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Amazing events have been taking place at HVRM this past year and with it come some signal news. The signal department has acquired a Nickel Plate Road 40' boxcar that has been cleaned out of the various items stored in it over the last few years. With the help of Bob Albert, shelves and workbenches have been built so that all signals can now be stored and worked on in one location. Dallas Hester has installed wiring and lights to make it more functional.
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Additional news includes the acquisition of a long, sought-after circuit controller for the museum's first semaphore signal that was restored in June 2002. Now it can display approach as well as proceed and stop. It also received an arm makeover. Last year, the blade, spectacle and counterweight got a makeover. It was wire-wheeled, primed, painted and reassembled which included a new set of lenses.
Still more news, Upon a visit in June, 2004 to the Fulton County Museum in Rochester, we stumbled upon the original motor, air buffers, lamp units and number board for the two-arm semaphore signal, we acquired in February, 2003. They agreed to a swap----those items, plus a Western Railway Supply Model 5 wigwag for an operating crossing signal. Not a bad trade. This summer the Model 5 was put in place at the crosswalk to the depot. A Union Switch & Signal Style DW wigwag will be on the opposite side of the track from the Model 5. For the first time in its history, Hoosier Valley Railroad Museum will have two fully operational wigwag crossing signals on display. Stay tuned………..
John & Cheri Schultz
HVRM Signal Dept
During May 2005, what would soon be a new restaurant known as Grand Central Station, HVRM members carried inside several sticks of rail. It took 22 people to carry the heavy rails into the building using 2-man rail tongs.
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Located at 301 Lane Street in downtown North Judson, the restaurant and banquet facility has recessed into the main dining hall floor -60' of railroad track. Now open for business, the restaurant can accommodate up to 300 people. For more information call Grand Central Station at 574-896-3010.
Starting early spring 2005, HVRM members began a year of track work. Several new relay ties were installed into the HVRM main track and over 130-relay ties were installed into the interchange track, which connects the HVRM track to the Chesapeake and Indiana track.
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During the month of April, Hoosier Valley Railroad Museum in cooperation with South Bend Community & Economic Development harvested 39 tons of track and used railroad ties from inside buildings 83 and 76.
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The buildings were a part of the former South Bend Stamping/Studebaker plant complex. The buildings will soon be gone through redevelopment of the site.
A dedicated corps of volunteers worked many long days on the project. It was a very unique opportunity to work inside these cavernous buildings with such a rich history.
A proud moment at HVRM is when a person with walking difficulties can participate and ride along with family members.
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Here we see Mr. & Mrs. Dan Siple of Hebron, Indiana and the family pooch disembarking the EJ&E caboose. The EJ&E caboose is usually the first in the lineup of cabooses departing the depot, behind the locomotive. The open platforms make this caboose very popular with the riders.
The railroad museum's operating railroad crane received its 3rd repainting since arriving at HVRM in August 1992. The first paint job had the crane in HVRM gold&black, like it was at Purdue, with the Purdue University lettering along the car body. The 2nd repainting (silver) was done to reflect the color scheme of the crane when it arrived at Purdue University from Orton Crane in 1945. The new paint job has a reproduction of the original Orton logos affixed to the cab sides and returned to the gold&black color scheme.
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The crane was built in Huntington, Indiana and originally came to Purdue with a gasoline engine. Later it was equipped with a 471 Detroit diesel engine. The crane has an original lift capacity of 20-tons, and can be fitted with a clam shell bucket.
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Looking down the former Erie mainline, rail has been removed from the 16 mile segment, locally known as the JK Line. The former Erie depot at Monterey sets along side the now abandoned line. |
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Work on the 60 foot by 60 foot backshop extension has progressed throughout the summer. |
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Wabash box car 49114 fresh from the shop, where it received its 2nd repainting while at the HVRM. |
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Chessie #7311 Joined some HVRM power for a photo shoot per the request of a local Indianapolis Railroad Group visiting the HVRM. |
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Keeping the dream alive, members of Hoosier Valley Railroad Museum continue to wait for the season and time of C&O 2789's return to service. The day will arrive; faith and patience are powerful forces. |
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Rolled out of the shop for public display this past June during the North Judson Mint Festival, visitors received the red carpet treatment into the "Exhibit Car" This project was made possible by the Starke County Community Foundation, members of HVRM and material donations from local businesses. |
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Allowing the opportunity to all visitors to experience a ride in a caboose has been a goal of HVRM. This opportunity was made possible several years ago through the assistance of the Starke County Community Foundation, the Braun Corporation and the shop forces of HVRM. Seen here is a visitor being helped off the Safety Caboose - which is a donated former EJ&E transfer caboose, now equipped with a permanent mounted lift. |
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The Chesapeake and Indiana Railroad Company began operations August 1, 2004. Shortly thereafter, Indiana Boxcar Corporation locomotive No. 2003, a GP-20 arrived on the property at Wellsboro. CKIN will use two IBC locomotives on the line for power. Tentative plans are to eventually base operations out of LaCrosse. HVRM is planning to initiate tourist train operations in 2005 between North Judson and LaCrosse. A possible fall schedule may happen in 2004 but not certain at this late date. Eventually HVRM will expand tourist train specials to other parts of the 33-mile CKIN system. Local CSX officials, potential line operator candidates and support personnel end a long day of inspecting the former CSX Wabash Sub on July 1, ending the inspection trip at North Judson. The main track on the system contains 132-welded rail in North Judson and 122-welded rail from North Judson to 1-mile east of LaCrosse. LaCrosse to Malden is 132-lb joint rail and some mix of 122-welded rail. LaCrosse to Wellsboro is mostly 112-115 welded rail with some joint rail near junctions and turnouts. A tie rehab program is anticipated for 2005-2006 between Union Mills and Malden. Amtrak last used the North Judson to Wellsboro segment in the mid-1980s. Overall a good railroad line, with great potential. The Incorporated Town of North Judson owns the line. CKIN operates the railroad. President and Chief Operating Officer of the Chesapeake and Indiana Railroad is R. Powell Felix. Oversight of the railroad and operations is managed by the North Judson Railroad Advisory Committee. Committee members represent the parties involved in preserving the 33-mile railroad corridor. |
A Starke County Community Foundation grant of $1,000 in the year of 2001, has helped greatly in the conversion of a WWII Pullman Troop Car into an Exhibit Car. Period bunks from a "boy scout camp", which received the bunks from Army surplus, were used in the re-creation of the troop bunks.
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Many HVRM members have worked on the project over the last 2-1/2 years. Shown here are Joe & Louise Kingsbury applying the Pullman Green paint, and Bob Jachim showing off the "Troop Bunk" area of the car. An N-Scale model railroad of the North Judson junction is currently being created and is 80% complete. The car is open to the public at this time.
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Through private donations and Community Foundation grants, HVRM is expanding its shop area 60' x 60'. The expansion is to the east-end of the existing shop and will provide additional room for work and display. C&O 2789 will be re-coupled to its tender and can now both be stored and displayed in the shop area once the shop addition is complete. Funding sources are still being explored and sought for the eventual return of 2789 to operational condition. But, for the time being, the 2789 makes for an impressive display of steam locomotive technology. The visiting public is enamored with the big Kanawha. M. Knebel, Sec. (SD-18 C&O 7311 stored at HVRM. Owned by a private individual out-of-state.) |
(Statehouse) July 29, 2004
– State Representative Steve Heim, R-Culver, announced today that a span of the CSX rail line, serving the communities of North Judson, Union Mills, LaCrosse, and Malden, was purchased yesterday by a group led by the town of North Judson. The 33 miles of railroad in Starke, Porter, and LaPorte Counties were purchased by the town in cooperation with a coalition comprised of state, local, and county governments, as well as the LaPorte County Co-Op, the Hoosier Valley Railroad Museum, and other private investors.
The town received a Transportation Enhancement Grant from the Indiana Department of Transportation. This particular grant is noteworthy in many respects: It is the first grant of this type used to preserve a rail line, and the $1.5 million amount exceeds the usual grant amount of $1 million. It normally takes 3 years to secure this type of grant; however, through the efforts of the coalition the time was reduced to nine months.
“Rural Indiana has suffered economically during the recession, and losing access to America’s rail network would have been a serious blow to North Judson’s efforts to create a healthy industrial climate,” Rep. Heim said. “Because of the hard work and team effort put out by this group, however, a potentially vibrant piece of American culture has been saved. The continued existence of this line promises to be a boon for industry, recreation, and community in the town of North Judson and Northwest Indiana as a whole.”
“Guy Gardin and the members of the North Judson Town Council, and Mark Knebel and the board members of the Hoosier Valley Railroad Museum are to be commended for their willingness to take the lead in acquiring this railroad and preserving this vital piece of infrastructure. The LaPorte County Co-op also made a significant financial contribution to the purchase of this line, without which the project would not have been possible.”
Starke, LaPorte, and Porter County officials were all involved in raising the capital needed to acquire the line. In addition to these counties, both state and federal elected officials were involved in helping negotiate the purchase and secure funding. Members of the Northwest Indiana Delegation of the Indiana General Assembly, as well as Senators Richard Lugar and Evan Bayh, petitioned the Surface Transportation Board in Washington, D.C. to allow the town to purchase the line at a fair price.
News Release:
Thursday, July 29, 2004
Media Contact:
Tony Felts, INDOT (317) 233-4675
Award helps preserve museum and promote economic development of area
North Judson, Ind.—Lt. Governor Kathy Davis awarded a $1.5 million dollar Transportation Enhancement grant to benefit LaPorte, Porter and Starke counties. The grant preserves a 33-mile rail corridor linking Union Mills, LaCrosse, North Judson, and Malden, Indiana.
The funding award was presented to the Town of North Judson, which made an Offer of Financial Assistance after CSX Corporation filed a notice of abandonment.
“Preserving the rail corridor provides continued rail access to North Judson, which has a long history as an important rail hub in Northwest Indiana,” Davis said. At one time, North Judson was a crossing point for four different railroads.
The Hoosier Valley Railroad Museum, in North Judson is dedicated to interpreting the history of railroads in the area. The Museum’s current expansion will benefit from the active rail line and the Transportation Enhancement grant.
“Funding for the corridor enhances future economic development opportunities by providing access to major east-west rail lines,” Davis added.
The Indiana Trails Fund is working to include a pedestrian trail in the corridor to link to the American Discovery Trail project—a nationwide effort to connect the east and west coasts via a pedestrian trail.
LaPorte, Porter and Starke counties, the Town of North Judson, LaPorte County Farm Bureau, Bruder Fertilizer, Inc., and the Hoosier Valley Railroad Museum, will provide matching funds for the project.
“It’s exciting to see such community involvement in a project,” said J. Bryan Nicol, Commissioner of the Indiana Department of Transportation, the state agency that administers Transportation Enhancement grants. “These various entities joined together to make the continued operation of this rail line and railroad museum a success. We thank our partners at the Federal Highway Administration for their part in making this possible.”
The Town of North Judson will own the rail line and lease use of the track to an operator, benefiting the museum and commerce in the region.
CSX Project:
July 23, 2004
Town of North Judson and Indiana Boxcar Corporation in formation of the "Chesapeake & Indiana Railroad Company Inc.
(CLICK HERE-->) STB Link (<--CLICK HERE)
(Adobe PDF format)
Formation of the CKIN "Chesapeake & Indiana Railroad"
CSX Project:
July 10, 2004
The North Judson Railroad Advisory Committee met Thursday afternoon July 8, 2004 and chose Indiana Boxcar Corporation as the operator designate for the new short line railroad operation on the 33-mile CSX Wabash Sub. IBC is headed up by R. Powell Felix. IBC is headquartered at Connersville, Indiana. Website: www.indianaboxcar.com
New Operations to begin tentatively Aug 1. The "Effort" to preserve the CSX Wabash Sub is in the final assemblage of the local match dollars. Indiana Dept of Transportation is soon make an award announcement of the Transportation Enhancement Grant Application submitted by HVRM to help in the reimbursement of the purchase price for the 33-mile railroad.
JK Line Status:
July 10, 2004
A sub-contractor for A&K Railroad Materials of Salt Lake City, UT is presently removing the rail from the former Erie Railroad line between Mile Post 197.8 (Road 250W) to MP 183 Monterey. Base of salvage operations is Monterey. After salvage operations are completed the 16-mile corridor will be in a rail bank/trail development status per STB ruling.
on the afternoon of Saturday, May 1, 2004
First thoughts were an inexperienced crew made a wrong turn at LaCrosse and arrived at North Judson instead of Malden. The train arrived with 2 tank cars and a covered hopper, sandwich between two CSX locomotives, arriving from Malden.
It seems the west leg of the wye at LaCrosse was out of service, and the passing track at North Judson (10-miles east of LaCrosse) was deemed necessary to run one locomotive around the 3 freight cars, so both locomotives were on the head-end to head back to the mainline at Wellsboro.
So now the last CSX train to visit and leave out of North Judson was on May 1, 2004.
Submitted by: Mark Knebel, HVRM Secretary
JK Line Project
HVRM has recently received the Interim Trail Use Sales Agreement from RailAmerica pertaining to the JK Line Project, and abandonment of the remnant Erie RR line from Monterey to North Judson. HVRM plans to retain 2 miles of the JK Line, one mile with track and convey the remainder to the Indiana Trails Fund.
Dateline: November 29, 2003
HVRM's Journey To Monterey!
Story by Les Beckman
One thing that has often been heard at HVRM through the years has been the saying "If we could only go to Monterey!" Located approximately 16 miles east of North Judson, Monterey is the location of a grain elevator which was the reason that the old Erie Railroad track was not torn up when the rest of the line through northern Indiana was removed.
The owner of Buckeye Grain at that location wanted to keep rail service to his facility so he purchased the track and right-of-way. First operated as the Tippecanoe Railroad, it eventually became the JK Line when the Monterey facility was sold to Frick Services. After many years of successful operation, the operation was again sold, this time to Cargill, a conglomerate. Cargill first made arrangements for the Toledo, Peoria & Western to operate the line. RailAmerica (RA) eventually acquired the TP&W and RA eventually purchased the line outright from Cargill. Cargill then shut the elevator down, finally selling it to a local interest after removing the siding into the facility.
RailAmerica eventually sought, and received permission to abandon the railroad. A short portion east of the museum will be left in place for the HVRM to lengthen its passenger carrying train. With the abandonment, the long held dream of operating to Monterey was finally dead. But then came word that a gentleman had purchased the JK (RA) diesel, ex-C&O #7311. He contacted the museum, could we move the SD-18 out of Monterey for him before RA started to remove the track?
It was decided we could, as long as RA gave us permission. The new owner of #7311 assured us that we had the OK. Certain things had to be done however, before the actual move could be undertaken. It has been two years since RA had moved any rail cars over the line. Road crossings had to be checked out. Some had been "patched" with asphalt by county road crews in the interim. The entire line had to be checked for fallen trees. Branches from trees and bushes had over-grown the right-of-way in many places and needed to be trimmed. And the stone ballast along the right-of-way, neglected since RA had taken over operations, had to be gone over.
The new owner planned on being in North Judson on the saturday after Thanksgiving and asked if we could move the locomotive on that day. The museums November meeting was held on 11/15, just two weeks before "move day". Immediately after the meeting was over, Whitcomb #27 was fired up and a museum crew threw shovels, picks, chainsaws and other items on to a train and headed east. For the first time in its history, the museum operated across State Highway 10. The highway was flagged by the crew as it was not certain wheither the automatic flashers would work. Due to the rainy weather and rust on the rails, the flashers failed to operate until the 27 was in the middle of the crossing.
Jason Jordan, who once worked for the JK, advised that the train should take the passing siding rather then the main line as we proceeded east of SR10. This turned out to be a good decision. A swamp on the south side of the old Erie had been drained so that the peat moss could be recovered and sold. Unfortunateky, the swamp had provided pressure against the ballast on the right-of-way and with this removal, the ballast had washed out, undermining the rail on the mainline track. The passing siding, though displaying some irregularities was used without any problems. Due to the late start, the train made only about 3 miles that day with branches cut, flangeways in the crossings cleared, and downed trees cut up and removed.
The next day (a Sunday) Jon Schmidt and Bruce Emmons fired up our two man motor car and with others, continued trimming and clearing. It was determined, after much discussion, that the Erie S-1 ALCo #310, should be used for the actual move of the SD-18. Since the 310 had been drained for the winter, it was necessary to charge the batteries and then fill the engine with water for the clean up run on the following Saturday, the 22nd. Hauling the EJ&E transfer caboose, a clean up train once again headed east. Then on Thanksgiving itself, Mark Stanek and Less Beckman did another clean up run usings Mark's ex-CN&W Hirail.
Although not all of the trimming of the bushes and trees was accomplished, the Saturday after Thanksgiving dawned cloudy and cold. A plan to take the Bessemer caboose was set aside when the stove could not be fired up. To those of us who remember eating lunch in the "sauna" that was the B&LE back in those days, this was a real disappointment. But the EL bay window had its stove fired up to atleast keep it somewhat warm and the the EJ&E transfer caboose had a "torpedo heater" temporarily installed. With the two seat motor car, the Hi-Rail and with th a number of museum members along (permission again received from RA), the crew and the Erie ALCo headed east for Monterey.
Just west of Monterey, at the old Erie bridge over the Tippecanoe River, a "mini photo runby" was performed for the museum passengers. Then it was on to the town itself! Various pieces of equipment for the 7311 were loaded onto the platforms of the transfer caboose. And finally, after a few problems, the SD-18 was finally hauled out of the building used as the JK Lines enginehouse. After switching, the big EMD was tucked in behind the ALCo and finally everything was in the ready. And then slowly, the "Last train from Monterey" eased itself westward out of town.
The ride back to North Judson was basically uneventful, although there was some question as to whether a trucker would stop at the unprotected Ora crossing. And instead of rolling right through the U.S. Highway 35 crossing at Bass Lake Jct. the special train was forced to make a stop. But no harm was done and eventually 310 moved on its way once again. Finally, after crossing SR10 one more time, the special moved on across Main Street and onto Museum property. The 7311 was parked on the main line stub, safe (at least for now) from the rail scrappers. The owner hopes to eventually be able to lease her out. When that time comes, arrangements will have to be made with CSX to take her west again.
And so ends the saga of the HVRM train to Monterey. Not the way many of us wanted to get there, but at least, the museum finally fulfilled a dream of long standing. It's just a bit sad that the train that did finally make it to Monterey was not only the first one....but also the last!
J.K. Line Status 10/2003
Hoosier Valley Railroad Museum in early August filed a request with the Surface Transportation Board in Washington for issuance of a Public Use Condition as well as an Interim Trail Use Condition, rather than an outright abandonment authorization between Mile Post 199 near North Judson (Main St) and Mile Post 183 near Monterey, Indiana. J.K. Line Inc., agreed to negotiate trail use for the entire 17-mile rail line, and has proposed to quitclaim to HVRM for interim trail purposes, the right-of-way from MP 198 to MP 183 and sell to HVRM the track and right-of-way from MP 199 to MP 198 (Hwy 10) and ties only from MP 198 to MP 197. This will allow HVRM immediate access to 1 mile of additional track and provide a right-of-way for future growth.
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HVRM has consulted with the Indiana Trails Fund and has tentative plans to work with ITF on the trail aspect of the JK Line right-of-way.
Latest Signal News by John Schultz 7/12/03
Things are happening at the Hoosier Valley Railroad Museum. Today marked the end of yet another restoration project with the placement of signal #948-1, the two-arm semaphore signal acquired from Leiters Ford earlier this year. Many museum members were on hand to observe and to help set this crown jewel of the signal department on its concrete base (which was constructed by Cory Bennett and Bob Albert). Mark Knebel manned the Purdue crane and Elmer Mannen & Allan Fransen provided propulsion via the Alco locomotive as Cory and Bob carefully guided the massive signal into place. Don tightened the nuts that secured the signal to its case completing the placement project. All that was left to do was to stand back and admire it as its beautiful paint job, provided by Cheryl Schultz glistening in the late afternoon sun. There are a few details left to do such as painting and reassembling the ladder and reinstalling the mechanism, but you can still come to the museum and check it out along with the 8 other signals standing sentry along the former Erie right-of-way.
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The next signal project will be a set of crossing flashers. Stay tuned………
Kingsbury Track Project Update:
The removal and transport of nearly one mile of rail consumed many weekends during the month of April and first part of May. The Kingsbury Track Project saw completion on May 10. Volunteers members of the railroad museum worked many Saturdays from September 2002 through early May 2003 to eventually harvest 5 semi-loads of good reusable 90lb and 100lb rail, including 3 complete switches and all other associated track materials. Many members donated the use of their own equipment (saws, tools, trucks, farm tractors) during the project, and a local business allowed the use of their forklift tractors during the loading phase of the project.
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Ms Shirley Lou Wrenn, was the first "fine lady" to partake of the newly instituted Guest Engineer Program at HVRM.
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Shirley Lou did a fine job and was a pleasant and enjoyable "Guest Engineer" The program allows anyone over the age of 16 to operate under supervision, a diesel electric locomotive. The program fee is $50 and the "Guest Engineer" operates the locomotive from the engineer’s seat for almost a half-an-hour.
The Annual Dinner this past May 18 at Hoosier Valley Railroad Museum saw nearly 90 members attend and enjoy an afternoon hog roast and musical entertainment. Afterwards some of the members took a train ride through the railroad museum and a few worked off their meals using an old railroad handcar.
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Latest signal project news, by John Schultz
July 5, 2003
The afternoon of April 19 saw a coordinated effort by many HVRM members in the task of erecting the last of 8 restored railroad signals in the "Signal Project" This signal was a former Pennsylvania Railroad position light signal donated to HVRM by Conrail in the mid 1990’s. The signal was installed next to a newly built turnout and display track currently under construction. The signal will indicate Clear, Approach and Stop when the switch is aligned for the main and a Restricting aspect using a second signal head and a turnout circuit controller when the turnout is aligned for the display track/siding.
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The Signal Project was funded in part by a National Railroad Historical Society Railway Heritage Grant, private donations and a gift from the Nickel Plate Historical & Technical Society.
February 17, 2003
| Things are happening at the Hoosier Valley Railroad Museum, even during the cold, dark days of Winter. Today the museum became the proud owner of a new signal, a Union Switch & Signal Style S semaphore and TTO, or Telephone Train Order signal that was used on the Erie-Lackawanna Railway. With this latest acquisition there are now 5 Erie signals on the property!!! It is similar to the one already standing at the museum, but contains TWO semaphore heads with the upper head governing train speeds and block conditions and the lower head governing train order information to the train crews. This particular signal stood at mile post 948 which was located 2 miles east of Crown Point, Indiana and governed trains on the #1 or westbound main, hence the signal number 948-1. It is believed the Erie Railroad installed these signals somewhere around 1915!! Until today, the signal resided at Leiters Ford, Indiana next to the depot. The museum has been trying to obtain this signal for a long time and with the concerted efforts by many, culminated into something that will be the pride of the museum, especially the signal department. |  |
This past January 4, an historic event occurred. On January 4, 1970, the Erie Lackawanna Railway ran its last eastbound intercity long-distance passenger train. Number 6, the "Lake Cities" made its final run from Chicago, Illinois to Hoboken, New Jersey, via North Judson, Delong, Monterey, etc., while number 5, its westbound counterpart, arrived Chicago a day later. The railroad had filed with the Interstate Commerce Commission to drop all intercity service commencing on January 1, 1970, but due to the desire by the Erie Lackawanna not to inconvenience its passengers over the holidays, continued providing service until that final day, 33 years ago.
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The Hoosier Valley Railroad Museum at North Judson, decided to commemorate the occasion by erecting a restored former Erie Railroad signal along its' track this past January 4th. The railroad museum is located on the former right-of-way of the Erie Lackawanna Railroad. The signal, #908-2, is a Union Switch & Signal Style H searchlight type. It once stood as the eastbound signal at milepost 908 along the Erie Lackawanna near Bass Station, Indiana. Bass Station is just south of Bass Lake. The project to restore signal #908-2 started in August 2002, and in a period of about 1-week a team of railroad museum volunteers had the signal restored. Today the signal once again governs eastbound train movements along the Erie Lackawanna right-of-way, albeit located some 10 miles west of its original location and now part of a "display of railroad signals" at the Hoosier Valley Railroad Museum.
This is one of three more signals that have sprouted up at HVRM in recent weeks. In addition to #908-2, a General Railway Signal Type G tri-color used on the Monon Railroad at San Pierre and a General Railway Signal Type SA searchlight used by the Elgin Joliet & Eastern Railway have been given new leases on life. Also located on the property is a huge Nickel Plate Road bracket-mast signal, a second NKP signal, an operating US&S Style S "Erie" semaphore signal, and a train order board signal located at the depot. This brings the total number of signals erected at the railroad museum in the last 18 months to seven. There's more. Holes for the bases have yet to be dug for a Pennsylvania Railroad position light signal and another US&S tri-color light signal used by the C&O Railway, which, according to the wire tags inside was numbered 98. The significance of this number is that it was the westbound home signal on the C&O at North Judson. Additionally, a Union Switch & Signal Style TR-3 tri-color signal used on the Grand Trunk Western Railway was recently acquired. The lights are similarly arranged in a triangular pattern that is familiar to signals seen along the former New York Central Railroad with one difference. NYC signals were made by General Railway Signal and GTW signals were produced by Union Switch & Signal. Both types will be on display at the railroad museum.
The National Railway Historical Society (NRHS) awarded Hoosier Valley Railroad Museum a grant in June 2001, to fund in-part the restoration and erection of 8 railroad signals. The Nickel Plate Historical & Technical Society also provided funds toward the restoration of the big NKP bracket-mast signal. So, even in the dead of winter volunteer members of the Hoosier Valley Railroad Museum find there's no excuse for hibernating because there's always stuff happening and projects to do at the Hoosier Valley Railroad Museum.
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| Volunteer members of the Hoosier Valley Railroad Museum have been extremely busy in recent
months working on another donated track project. This project involves the removal of
approximately 1-mile worth of abandon track and three switches. The track is located on a
parcel of land owned by the Department of Natural Resources, inside the Kingsbury Fish &
Wildlife area, south of LaPorte, IN.
This area was once known as the Kingsbury Ordnance Plant (KOP), developed between 1940-41. The site was chosen because of its safe distance from the US coasts and the area was served by three railroads. Close to 13,454 acres of land were acquired for the plant, peak employment reached 20,785 employees during the summer of 1942. KOP produced millions of shells from 20mm to 105mm. The plant began to close down after the end of WWII, but was reactivated briefly in 1951 during the Korean War. The U.S. Government closed KOP in 1959 and sold it. Part of the land is now used by the Kingsbury State Fish & Wildlife area and other areas are being developed and used for industry. The (KOP) site today is better known as the Kingsbury Industrial Park. Beginning in mid-September 2002, HVRM members began the process of clearing the many small trees and under brush that have overgrown the railroad right-of-way. The donated track runs east to west along the industrial park's main road, the west-end being the end of the line, the east-end of the segment is connected to the Industrial Park's active track which serves several industries in the industrial park. There is an old wooden trestle near the mid-way point of the donated segment, and west of this trestle is where the 3 switches are located. One of the sidings is fairly long with a constant gentle curve that runs for quite a distance. The other 2 sidings were not as long, the sidings were constructed with 90# rail and the main track was constructed with 100# rail. Overall the switches are in very good condition, only one is missing a switch point. As of early December 2002, many volunteer hours have been spent on the project site. After the initial push to clear and open the right-of-ways (sidings & main), volunteer members began pulling spikes, removing joint bars and tie plates, freeing up the sticks of rail for eventual removal and transport back to Hoosier Valley Railroad Museum. On Saturday, November 16, 2002 a tremendous effort was put forth that day and all work involving the use of air tools was completed by a 3-man crew working on the eastern end of the segment. While near the trestle a 5-man crew was working removing spikes, tie plates, joint bars, nuts & bolts. (The air wrench crew previously moved through this segment and spun free the nuts off the track bolts). In all, 32 sticks of rail were cleaned of their components, all these track materials were transported on a small rail dolly cart to a loading point where a truck and wagon was positioned to haul the materials back to HVRM' storage yard. Work will continue on the project through the winter months as weather permits. There is about 3/10ths of a mile of track yet to clean (pick up spikes/tie plates/joint bars, nuts & bolts) and then the process of removing the sticks of rail from the right-of-ways can begin. Some rail has already been removed and stacked for transport on the western portion of the donated track segment, thanks in part to HVRM members who volunteered the use of their Kubota tractor. One of the motivations behind the growth and development of the Hoosier Valley Railroad Museum has been the ability to secure donated track materials from numerous sources. This has greatly benefited HVRM by not having to use its limited financial resources to purchase such vital infrastructure materials. Another important factor behind HVRM's success is its hard working dedicated volunteer corps, which is evidenced in some of these project photos. |
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By John Schultz: There is exciting news coming out of North Judson these days with the installation of a fully operational Union Switch & Signal Style S semaphore signal. This type signal was manufactured and installed on the Erie Railroad between 1911 and 1916. The single arm mechanism-in-base controls an upper quadrant semaphore signal. The mechanism was restored and reinstalled in just 8 weeks with the help of many HVRM members. |
 HVRM photo |
 HVRM photo |
The signal was originally located 6 miles east of the museum along the former Erie-Lackawanna Railroad. Next to go up are a Pennsylvania position light signal and a New York Central Type G three color signal. With the two Nickel Plate signals and the train order board, that makes SIX signals at HVRM with still more to be installed including a C&O Type D three color double headed signal. |  HVRM photo |
 Mark Stanek photo |
The semaphore signal will be actuated with the passing of a train. There are plans to make the others function in the same manner as well. |
 (Mark Stanek Photo) |
The Nickel Plate Road Bracket Mast signal (pictured at left)has now been installed at the museum. The 39' high signal has been put in place just west of the Mulberry street crossing at a location where it can easily be viewed from the depot building. A donation from Joe and Louise Kingsbury was received for the concrete that was used in the massive base that was required to support the colossal signal. This is the first of a number of signals that the museum is planning on installing at various locations along the right-of-way. The recent NRHS grant will aid in this endeavor. Signals to be erected include a NKP 3 head signal, an Erie semaphore signal, a C&O 2 head signal, a NYC (Monon) single head 3 light signal, a Pennsylvania color position light signal and other signals that the signal committee may put in place. A train order board for the depot is also planned to be put in place. Each of the signals must be repaired or restored as necessary, then painted and hopefully all will be wired for illumination. Although the signals may not be wired for operation (although this is a possibility), the fact that they are illuminated will give visitors an idea of how railroad signals work. The HVRM like to thank the Nickel Plate Road Historical & Technical Society for making donations toward the project. |
Carries First Rider on July 28th!
 (Les Beckman Photo) |
The museum rolled out its EJ&E transfer caboose at the Mint Festival on June 16th and 17th. The caboose, which was reconfigured over the last 11 months, now carries a wheel chair lift, a gift of the Braun Corporation. Joe Kingsbury and Bill Ness did much of the interior and exterior work on #184 in addition to installing the lift. A most welcome addition to the museums roster. |
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