The Branson Scenic Railway

Posted on November 10, 2019 by admin

During my visit to Branson in November 2012, I took an excursion on the Branson Scenic Railway. Nothing like hopping aboard a pleasure train pulled by mid-century locomotives.
Specifically, according to the railroad’s web site, “BSRX 98, Locomotive, 1951 EMD F9PH, rebuilt 1981, has HEP (Formerly B&O, then MARC #83).” I looked up HEP, at least: head-end power. Nice to know that the locomotive has hep.

The web site further explains: “Traveling on a working commercial railroad line, the train’s direction of travel… is determined by the Missouri and Northern Arkansas Railroad just prior to departure. At that time, the train will go either north or south. The northern route goes as far as Galena, Missouri, to the James River Valley; and the southern route extends into Arkansas to the Barren Fork Trestle.”

We went south into Arkansas, which isn’t actually that far from Branson, across water and through hills and woods and tunnels, just as the leaves were turning nicely.

“The construction of the White River Railway in the early 1900s made the area accessible for tourists and is largely responsible for the development of Branson and the Ozarks as a tourism destination… The route crosses the White River in Branson, now Lake Taneycomo, and then runs along side of it after taking a fifty-mile short cut over the Ozark Mountains.

“This was part of the Missouri Pacific Railroad between Kansas City, Missouri, and Little Rock, Arkansas. It became a part of the Union Pacific after the UP bought the MOPAC. The Missouri and Northern Arkansas Railroad now operates the line.

“In 1993, the Branson Scenic Railway was formed, and through a lease arrangement with the MNA, runs excursions through this historic route March through December.”

A train through the Alps it isn’t, but it’s scenic all the same.

Thursday Sundries

Posted on March 21, 2019 by admin

I’m glad to report that Jimmy Carter has become the oldest person ever to be President of the United States, at 94 years, 172 days, topping George H.W. Bush. For many years, life expectancy was such that no one bested John Adams, who died at 90 in 1826. Finally Ronald Reagan lived longer than Adams in 2001. Since then, so have the elder Bush, Ford and Carter.

I’m not glad to report that we’ve been getting a raft of calls from an “800 Service” lately, asking me to contact “Apple Support Advisor” for unspecified but ominous reasons. Ah, spring is coming, and that must be the season for phishing.

Turns out it isn’t even a new scam, but this one didn’t say anything about iCloud.

Email subject line recently from a news outlet that has my address: “Meet R. Kelly’s lawyer.”

I don’t think so. Some years ago, I introduced my daughters to the concept of the List of Things I Don’t Care About. A lot celebrities are on the list. More are added all the time, mostly without me being conscious of it. R. Kelly’s been there a long time, but since his recent legal problems, he’s on the list with a bullet.

Here’s something I’d never heard of until the Internet offered it to me completely by chance, despite the fact that it happened in Texas, near a place that I drive by often when I visit that state: the Crash at Crush.

“On September 15, 1896, more than 40,000 people flocked to this spot to witness one of the most spectacular publicity stunts of the nineteenth century — a planned train wreck,” the Texas State Historical Association tells us.

“The man behind this unusual event was William George Crush, passenger agent for the Missouri, Kansas and Texas Railroad… As the arena for his spectacle, Crush selected a shallow valley just north of Waco, conveniently located close to Katy’s Waco-Dallas track.

“In early September 500 workmen laid four miles of track for the collision run and constructed a grandstand for ‘honored guests,’ three speaker’s stands, two telegraph offices, a stand for reporters, and a bandstand. A restaurant was set up in a borrowed Ringling Brothers circus tent, and a huge carnival midway with dozens of medicine shows, game booths, and lemonade and soft-drink stands was built.

“At 5:00 P.M. engines No. 999 and 1001 squared off at opposite ends of the four-mile track. Crush appeared riding a white horse and trotted to the center of the track. He raised his white hat and after a pause whipped it sharply down. A great cheer went up from the crowd as they pressed forward for a better view.

“The locomotives jumped forward, and with whistles shrieking roared toward each other. Then, in a thunderous, grinding crash, the trains collided. The two locomotives rose up at their meeting and erupted in steam and smoke.

“Almost simultaneously, both boilers exploded, filling the air with pieces of flying metal. Spectators turned and ran in blind panic. Two young men and a woman were killed. At least six other people were injured seriously by the flying debris.”

Say what you want about the 19th century, they knew how to stage a spectacle. A dangerous spectacle, but it must have been quite a sight.

The article doesn’t say, but I assume the conductors had some way of keeping the throttles open after they themselves left the engines before they gathered too much speed.

Another thing I didn’t know (there are so many): Scott Joplin named one of his pieces, “Great Crush Collision March,” after the event. Guess it counts as one of the lesser-known railroad wreck songs, unlike the more famous “The Wreck of the Old 97.”

St. Paul Square, Sunset Station & the SP 794

Posted on February 3, 2019 by admin

Four years ago, I wrote: “One fine thing about South Texas in February is that it isn’t northern Illinois in February.” Then I called northern Illinois “septentrional,” to use a 10-dollar word that ought to be used at least occasionally.

Anyway, it can be cold in San Antonio in February, but just as often it’s pleasantly cool — good temps for a walk.

Four years ago I visited San Antonio’s Eastside Cemeteries Historic District. I also took a look at the nearby St. Paul Square, an area that flourished in pre-Interstate years because of its proximity to San Antonio’s main passenger train station.
The area has enjoyed some recent revival as a retail and entertainment center. The aforementioned train station is Sunset Station, vintage 1902 and redeveloped in the 1990s as an entertainment complex.

The last time I’d been at the station was when it was still a station, 25 years earlier. I caught an Amtrak train — the only train still using the station in 1990 — that took me to Los Angeles, where I changed trains for San Francisco.

Next to the renovated station: Southern Pacific 794.

“She was built in 1916 by the Brooks Locomotive Works in Dunkirk, NY, for the Texas and New Orleans (T&NO) Railroad, which was a subsidiary of the Southern Pacific Railroad,” says the San Antonio Railroad Heritage Museum. “She was transported to Texas as parts and was assembled in Texas, and then was operated for forty years while being based in San Antonio. 794 was used for freight service as well as passenger service.”

With steam obsolete by the 1950s, the SP donated a fair number of locomotives to various entities, including the San Antonio Chamber of Commerce in the case of the 794. From 1957 to 1999 the locomotive stood in Maverick Park just north of downtown on Broadway. Then it was moved to Sunset Station.

Since Broadway was the way we usually went downtown, by car or bus, I saw it often. Then I noticed, probably during an early 2000s visit, that the 794 was gone. Maverick Park still looks strangely empty without it, 20 years later.

Denver Union Station and Larimer Square

Posted on September 24, 2017 by admin

Hot dry days here in northern Illinois around the equinox. Seems like September making up for the cool August, and the wet spring, but in any case it can’t last. It’s like walking on a shallow ledge far away from shore. Without warning the water’s going to get deep, just as you got used to ambling along only getting your feet wet. The cold will come just like that.

This is what Denver Union Station looks like, from across Wynkoop St. toward the grand entrance, in the early years of the 21st century. That is, earlier this month.
It’s easy to get sentimental about trains (this song does so too, but remarkably also addresses the evil done with trains at times). It’s especially easy to get sentimental in the presence of a refurbished structure from the golden age of American railroading.

In the late 19th century, a number of railroads serving Denver collaborated to erect Union Station. A fire and some rebuilding put it in its 20th century form by 1914. The years passed and countless thousands of people passed through the station at the edge of the Rockies.

By the latter years of the century, the place was run down, as passenger train service became a shadow of its former self. In our time — the 2010s — the ad hoc Union Station Alliance revived the place. Kudos to all those Denver companies in the Alliance: Urban Neighborhoods Inc., Sage Hospitality, Larimer Associates, REGen, and McWhinney.

As befitting more recent times, the station is now more than a transit nexus, though it’s still that, with Amtrak serving the station, as well as light rail, commuter rail and buses. Modern Union Station also includes the 112-room Crawford Hotel and 22,000 square feet of ground-floor shops and restaurants.

The 12,000-square-foot Great Hall serves as the hotel lobby, public space, and train waiting room. And as a place for me to rest during my walkabout in downtown Denver.
But I didn’t rest too long. I wanted to see the other side.

The shed in front (or behind) the main structure is where three RTD light rail lines converge. Directly underground is the bus station. A good idea: less aesthetic buses are underground, better-looking (and cooler) light rail runs at ground level, easy to see. Note also that there are places to lock up bicycles. Multimodal for sure.

From Union Station I wandered through parts of Lower Downtown — known to the real estate industry as LoDo — passing other redevelopment projects.

But I didn’t go as far as Coors Field.
Before long I came to Larimer Square. The heart of the square, the 1400 block of Larimer St., was temporarily blocked off; a gastronomic event was slated for later in the evening, under lights and Colorado flags.

This stretch of Larimer St. is historic as it gets in Denver: the oldest commercial block in the city, laid out by land speculator and Denver City founder William Larimer Jr. in the late 1850s. He was also instrumental in establishing the Colorado Territory (until 1861, Denver City and environs were in the western part of the Kansas Territory).

For much of the 20th century, the neighborhood was a skid row, and by the mid-60s, that rapacious destroyer of interesting historic neighborhoods, Urban Renewal, threatened to raze the area. Fortunately the efforts of citizens, especially Dana Crawford, saved the block — and a lot more of old Denver. Crowford’s still at work.

In The Past and Future City: How Historic Preservation is Reviving America’s Communities (2016), Stephanie Meeks and Kevin C. Murphy write:

“True to the time, the original proposal to turn Larimer Square and its environs around, as conceived by the Denver Urban Renewal Authority, was a massive 117-acre project called Skyline that threatened to raze thirty blocks of the historic downtown. Dana Crawford had another vision for Larimer Square.

” ‘Downtown Denver was pretty much intact from its Victorian boom days and it reminded me a lot of Boston,’ said Crawford. So, even as Jane Jacobs was going toe-to-toe with Robert Moses for the future of Lower Manhattan, Crawford… with her friends and neighbors, began buying older buildings in the blighted area, often for little more than the price of the land they sat on.”

Much more effort followed, but that was the beginning of modern Larimer Square — a superb example of adaptive reuse of historic buildings, ongoing for five decades now, and currently owned by Larimer Associates, who carries on the revitalization.

I enjoyed just walking around, looking at the buildings. The fact that the street was about to be given over to an event added to the sensation.

The Old Gasconade River Bridge

Posted on June 6, 2017 by admin

On I-44 in south central Missouri, there’s a point at which you cross the Gasconade River, which rises in the Ozarks and ultimately flows to the Missouri River. It hardly seems like a bridge, so effortless is the crossing.

Transportation disaster enthusiasts, or maybe just train wreck buffs, know the Gasconade River as the site of the Gasconade Bridge Train Disaster of 1855. A train from St. Louis bound for Jefferson City broke the railroad bridge it was traveling across, precipitating the engine and some of the cars into the river, killing 31 and seriously injuring many others at a time when the state of medical science meant that you were pretty much on your own when it came to recovery.

The accident was nowhere near where I-44 crosses the river, but rather near the town of Gasconade in Gasconade County, between St. Louis and Jeff City. Hope there’s some kind of memorial to the event around there, but I can’t find any evidence of one.

A few years ago, Ramona Lehman, co-owner of the Munger Moss Motel, told me about the old bridge across the Gasconade, just south of the modern I-44 bridge, which is only about 10 miles from the motel. She even sells postcards depicting the bridge at the motel front desk, proceeds of which go toward preserving the bridge. I’ve bought a few over the years.

The old bridge dates from the 1920s, and carried U.S. 66 traffic across the river for many years. After that highway became nostalgia fodder, the bridge continued to carry local traffic for many more years.

In late 2014, the Missouri Department of Transportation closed the old bridge as unsafe. What with the new bridge and all, the department had probably opted for deferred maintenance on the old one for a long time. Get off the Interstate west of the old bridge, and take the access road — Historic 66, that is — and pretty soon you’ll find yourself at the inaccessible bridge, as we did late on the morning of May 26.

Not especially impressive from that vantage. The best way to look at the old bridge was from underneath. A patch of land near the river and under the bridge was surprisingly accessible.

I was motivated to see the structure as more than a passing blur out of the corner of my eye. The next time I come this way, it might be gone. The good people who live near it want the bridge preserved, but it isn’t clear that’s going to happen. As usual, it comes down to money.

MoDOT recently issued a press release that included the following: “The majority of public comments stemming from a Dec. 14, 2016, public meeting held in Lebanon supported constructing a new bridge near I-44 and leaving the current facility, located on historic Route 66, intact. However, MoDOT has indicated all along that liability issues and limited funds would require the department to remove the bridge unless an outside entity stepped forward to take ownership of and maintain the bridge.

“The current bridge will remain in place as the agency works through the requirements of Section 106 of the National Historic Preservation Act. The act requires federal agencies and the recipients of federal funds, such as MoDOT, to consider the effects of projects on properties eligible for listing on the National Register of Historic Places, such as the Gasconade River Bridge.”

Thus the fate of the bridge is uncertain. That meant seeing the bridge was a carpe diem situation, so I did.

The DuPage Society of Model Engineers’ Labor of Love, in the Basement

Posted on May 4, 2016 by admin

In the basement of the DuPage County Historical Museum is something you don’t see in too many local museums. Or too many places, though the Museum of Science and Industry in Chicago has an enormous one: a model railroad display. The DuPage County model railroad isn’t as large as Science and Industry’s, but it’s plenty big enough: over 2,000 feet of HO track and train cars, and seemingly countless model buildings and vehicles and trees and people and animals, all visible at closer and further range behind a series of windows.

The DuPage Society of Model Engineers created the display 50 years ago as a clear labor of love, and it was ready for the public to see when the museum opened in 1967. I read that a model of this size and complexity isn’t ever really complete, so I imagine there have been a lot of changes over the years as enthusiasts come and go. Members of the society are on hand on the 3rd and 5th Saturdays of the month to oversee its operation, so we got to see three middle-aged gentlemen operating the display, including replacing one of the trains on the track when it derailed.

Supposedly the display highlights some of DuPage County’s railroads and landmarks, but it’s really a blend of actual places (such as the Adams Library) and more fanciful re-creations of the American landscape between about 1900 and 1950. Three HO scale trains were running, one freight train and two interurbans. One of the interurbans featured a sleek art deco engine and cars, something like the Pioneer Zephyr, though not quite the same (the actual Pioneer Zephyr, long since retired, is at Science and Industry).

“That an Amtrak train?” Yuriko asked.

“No, Amtrak doesn’t have that much style,” I answered.

We also saw, in no particular order, train yards, train sheds, a roundabout, water tanks, depots, stations, small factories, storage sheds, bridges, stores, houses, churches, cars, trucks, signs, horses, dogs, cats and tiny figures of people doing innumerable things: walking, riding bikes and motorcycles, working, playing, lying around, even hang gliding. There was a biker gang and a haunted house in the style of 1313 Mockingbird Ln. If I’d looked longer, I wouldn’t be surprised if there were hobos.

The detail was incredible. Beside many of the tracks were extra ties or random pieces of lumber. The coal yards seemed to sport little lumps of coal. Inside a sewing machine shop were two customers and a sewing machine with the minuscule letters SINGER on it. As I mentioned, most of the display evokes the first half of the 20th century, so horse and buggies were in one place, and chrome-heavy cars another. The billboard and window ads were mostly period as well. My own favorite: a sign for Carter’s Little Liver Pills.

America’s Best Train, Toy & Hobby Shop

Posted on January 18, 2016 by admin

As expected, today was frigid, near zero to begin with, and not much warmer as the day ground on. As the Monday holiday for the birthday of Martin Luther King Jr., it’s the sort of day on which school is closed and the mail doesn’t come, but otherwise there was work to be done.

There aren’t many stores like America’s Best Train, Toy & Hobby Shop in Itasca, Illinois, any more. It’s an independent hobby shop, largely but not completely devoted to model trains, with its merchandise stacked floor-almost-to-ceiling along a number of narrow aisles. Tight enough to put off the claustrophobic, no matter how much they like model trains or train toys. The store has new and used model train cars, track, and accessories of all kinds and in various scales, a room devoted to Thomas the Tank Engine toys, Playmobil, Chuggington Station — I’d never heard of that — Lego sets, plastic model kits, and a lot more.

The store has a Maplewood Drive address, but it’s visible from Irving Park Road. I’d driven by it countless times over the years, occasionally thinking, I should take a look. But I never did until Saturday. Lilly, Ann, and I had gone to a music store in Itasca to get some sheet music that Lilly needed, but the store didn’t have it. That was annoying, so I decided to make the best of it by visiting America’s Best Train, Toy & Hobby Shop, which happened to be across the street.

I like model trains — I had an HO scale model at one time, a fairly simple layout — but I was more taken with the shop’s stacks and stacks of plastic model kits. I built some of those as a lad, mostly airplanes, but also a Saturn V. (We also had a kit for the Mayflower than was entirely beyond my talents.) I didn’t spend a lot of time looking at America’s Best Train, Toy & Hobby Shop’s model kits, but my impression is that most were airplanes of one kind or another. I didn’t see an Apollo or Gemini or Mercury or even a Space Shuttle.

There were a few fictional spaceships, such as an original series Enterprise. No surprise there. A original series or remake Galactica would have been cool, but I didn’t see those. I did see an Eagle. As in the Space: 1999 spaceships. The kit looked like it dated from the 1970s and had never been opened, and the price was high. Can there be a collectors’ market for unbuilt models? That would be strange if so.

I asked the fellow behind the counter, who probably knows everything about model trains, whether the shop had any railroad postcards. He looked puzzled. For a moment, I might as well have said, “It’s crackers to slip a rozzer the dropsy in snide.” Guess no one had ever asked about that. Thinking on it, he then directed me to one of the aisles and said there might be some cards somewhere around there. One box tucked away on the aisle had a collection of unmarked black-and-white photos of trains — mid-20th century from the looks of them — and several more boxes contained old model RR hobbyist magazines.

But no postcards that I could find. I can’t fault the store for that; it’s too tangential. Even so, it was popular subject for postcards.

The High Line

Posted on October 27, 2014 by admin

As a public, linear park in Manhattan, and driver of real estate values in its vicinity, the High Line is so new that it didn’t exist in its current form the last time I was in town in the mid-2000s. It was a derelict elevated railroad line then, but the movement to make it a park was well under way, mostly the efforts of citizens inspired by the similar park in Paris with its suitable French name, Promenade Plantée. (There’s also a linear park in development in Chicago, the Bloomingdale Line, and other places; the idea is catching on.)

More about the effort to transform the old line into the High Line is here. I didn’t know, until I read about it, that construction of the original elevated rail line was done as a safety measure, approved in 1929. It replaced a previous ground-level rail line that had been chugging through the West Side of Manhattan for decades. Turns out that running a freight train at ground level through a crowded metropolis isn’t a very good idea. The train’s path was nicknamed Death Avenue.

On the afternoon of October 10, after visiting the September 11 Memorial and Museum, I was fairly tired, but still determined to walk at least some of the High Line. I made my way to the 14th St. entrance and as soon as I was up on the line, I got my second wind. Walking most of the route, to the 30th St. entrance, didn’t tire me further. I went as far as the work on the Hudson Yards Redevelopment project, which the brand-new section of the High Line curves around beginning at 30th, but it was getting dark by then, and I decided not to go any further. The High Line is best seen in the light, better yet in the twilight.

This is the view near the 14th St. entrance, looking north.

Note the amenities. A plank walkway, plantings on either side, and — sometimes most importantly — places to rest. Not a lot of backless benches, either, but wooden chairs with their backs at a permanently comfortable angle. Not so comfortable you’re likely to fall asleep, but a great place to rest. Sometimes I did. Just a little further north, the High Line passes through the Chelsea Market, where various food vendors are arrayed.

The line also offers some good views of the city below. This is 15th St., looking west.

This is Tenth Ave., looking north.

On a pleasant fall afternoon, the High Line is a popular place.

Further north, there’s even a green tunnel, at least during the warm months.

At this point, rail lines are embedded in the planks. Must be left over from when the train tracks ran this way. They appear at your feet fairly often, but not always. Sometimes they course through the plantings.

New buildings have sprouted along the line.

I was amused to see just how many advertisements for nearby buildings bragged about being near the High Line. Once upon a time, property owners in the area wanted the elevated tracks dismantled, never imaging that they’d drive value growth for nearby properties someday.

The Chicago Time Zone Plaque

Posted on February 27, 2013 by admin

One more item from downtown Chicago, at least until the next time I go there. This plaque, near the junction of LaSalle and Jackson for over 40 years now, memorializes something few people give much thought — few people give it the time of day, you might say. Time zones.THE STANDARD TIME SYSTEM IN THE UNITED STATES ADOPTED ON THIS SITE — OCTOBER 11, 1883.

Chicago’s famous Grand Pacific Hotel, then on the site of the present Continental Bank building, was the location of the General Time Convention of 1883 which, on October 11 of that year, adopted the current Standard Time System in the United States.

The Convention was called by the nation’s railroads. Delegates were asked to develop a better and more uniform time system to govern railroad operations.

Previously, time had been determined by the position of the sun, with high noon as the only existing standard of exact local time. More than 100 different local times resulted from this method.

The new plan, proposed by William F. Allen, Convention Secretary, established four equal times zones across the country, each one hour ahead of the zone to its west. All railroad clocks in each zone were to be synchronized to strike the hour simultaneously.

The Standard Time System was inaugurated on November 18, 1883. On that Sunday, known as the “Day of Two Noons,” the Allegheny Observatory at the University of Pittsburgh transmitted a telegraph signal when it was exactly noon on the 90th meridian. Railroad clocks throughout the United States were then reset on the hour according to the time zone.

Although implemented by the railroad, the Federal Government, states, and cities began to use the system almost immediately. On March 19, 1918, Congress formally acknowledged the plan by passing the Standard Time Act.

Branson III

Posted on November 12, 2012 by admin

Since the previous BTST broke down, I’ve been a few places, worked a lot, voted in an election that a lot people believed important (and maybe I did, too), even watched “The Great Vegetable Rebellion” on a whim because I saw it was available on Hulu, and because it’s Irwin Allen at his best.

To kick off November, I took a trip to Branson. Not sure how the AP feels about Branson as a dateline, but I think it should stand alone: Branson, rather than Branson, Missouri, so famed has the place become. I’ve heard that I visited Branson when I was small, and when Branson was small, in the mid-60s, but remember nothing of that. En route elsewhere in 2001, we drove into town, ate lunch, and took away vague impressions. Mostly, I remember liking Yakov Smirnoff’s billboards lining the road between Springfield and Branson.

So this time might as well have been a first visit, even though it was my third. It was a busy press trip. Being Branson, that meant seeing more musical-variety-comedy shows than I might see in many ordinary years. In fact, I realized in the middle of my stay that when the variety show died out from television, it was reborn in Branson. The shows I saw included singing, dancing, visual gags, bad jokes, good jokes, sometimes lavish sets and costumes, adaptations of classic theater and movies and the Bible, and even an aerialist – who played violin during her aerial act, which I’ve never seen anyone else do, not even in a circus. We also met a handful of entertainers in person, namely a couple of Lennon Sisters, as well as a fellow whose act is a Neil Diamond tribute.

I noticed some relics, too. Saints’ relics aren’t what they used to be, since we tend to prefer celebrity relics in our time. At the Andy Williams’ Moon River Grill, the late entertainers’ gold records are on walls. That includes, of course, the LP Moon River (pictured), but also the Love Theme from The Godfather, among many others. That’s a movie I hadn’t realized had a love theme, much less one sung by Andy Williams. Its actual title, I’ve discovered, is “Speak Softly Love (or You’ll Sleep With the Fishes).” (Parenthesis added by me.)

Branson wasn’t all live entertainment. During my three full days there, I also managed to ride a train made of vintage railroad cars a short way into Arkansas, wander around the Silver Dollar City theme park, take the tour of Marvel Cave, and visit the surprisingly interesting College of the Ozarks – but not, unfortunately, see the Beverly Hillbillies’ truck, which is there. Branson also sports some museums, and I went to three of them – one about a maritime disaster, another about war, and a third, smaller one about Branson and environs.

On foot one day, I checked out the newly developed downtown riverfront and its attendant open-air retail space, and not far away examined a store that called itself a Five and Dime and had an usually large assortment of merchandise, over and above Branson-oriented gimcracks and gewgaws. Those can be found everywhere in great profusion.

Been There, Seen That

By Dees Stribling

Tag Archives: trains