Car Company in 1953.
A Grand Trunk Western crane.
United States Army troop sleeper 1701 built by Pullman in 1943. It was later sold to Pere Marquette, re-built to a baggage car, sold to the Chesapeake and Ohio who re-built to maintenance-of-way car.
Train Festival 2009 ground scene.
Under a large tent were model railroads where layouts of various gauges were drawing spectators.
There was an area of operating live steam trains which offered rides.
A view of the grounds.
In another tent were the vendors and here is Matt and Randy at the Depot Inn & Suites/Train Party/Silver Rails Resort table.
Pere Marquette 2-8-4 1225 which developed a boiler tube problem so would not be pulling our train tomorrow.
Always looking good was Southern Pacific 4-8-4 4449. I browsed the vendors tent and visited with Steve Barry of Railfan and Railroad Magazine then Matt, Randy and I left the festival and drove to Durand.
DurandThe Village of Vernon Center (now Durand) was built up around the railroads in the late 1850's. After the rapid expansion of the railroad in the 1870's, the Village incorporated itself as Durand in 1887. Durand Union Station was designed by Spier and Rohms and originally built in 1903. Eighteen months afterward, it was almost completely destroyed by fire and rebuilt in 1905.
This was a very busy station as the Grand Trunk Western and Ann Arbor Railroads crossed at grade there. During the early 1900's when the railroad industry was at its peak, 42 passenger trains, 22 mail trains and 78 freight trains passed through Durand daily. Durand Union Station handled approximately 3,000 passengers per day, making it a prospering hub of the industry.
America came into maturity riding the rails. The railroad helped build, shape and define the America we live in today. Railroads helped open the frontiers to settlement, and soon after, to industrialization. The decline of rail traffic started at the end of World War I and culminated in 1974 when Grand Trunk determined it could no longer justify the cost of maintaining the station. Abandoned, the old depot's destruction appeared imminent, but the community rallied to save it and in 1979, the City purchased it for $1.00. Since then, it has become the State Railroad History Museum.
Durand Union Station itself reminds us of the golden years of railroading. The Depot captures the rich essence of railroading during its reign of glory. The building contained a formal dining room as well as a snack counter complete with swivel stools and a rack of comic books selling for a nickel each, you could also buy a daily paper from a nearby newsboy. A large postal box collected the mail, which was sent by rail to its destination. The second floor of the building held railroad offices and a sleeping area for train crews. The lower level of the massive depot, once the second busiest train station in Michigan, has been renovated to its original grandeur. Terrazzo floors gleam, beautiful oak-trimmed windows provide views of the surrounding tracks, and the restored ticket cage is reminiscent of the turn of the century. Because of its unusual Chateau Romanesque architecture, the Durand Depot has gained prominence as one of the most photographed train stations in America.
Passengers still walk the corridors of the depot to board their train. The Amtrak Blue Water eastbound to Port Huron and westbound to Chicago make daily stops at the Durand Union Station. Thirty or more freight trains pass the station daily providing for excitement and photo opportunities for rail fans on a regular basis. All the activity proves that while waiting on the depot platform, people can still experience the sights and sounds of railroading and imagine what it was like decades ago.
The depot is also the State Railroad History Museum, an educational and entertaining source of Michigan's rich railroad history. The museum gallery features new exhibits several times per year to pay tribute to the colorful heritage of the railroader, and to the contribution of Michigan's railroads to lumbering, mining, agriculture and industry. The Museum Information Center and Archives contains a wealth of railroad information for rail enthusiasts, researchers and genealogists. Included in the collection are photographs, ledgers, technical railroad information, union materials and a variety of other documents pertaining to railroading in Michigan.
At Kiwanas Railroad Park opposite the station is Grand Trunk Western Railroad baggage car 8812, nee Canadian National colonist sleeper 2791 built by Pullman in 1919. It was rebuilt to a baggage car in December 1938 and leased to Grand Trunk Western as GTW 8812.
Crossing gate tower M-25.
Grand Trunk Western Railroad 4-6-2 5632 built by Baldwin in 1929 and donated to the City of Durand in 1961. Next we drove to a location across from the station.
Grand Trunk Western caboose 75003, nee Santa Fe 1647 built by American Car and Foundry in 1928. It was rebuilt twice by the Santa Fe before the Grand Trunk Western purchased it in 1969. Upon delivery, it was re-numbered to 75003 to match the local standard. This caboose was used around the Durand area until 1988, when it was sent to Port Huron's yard and retired in August 1989. Shortly thereafter, it was purchased by Jim and Laurie Kapp and donated to Durand Union Station.
The beautiful Durand Union Station.
A Great Lakes Central excursion train arrived while we were there. We returned to Flint and I went to the Lone Star Steakhouse with Keith Schmidt and his friend for an excellent steak dinner before I worked on stories that e evening.
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