WARNING, YOU MUST AGREE TO BILATERAL NON DISCLOSURE AGREEMENT
NOTICE: THIS IS A STEERING PLANNING WEB-PAGE.
ALL PROJECT DEMONSTRATION PROPOSALS ARE FOR PLANNING COMMUNICATIONS.
THEREFORE, ARE NOT REPRESENTATIVE OF FINAL DRAFT REPORT.
(SUBJECT TO CHANGE)


RAILWAY BUSINESS CAR SERVICES:
Louis Alloin
1-206-780-6885 Appointment Only

ECONOMICAL MOUNTAIN PERFORMANCE
WHEN RAIL BUSINESS IS IMPORTANT


MISSION STATEMENT

MOUNT RAINIER RAILWAY GATEWAY

MISSION OBJECTIVES of RBCS Mount Rainier Gateway Mission is to open productive dialog and establish viable communication with City of Tacoma for the purpose of establishing passenger rail service to all point, within Tacoma Rail Mountain Division Operations.

MISSION PURPOSE is to provide objective direction to establish:

  • Mural Understanding of Passenger Rail Industry,
  • Knowledge Base Resource Information on Passenger Rail Industry,
  • Community and Business Partnerships,
  • Educational Materials,
  • Leadership and Team Work Structures.

    MISSION INTENT is to create rail line community opportunities within rail passenger industry to build a "sustainable rail service" gateway to Mount Rainier Mountain Communities, by incorporating:

  • National Private Railcar Owners Industry,
  • National/International Railway Travel Operators and Special Train Organizers,
  • National Motorcar-Speeder Industry,
  • Rail Line Community "Rail Festivals" and "Railroad Days" Events,
  • National Amtrak Destinations Cities and Gateways,
  • National Amtrak Private Passenger Railcar "Extraordinary Way" Program,
  • National Railroad Museum "Historical Rails In Motion" Program,
  • Establishing Mount Rainier "Railway Eco-Adventures" Program
  • National/International Marketing within Railway Industry Media/Publications,
  • Not Limited Too.


  • MT RAINIER RAIL GATEWAY PLAN STATEMENT

    RAILWAY BUSINESS CAR SERVICES OF WASHINGTON STATE PRESENTS

    Written By Louis Charles Hoffmann Alloin

    THIS STEERING PLAN AND ITS SCOPE WILL INCLUDE VARIOUS EQUIPMENT OPTIONS FOR CONSIDERATION TO ENHANCE ALL POSSIBLE SCENARIOS FOR DISCUSSION.

    FRA RAIL NETWORK DEVELOPMENT STATEMENT

    QUOTE: "The mission of the Federal Railroad Administration (FRA) is to enable the safe, reliable, and efficient movement of people and goods for a strong America, now and in the future. FRA accomplishes this mission primarily through issuance, implementation, and enforcement of safety regulations; selective investment to develop the rail network across the country; and research and technology development.

    Recognizing the associated scale and complexity of improving the nation’s rail network, FRA is also working with other agencies and rail stakeholders to develop comprehensive strategies for accomplishing this. The focus is on strategically maintaining current rail services and infrastructure, expanding and improving the rail network to accommodate growing travel and freight demand, and providing leadership in national and regional system planning and development."

    PENDING FRA TRACK INSPECTION REPORTS

    The planned strategy is very simple, in fact, that trackage is still in place in most parts of the Mountain Division rail line. However there are a few segments that require replacement or removal of ground cover over existing tracks, in order for speeders and rail velocipedes usage. To which, speeder traffic could improve track clearance from over grown plant growth, identify primarily problem areas with ties and rail lose bolts and stabilize line to some degree, for future MOW upgrade to track and blast improvement, within short term, as traffic and revenues increasing rail service demands.

    A large portion of track segments are being utilities for freight movement and storage, which seem to be suitable for "Doodlebug/RDC Eco Adventures" with multi-traffic sharing, is a feasible service for rail line revenues.

    However, there seems to be a large section of trakage that can private Doodlebug/RDC Private Railcar Movements (AAPRCO PV Ethics) to Eatonville or perhaps to Eble, as heavier push-pull locomotive for PV movements does have some restriction, that can be rectified by track/tie/blast improvements/infrastructure upgrades for such operations.

    This Statement Section is pending verification based on "FRA Track Inspection Reports" and Tacoma Rails Project Assessment, thereby subject to change.
    (Further discussion required)

    INSTITUTING MOUNT RAINIER RAIL SERVICES

    Upon conclusion of the rail equipment selection and acquisition of adequate and dependable operational rail vehicles for movement of private passenger railcar to mountain division long term performance, including maximizing revenue by eco-adventure recreational passengers.

    The next step would be to enact a business policy for round trip services to selected eco-adventure destinations along the mountain rail line. In order to have a successful operation and minimize operational expense, it would be feasible to have a once or twice a week round trip service, depending on the type of equipment operational selection

    Rail Transport Services Schedule for either once or twice week, should be a all seasonal services for morning 8am Tacoma/Central Departures, with 6pm Elbe return departure. Special Charters, would be exempt for timetable schedules.

    Thereby, "eco-adventure destinations stations' must be selected and mapped where the rail service will stop at public access areas, recreational businesses and at such destinations as to: cities & towns, military base access points, lakes, forest, parks, camping/hiking area or transfers connections to bus services such as Elbe to Asford and Paradise Inn.

    Exceptions to once a week services, would be charter specials, for groups and to expedite the movement of private passenger railcar on non schedules service runs. Example:

    Speeder services are very must different, in that, NARCOA chapters & MOW Owners, generaly travel around the United States and Canada, for pre-arranged excursions over a rail line. However, a speeder recreational business operation, providing a public services over and existing line. This type of rail business may work along a steam or tourist railroad, in this case the speeder excursions leave half-to-one hour after a scheduled train departures. Example: GCR Motorcar Excursions, GCR-MOW Motorcar Excursions.

    This Statement Section is pending verification based on "City Of Tacoma Contract Agreements" and "Tacoma Rails Passenger Tariff Development" and service pricing assessment published, thereby subject to change.
    (Further discussion required)

    MARKETING MOUNT RAINIER RAIL SERVICES

    Past Marketing of Tacoma Rail Services, as in:

  • Spirit of Washington Dining Train,
  • Grabdluxe Railway Journeys,
  • Tacoma Rail Heavy Rail Passenger Train.

    had been focused on a narrow local public relations advertising and media promotions, failed/excluded to developed and reach necesary partnerships and reach a national riders (NARP:NRPC/ Amtrak Stats) (WSDOT: Cascades) (Booking Stats) 30 million increasing ridership annually and astounding 200plus million international urban/tourism passengers dedicated rail passenger network.

    Positive use of limited advertising dollar and ambitious marketing program must be able to target a wide spectrum of potential riders. Most of all placing advertising in railway publications to target a wider audience of perspective riders/tourist and eco-adventure (outdoor recreation trends) enthusiasts outdoor wilderness recreation publications. Including Washington State Tourism Publications and NRPC Amtrak advertising timetable/brochure publication, Partnership Alliance Program

    This Statement Section is pending review studies based on "City Of Tacoma Contract Agreements" and "Tacoma Rails Passenger Tariff Development" and service assessment for eco-adventures, thereby subject to change.
    (Further discussion required)

    MOUNT RAINIER RAIL RESERVATIONS SERVICES

    A Reservation, information, charter and ticket Service will be required for TR Eco-Adventures Travel to Mount Rainier.

    However, PV/Private Passenger Railcars Movements are done through NRPC/Amtrak CNOC/Consolidated National Operation Center.

    Amtrak CNOC is responsible for all PPCX AAPRCO member "Certified PV" movement arrangements, scheduling and contacting Tacoma Rail for pilot scheduling and PV Confirmations of accepted movement dates.

    This Statement Section is pending economic development based on "City Of Tacoma determinations for Mount Rainier Rail Access and services" and "Tacoma Rails Passenger Tariff Development" and service pricing assessment published, thereby subject to change.
    (Further discussion required)

    ADMINISTRATION OF MOUNT RAINIER PASSENGER SERVICES

    Administration and management is a very important aspect of sustainable rail passenger services.

    The City of Tacoma and Centralia and Tacoma Rail's current management have limited understanding on how to maintain and sustain rail passenger services. Attempts have failed to achieve adequate Passenger train performance over the mountain division, station were down grade for restricted passenger services, which failed to gainMaximm ridership to Centralia or Tacoma.

  • (State 126,027 Riders FY:2013)
  • (Cascades 807,349 Riders FY:2013)
  • (Amtrak 31.6M Riders FY:2013).

    Failure of Centralia, Tacoma and Washington State Department of Transportation/WSDOT passenger development and planning, to provide rail passenger services for all passenger train operations, ie ... no interchange capacity, no private rail facility, no certified private PV owners.

  • (PV STATS FY: 2003)
  • (AMTRAK PV TARIFF RATES)
  • (AMTRAK PV TARIFF)
  • (AMTRAK STRATEGIC PLAN 2014-18)
  • (AMTRAK FY2014 REVENUE $2.189B, 4.% INCREASE )
  • (AMTRAK CHARTERS SERVICES)
  • (CITY of TACOMA 2013-2014 BIENNIAL BUDGET)

    http://www.amtrak.com/charter-your-private-train

    WASHINGTON POST QUOTE:"Amtrak collected about $2.5 million in revenue from private rail cars in fiscal 2010, and the service operates at a profit, said Amtrak spokesman Steve Kulm. Revenue exceeded costs by about $660,000 in fiscal 2010, he said."


    CITY OF TACOMA, WASHINGTON
    Revenue and Expenditure Detail by Fund

    ALSO SEE: 4500 TACOMA RAIL FUNDS DETAILS

    4120 PW TACOMA RAIL MOUNTAIN DIVISION

    REVENUE

  • Intergovernmental Revenues:
    FY 2009/10 ACTUAL: 43,275
    FY 2011/12 ADOPTED: 1,944,437
    FY 2013/14 ADOPTED:
    FY 2011/12O(U) ADOPTED: (1,944,437)
  • Charges for Services:
    FY 2009/10 ACTUAL:2,195,979
    FY 2011/12 ADOPTED: 3,291,489
    FY 2013/14 ADOPTED: 2,160,779
    FY 2011/12O(U) ADOPTED: (1,130,710)
  • Miscellaneous Revenues:
    FY 2009/10 ACTUAL: 8,688,115
    FY 2011/12 ADOPTED: 1,186,615
    FY 2011/12O(U) ADOPTED: 1,035,755 (150,860)
  • Cash Balance:
    FY 2009/10 ACTUAL:
    FY 2011/12 ADOPTED:
    FY 2013/14 ADOPTED:261,256
    FY 2011/12O(U) ADOPTED: 261,256
  • Revenue Total:
    FY 2009/10 ACTUAL: 10,927,369
    FY 2011/12 ADOPTED: 6,422,541
    FY 2013/14 ADOPTED: 3,457,790
    FY 2011/12O(U) ADOPTED: (2,964,751)

    EXPENDITURES

  • Personnel Services:
    FY 2009/10 ACTUAL: 1,342,954
    FY 2011/12 ADOPTED: 984,000
    FY 2013/14 ADOPTED:807,037
    FY 2011/12O(U) ADOPTED: (176,963)
  • Supplies, Other Services & Charges:
    FY 2009/10 ACTUAL: 8,731,072
    FY 2009/10 ADOPTED: 2,492,818
    FY 2013/14 ADOPTED: 2,250,310
    FY 2011/12O(U) ADOPTED: (242,508)
  • Capital Outlay:
    FY 2009/10 ACTUAL:
    FY 2011/12 ADOPTED: 1,954,437
    FY 2013/14 ADOPTED:
    FY 2011/12O(U) ADOPTED: (1,954,437)
  • Debt Service:
    FY 2009/10 ACTUAL: 437,893
    FY 2011/12 ADOPTED: 451,200
    FY 2013/14 ADOPTED:
    FY 2011/12O(U) ADOPTED: (451,200)
  • Taxes - Expenditure:
    FY 2009/10 ACTUAL: 42,019
    FY 2011/12 ADOPTED: 42,454
    FY 2013/14 ADOPTED: 43,454
    FY 2011/12O(U) ADOPTED: 1,000
  • Assessments:
    FY 2009/10 ACTUAL: 379,289
    FY 2011/12 ADOPTED: 497,632
    FY 2013/14 ADOPTED:356,989
    FY 2011/12O(U) ADOPTED: (140,643)
  • Expenditure Total:
    FY 2009/10 ACTUAL: 10,933,228
    FY 2011/12 ADOPTED: 6,422,541
    FY 2013/14 ADOPTED:3,457,790
    FY 2011/12O(U) ADOPTED: (2,964,751)

    PRIVATE RAILCAR ITINERARY TRIP COSTS

    ONE PV TRAVEL LOS ANGELES TO MOUNT RAINIER
    Inflated Estimated Per Person Rate

  • Cost per passenger $7,000pp
  • Capacity: 8 persons
  • Total Car Revenue: $56,000.00 per car
  • 5 Car Total: $280,000.00
  • 52 weeks/one trip per week/5 car Total: $14,560,000

    ONE PV TRAVEL LOS ANGELES TO SPOKANE
    Calculations Actual: LaRail Wonders of Washington State

  • Cost per passenger $3,195.00pp
  • Total Car Revenue: $31,950,000.00 per car
  • 2 Car Total: $63,900.00
  • 52 weeks/one trip per week/2 cars Total: $3,322,800.00
  • 100 trip per year/1 cars Total: $3,195,000,000.00


    This Statement Section is pending economic development based on "City Of Tacoma determination for Mount Rainier Rail Access and services" and "Tacoma Rails Passenger Tariff Development" and service pricing assessment published, thereby subject to change.
    (Further discussion required)

    APPLYING TECHNOLOGIES & TERMS FOR MT. RAINIER MOUNTAIN RAIL LINE

    DOODLEBUG: is a model of a gasoline, distillate, natural gas, diesel or renewable energy self powered railcar/bus that was common in rural low traffic and economical to operate the early part of the 20th century. Doodlebugs (Photos) were built for the same reason as the older gas railcar/buses, to provide passenger service on "lightly traveled lines". Using a Standard Heavyweight combo coach, accommodate baggage small freight. Ideal for "Eco Mountain Adventures" for traveler that have gear/supplies for long wilderness stays.


    SPEEDERS:Known as railway motor car, putt-putt, track-maintenance car, crew car, jigger, trike, quad, trolley or inspection car, and also known as a draisine, although can be unpowered, is a maintenance of way motorized vehicle formerly used on railroads around the world by track inspectors and work crews to move quickly to and from work sites.

    Although it is slow compared to a train or car, it is called speeder because it is faster than a human-powered vehicle. Motorized inspection cars date back to at least 1896, when it was reported that the "Daimler Motor Co." created a gasoline powered rail inspection car capable of 15mph.

    In the 1990s, speeders (Photos) were replaced with trucks/sport utility vehicles using flanged wheels that could be lowered for on-rail, called road-rail vehicles or hi-rails for highway-railroad.

    Speeders are collected by hobbyists, who refurbish them for excursions organized by the North American Railcar Operators Association in the USA and Canada.


    ROAD-RAIL VEHICLE is a vehicle which can operate both on rail tracks and a conventional road. They are also called hi-rail, (Photos) from highway and rail, or variations such as high-rail, HiRail, Hy-rail, etc.

    They are often converted road vehicles, keeping their normal wheels with rubber tires, but fitted with additional flanged steel wheels for running on rails. The rail wheels are raised and lowered as needed. Purpose-built road-rail vehicles also exist.

    Road-rail technology is believed to have been developed by Fairmont Railway Motors in the 1940s to improve flexibility of vehicle use. Fairmont's key product, motor section cars, limited the ability for maintenance crews to travel. Fairmont was bought by Harsco in the late 1980s.


    RAILBUS is a vehicle which can operate both on rail tracks and a conventional road. They are also called hi-rail, is a very lightweight type passenger rail vehicle (typically non-articulated or rigid frame) that shares many aspects of their construction with a bus, usually having a bus, or modified bus, body and having four wheels on a fixed base, instead of on bogies. These railbuses, a design developed in the 1930s, have evolved into larger dimensions, performance and characteristics similar in appearance to a light railcar, and today the terms railcar and railbus are often used interchangeably.

    Railbuses (Photos) designed for use specifically on little-used railway lines were commonly employed in countries such as Germany, Italy, France, the United Kingdom and Sweden. Today railbuses are being replaced by modern light DMU railcar designs./


    DIESEL MULTIPLE UNIT/BMU is a multiple-unit train powered by on-board diesel engines. A DMU (Photos) requires no separate locomotive, as the engines are incorporated into one or more of the carriages. They may also be referred to as a railcar or railmotor, depending on country. Diesel-powered units may be further classified by their transmission type: diesel-electric (DEMU), diesel-mechanical (DMMU) or diesel-hydraulic (DHMU).


    PRIVATE RAILROAD CAR: Private railway coach, private car or private varnish is a railroad passenger car which was either originally built or later converted for service as a business car for private individuals. A private car could be added to the make-up of a train or pulled by a private locomotive, providing splendid upholstered privacy for its passengers.

    PV's (Photos) were used by railroad officials and dignitaries as business cars, and wealthy individuals for travel and entertainment, especially in the United States. They were sometimes used by politicians in "whistle stop campaigns". Pay cars with less opulent sleeping and dining facilities were used by a paymaster and assistants to transport and disburse cash wages to railway employees in remote locations without banking facilities.

    In the late 19th century Gilded Age, wealthy individuals had finely appointed private cars custom-built to their specifications. Additionally many cars built by Pullman, Budd, and other companies that were originally used in common carrier service as passenger cars were later converted for use as business and private cars.

    There are various configurations, but the cars generally have an observation platform, a full kitchen, dining room, state rooms, secretary's room, an observation room, and often servant's quarters.


    BUDD RAIL DIESEL CAR: RDC or Buddliner is a self-propelled diesel multiple unit railcar. Between 1949 and 1962, 398 RDCs were built by the Budd Company of Philadelphia, Pennsylvania. Primarily adopted for passenger service in rural areas with low traffic density or in short-haul commuter service, and were less expensive to operate in this context than a traditional locomotive-drawn train with coaches.

    RDC (Photos) cars could be used singly or several coupled together in train sets and controlled from the cab of the front unit. RDC SERVICES was one of the few DMU (diesel multiple unit) trains to achieve commercial success in North America. RDC trains were an early example of self-contained diesel multiple unit trains, an arrangement now in common use by railways all over the world.


    PUSH-PULL TRAIN: is a mode of operation for locomotive-hauled trains allowing them to be driven from either end. (Operate at a higher performance cost.)

    A push–pull train (Photos) has a locomotive at one end of the train, connected via some form of remote control, such as multiple-unit train control, to a vehicle equipped with a control cab at the other end of the train. This second vehicle may be another locomotive, or an unpowered control car.


    PLAN STATEMENT TO BE CONTINUED

    PROPOSED AUGUST 2015 AND PERPETUAL
    PRIVATE PASSENGER RAILCAR MOVEMENT TO MT RAINIER

    AMERICAN ASSOCIATION PRIVATE RAILCAR OWNERS

    TRAVEL DATE TO BE ANNOUNCED LATER

  • LARAIL Los Angeles, California Stationed Rail Services
    Contact: Doug Spinn
    Ph:1-877-452-7245
    Email: pacificsands@larail.com

    Rolling Stock:
       Pacific Sands   Overland Trail   Silver Splendor   Tioga Pass   Salisbury Beach

    TRAVEL DATE TO BE ANNOUNCED LATER

  • HIGH IRON TRAVEL Chicago, Il or Milwaukee, WI Stationed Rail Services
    P.O. Box 337
    Waunakee, WI 53597
    Email: info@highirontravel.com
    Phone: 1-608-285-5489
    Subsidiary: Iowa Pacific Holdings

    Rolling Stock:
       Caritas   Scenic View and Sky View   Golden Mission   Pontchartrain Club

    NOTE #1: Private Passenger Railcar General Policy:
    Public Trips must attain 75% Capacity before committing to Amtrak CNOC Movement Confirmation.

    NOTE #2: Private Passenger Railcar General Policy:
    Public Trip Passenger Overflow, may contact other Private Rail Services for additional railcar.

    NOTE #3: Private Passenger Railcar General Policy:
    All PV Movement to Destination Cities or Off Amtrak Routes, where Locomotive Power is provided by Amtrak.
    (SUBJECT TO AMTRAK APPROVAL)

    NOTE #4: Private Passenger Railcar General Policy:
    Amtrak has the right to delay PV Service on Established Amtrak Routes if such railcar number exceed locomotive limitation or safety concerns.
    (Unless additional Locomotive are available to additional railcar)
    (Safety Concern Lifted)
    (Subject to Amtrak CNOC Discretion)




  • TACOMA RAIL MOUNTAIN LINE ROUTES

  • Tacoma, WA industrial area (25 miles) (Commencement Bay/Port Terminal)
  • Tacoma Jct - Frederickson Jct - Park Jct - Morton, WA (66.3 miles) (Paradise Line)
  • Frederickson Jct - Western Jct - Chehalis, WA (54.5 miles) (Prairie Line)
  • Park Jct - National, WA (3.5 miles) (Storage Track)
  • Tacoma Jct - Lakewood Jct - Nisqually Jct , WA (Ukn miles) (WSDOT/JBLM Military Track)

    FRIENDLY NEW BUSINESS SERVICES
    FRIENDLY NEW TOURISM ADVENTURES

    PROPOSED 2015 AND PERPETUAL
    MT RAINIER PRIVATE RAILWAY MOTORCAR-SPEEDERS
    EVENTS - EXCURSION - GUIDED TOURS
    NORTH AMERICAN RAILCAR OPERATORS ASSOCIATION
    CHIPPEWA VALLEY MOTORCAR ASSOCIATION
    MOTORCAR OPERATORS WEST
    RAIL SPEEDER

    "Tacoma Rail" and TMBL 4000, 4001, 4002, 4003. The City of Tacoma purchased them and the city is lettng Tacoma Rail "use them". The City has purchased them for the "Train to The Mountain".

    "The Tacoma Eastern Railroad, Knowm now as Tacoma Rail lost its identity when it was mustered out of federal control on January 1, 1919, as a fully owned part of the Milwaukee Road. Although the colorful name of the Paradise Valley Route was a casualty of the war, the new National Park Limited, which ran from Seattle's Union Station to Ashford over the same tracks, became a legend in its own right.

    With elegant new passenger cars, linen and silver service, and a romantic destination that loomed in the distance during virtually the entire journey, the National Park Limited carried more than 100,000 people a year during the 1920s. The round-trip fare stayed at about ten dollars throughout the 1920s, with a steam train to Ashford and a motor coach from there to Longmire, Nisqually Glacier, Narada Falls and finally Paradise Valley. In 1924 the Limited left Seattle at 7:30 in the morning scheduled to reach Ashford at 10:45. It returned to Seattle at 7:30 in the evening.



  • CREATING VISITOR FRIENDLY EXPERIENCES
    BECOMING PART OF PV RAILCAR INDUSTRY

    TACOMA RAIL IMPROVEMENT PROPOSAL

    TACOMA RAIL INVITES YOU

    To consider the pleasure of travel on Tacoma's private passenger railcars. Step onboard, relax and enjoy the winning combination of service, comfort and scenery during your specialized journey.

    Here is some more information about proposed service and accommodations. TACOMA PASSENGER RAILCARS are being prosed for certification to operate in Amtrak, Via Rail Canada and Mexican rail network service and operate on national shortline systems; it is available for charter in the United States, Canada and Mexico.

    TACOMA RAIL PRIVATE RAILCAR SERVICES is based on a Tacoma Public Utilities shortline and terminal railroad in Tacoma, Washington, with convenient access to the Amtrak national system.

    Currently Tacoma Rail has leased its passenger railcar rolling stock to Mount Rainier Scenic Railroad.

    Thereby, the passenger equipment owned by Tacoma Rail, is not maximizing it gross profit, nor maximizing such passenger railcar services for it potential intend use to increase tourism opportunities.

    In this proposal, it is recommended that City of Tacoma direct Tacoma Rail, to make its passenger railcar fleet ready for Amtrak private railcar services. This included that Tacoma Rail join necessary private passenger associations and organizations, for better understanding of private passenger industry.

    Tacoma Rail also needs to evaluate and structure its administration and management operation, to include qualified staff, having specific knowledge of passenger rail industry, for successful passenger operations.

    TACOMA RAIL DIESEL LOCOMOTIVES
    Number Builder Model Built Serial Notes
    901 1st GE 50-ton 12/43 18043 Sold to Peninsula Terminal Co. (Portland, OR) same#.
    On PTCo. roster as of 3/86.
    901 2nd Alco S-1 1/42 69608 Acquired 3/68 from Alco, ex-Portland Terminal (Oregon) 32, nee-Northern Pacific Terminal (Portland, OR) same#.
    Disposition unknown to me.
    902 1st GE 45-ton UKN UKN Sold 5/62 to Pan American Engineering.
    902 2nd Alco S-1 1/42 69609 Acquired 3/68 from Alco, ex-Portland Terminal (Oregon) 33, nee-Northern Pacific Terminal (Portland, OR) same#.
    Disposition unknown to me.
    903 Whitcomb 65DE-19A 1944 UKN Acquired in 11/47, ex-US Army 8495.
    Sold in 1969 to General Metals (Tacoma), scrapped?
    904 Whitcomb 65DE-19A 1944 UKN Acquired 12/47, ex-US Army 8498.
    Sold in 1969 to General Metals (Tacoma), scrapped?
    905 Alco S-1 3/50 77790 Acquired 12/50, ex-Alco demonstrator 660.
    Disposition unknown to me.
    906 Alco S-3 1950 78399 Acquired in 5/62, ex-Pan American Engineering 997, nee-Humble Oil 997.
    Sold in 1979 to Simpson Timber (Shelton, WA), re# 600. Still in service?
    907 Alco S-3 UKN 78385 ex-Washington, Idaho & Montana 30.
    Sold to Brandon Corp. of Omaha, re# 71, scrapped.
    921 Alco S-4 1953 80965 Ex-NP?
    Sold in 1989, buyer/disposition unknown.
    930 Alco S-4 10/50 78414 UKN
    931 Alco S-4 10/50 78415 UKN
    950 Alco S-6 1956 81724 Acquired in 1976, ex-SP 1220.
    Sold in 1980 to Vancouver Wharves (Vancouver, BC), re# 21 2nd.
    1200 EMD SW9 1953 17822 Ex-UP 1842 (UP 1842 sold 10/77 to Precision National).
    Sold in 1993 to Mt. Vernon Terminal Railway (Mt. Vernon, WA) same#.
    1201 EMD SW9 1952 11722 Ex-C&O 5089.
    Sold in 1996 to Pacific Rail Services, same#.
    1202 EMD SW9 1951 13138 Ex-SCL 143, nee-ACL 661.
    To Tacoma Rail in 1999.
    1203 1st EMD GP9 1957 22719 Acquired or leased c.1986 from CEECO, ex-BN 1754, nee NP 316.
    Returned to CEECO, resold 9/86 by CEECO to Washington Central, re# 302.
    Reported sold to BNSF in 1996 after BNSF took over WC's Yakima Valley Division in 1996.
    Current status unknown to me.
    1203 2nd EMD SW1200 1965 29786 Acquired in 1988 from CEECO, ex-MP 1271.
    To Tacoma Rail in 1999.
    1204 EMD SW1200 1963 27859 Acquired in 1988, ex-CEECO 207, nee-MP 1191.
    To Tacoma Rail in 1999.
    2000 EMD GP18 1952 17372 Acquired in 1992, ex-CSX 1801, SBD 4755, SCL 4755, SCL 980, nee-SAL 1800.
    To Tacoma Rail in 1999.
    2001 EMD GP18 1952 17386 Acquired in 1992, ex-CSX 1808, SBD 4762, SCL 4762, SCL 994, nee-SAL 1814.
    To Tacoma Rail in 1999.
    2002 EMD GP20 1960 26063 Acquired in 1998 from NRE, ex-Arizona & California 2002, Southeast Coal 2002, UP 488, nee UP 718.
    To Tacoma Rail in 1999.
    2003 EMD GP20 1960 26047 Acquired in 1998 from NRE, ex-Arizona & California 2003, Southeast Coal 2003, UP 472, nee UP 702.
    To Tacoma Rail in 1999.
    200 UKN Caboose UKN UKN Wood cupola caboose. Ex-NP?
    201 UKN Caboose UKN UKN Steel cupola caboose. Ex-UP.

    TACOMA RAIL PASSENGER RAILCARS
    Unit   Type   Type   Class   FORMER   PPCX   NAME   AMTK  
    TMBL 101 MOW         Ballast
    TMBL 200 Caboose M930 NE        
    TMBL 201 Caboose M930 NE        
    TMBL 598 Caboose M930 NE        
    TMBL 1914 Caboose M930 NE        
    TMBL 40000 Lounge M500 BUDD-1954 ex-Santa Fe   L'Auberge Laurentien 3111
    TMBL 40010 85-Seats M500 BUDD-1952/3     MRLX-7603 7603
    TMBL 40020 85-Seats M500 BUDD-1952/3     MRLX-7004 7004
    TMBL 40030 85-Seats M500 BUDD-1952/3     MRLX-7000 7000

    APPLYING THE RIGHTS EQUIPMENT
    EXPERIENCING RAIL TRAVEL IN COMFORT




    LOCOMOTIVE ROSTER
    Number Builder Type Number Built Acquired
    No. 2 H. K. Porter 0-4-0T #4390 1909 2006

    NOTE: Built for the Santa Cruz Portland Cement Co. operation in Davenport, CA. Was later sold to Bechtel Kaiser Rock Co of Oroville, Ca in 1924, before being sold into private hands sometime before 1966. Was purchased by the Chief Mechanical Engineer of the MRSR in 2006. currently operable On on long term loan to the Northwest Railway Museum.


    Number Builder Type Number Built Acquired
    No. 2 Willamette Iron-Steel Works 3-truck geared #34 1929 2002

    NOTE: Built for the J. Neils Lumber Co. in Klickitat, WA; sold to Rayonier, Inc., in 1949 for operation in Sekiu, WA until 1962; design closely resembles a Shay locomotive the only operational Willamette in the world. currently operable


    Number Builder Type Number Built Acquired
    No. 10 Climax Locomotive Works 3-truck Climax #1693 1928 1979

    NOTE: Built for Hillcrest Lumber Co. in Vancouver Island, British Columbia.; second to last Climax ever built; first operating steamer on MRSR; currently operable<


    Number Builder Type Number Built Acquired
    No. 11 Lima Locomotive Works 3-truck "Pacific Coast" Shay #3327 1929 1981
    Number Builder Type Number Built Acquired
    No. 102 Heisler Locomotive Works 3-truck "West Coast Special" Heisler[11] #1595 1930 1980
    Number Builder Type Number Built Acquired
    ? Heisler Locomotive Works UKN #1252 1912 ?
    Number Builder Type Number Built Acquired
    No. 70 Baldwin Locomotive Works 2-8-2 #55355 1922 1992

    NOTE: Built for Polson Brothers Logging Company of Hoquiam, WA; purchased by Rayonier Corp. in 1945; currently operable


    Number Builder Type Number Built Acquired
    No. 45 Baldwin Locomotive Works 2-6-2 #27311 1906 1998

    NOTE: Built for Polson Logging Company of Hoquiam, WA; purchased by Rayonier Corp. in 1945; the locomotive has been sold to a private owner.


    Number Builder Type Number Built Acquired
    No. 5 H. K. Porter, Inc 2-8-2 #6860 1924 Early 1980s

    NOTE: Built for the Carlton & Coast Railroad of Carlton, Oregon; one of the largest Porter locomotives ever built Stored inoperable


    Number Builder Type Number Built Acquired
    No. 17 American Locomotive 2-8-2T #68057 1929 1980

    NOTE: Built for the Crosset Western Co. in Wauna, OR; sold to Hammond Lumber Co. of Samoa, CA in 1942; the primary summer motive power for the MRSR; currently operable


    Number Builder Type Number Built Acquired
    No. 481 GM Electro-Motive Div. EMD NW2 diesel-electric #5336 1942 2001

    NOTE: Built for the Great Northern Railway; currently operable


    Number Builder Type Number Built Acquired
    No. 7012A GM Electro-Motive Div. EMD F9 diesel-electric #21108 1956 1982

    NOTE: Built for the Northern Pacific Railway; currently operable


    Number Builder Type Number Built Acquired
    No. 41 American Locomotive ALCO RSD-1 diesel-electric 1941

    NOTE: Currently inoperable due to grease fire in electrical cabinet and traction motor, slated for repairs and return to service


    Number Builder Type Number Built Acquired
    No. 42 American Locomotive ALCO S-1 diesel-electric

    NOTE: Under restoration


  • All of the railroad's locomotives are serviced out of the locomotive shops in Mineral.





  • MOUNT RAINIER RAILWAY GATEWAY TO
    RAIL ECO-ADVENTURES

    HISTORICAL PERSPECTIVES:

    Washington State in all it natural beauty and it many environment regions has a spectacular mountain that our pioneering forefather had a visioned and plan to build a railway to Mount Rainier.

    Today this grand enterprising planned economic development asset in Washington State is being under utilized, wasted business opportunity and for years this railway asset has been ignored for all its potential for economic regional growth to rail line communities in it way ward path. Stigmatizing by false myths and fostered greed from the auto industries desire to pollute our environment and stage misleading facts, that the American Railroad, the greatest transportation invention of mankind s desire for academic intelligence excellence is not worth business opportunities to the American People in the 22 Century.

    During the Ronald Reagan Presidency, changes stated to occur, with "Rail Garrison" Development and deployment of our military might on our railways, giving way that our dependence and need for railways is a National Security Interest and a asset for economic national growth. many of our higher educational institution, foster discrimination toward students with ambition toward academic studies with in the railway technological development and suppress emerging railroad technology research.

    Today, our society has been looking forward toward rail development and industry growth, by re-inventing railway opportunities, as a useful technology in our environmental concerns over global warming and fossil-fuel pollution. Still many rail line communities towns and city professionals, are "blind sighted" and mind-set to destroy railway through there town and city, by convert track to pavement trails. Further limiting and restricting railway business opportunities and preventing all forms of railway equipment use, along with denying preservation our national rail line community railway heritage. SHARING THE WAY HAS NEVER BEEN AN OPTION, for these types of professional leadership, instead they preferred destruction of rail line community access, to prevent rail commerce opportunities, by American, then placing rail passenger in deplorable travel opportunities and humiliating those who use rail, with discriminating remarks, to depress the rail traveler. Including to deny those the opportunity to work and be employed in various segments of rail industry.

    This economic development plan, being presented by RBCS of Washington State, for the City of Tacoma and Centralia, along with all intermediate towns, cities, parks-recreation and wilderness areas within scope of Tacoma Rail's "Mountain Division" Railway Destinations.

    Attempts have been made in the past few decade after the falling flag railroads, to re-develop commercial commerce passenger services to Mount Rainier over Tacoma Rail grand effort to employ a single luxury train "Grandluxe Railway Journey" and Tacoma Rails purchase of passenger railcar, ended in failure to be sustained. This was do in fact, that neither the State of Washington Department of Transportation, City of Tacoma and Tacoma Rail, failed to recognize the the complete complexity of all facets of the railway industry. Thus, leaders fostering railway business commerce traffic was limited and restricted to big idealism to prevent fostering of a comprehensive railway industry. Most of the failures by professionals, was that they lacked the necessary academic understanding of the "complexity of rail system" and what components composed of the rail industry. To which such professional were "blind sighted", with a mind-set that auto industry was the only transportation method to be considered. Noting, that most professional view, is that the automobiles are a status symbol of professionalism, thus, they have no academic training and have not experienced rail travel or luxury rail services, nor all rail industries various travel opportunities.

    BUILDING NEW ASPECTS AND DIRECTION:

    Learning from our past history, building on emerging use of past and present technologies.

    The plan to reinstate rail services to Mount Rainier Mountain Division rail line communities, should foster a comprehensive plan, to accept all types of rail services and all types of rail equipment to be used to traverse passengers over the mountain rail line.

    Start with existing rail services and feasible rail opportunities, based on track conditions and safety. Motorcars and speeders can use existing trackage, lighter single self-powered railcars need only minimal track requirements for low speed operations, heavy railcar(s) and multiple railcar with large locomotive power require greater track stability. Mountain Trackage must only be safe as to FRA SAFETY STANDARDS and dependable in all season and weather conditions.

    MOUNT RAINIER MOUNTAIN RAIL LINE IS NOT A HIGH SPEED CORRIDOR.



    MOUNT RAINIER MOUNTAIN RAIL LINE

    Mount Rainier's abandoned and limited traffic tracks, should consider rail line community economic development, by creating business opportunities towards opening rail lines to all types of railway excursions. Rail Line Communities benefit, as it will bring in the tourist to town within the eco-adventures program being presented by RBCS of Washington State.


    TACOMA AND CENTRALIA PV INTERCHANGES

    MOUNT RAINIER ITERCHANGE ISSUES

    MOUNT RAINIER MOUNTAIN RAIL LINES HISTORY The Milwaukee Road Was the Line haul Railroad for Mout Rainier, in the 1960-1980s the railroad slipped into bankruptcy, causing the mountain rail line to became neglected as other Milwauke Raod lines maitains of way was deffered, in increrase stockholder share profits.

    Weyerhaeuser's purchase of the line was intended to operated the line as a "Logging & Freight Rail Systems. Weyerhaeuser’s decision to ship by truck, and the City of Tacoma acquired the line in 1989 to preserve the corridor for future use. Operation of the line was contracted to the Tacoma Eastern Railway Company until 1998, when the City treminated Tacoma Eastern Railway Company, resuming rail services under the Tacoma Public Ulities/Tacoma Rail.

    MOUNT RAINIER MOUNTAIN RAIL LINES TRAFFIC The Tacoma Rail Mountain Division, owned by the City of Tacoma, Public Utilities, operates former Tacoma Eastern Railroad. The main line runs from Tacoma to Morton, with a branch that diverges at Frederickson terminating in Chehalis.

    The Mountain Rail Line interchanges at Tacoma with:

  • Burlington Northern Santa Fe/BNSF,
  • Union Pacific/UP,
  • Amtrak Coast Starlight,
  • WSDOT Cascades Rail Service,
  • Sound Transit Communter Rail/ST,
  • Joint Base lewis McCord/JBLM Military Railroad, and
  • Tacoma Rail/TR.

    In the Centralia/Chehalis Prairie Line with:

  • Burlington Northern Santa Fe/BNSF,
  • Tacoma Rail/TR,
  • Puget Sound & Pacific Railroad/PSPR,
  • Amtrak/Coast Starlight,
  • WSDOT/International Cascades,
  • Sound Transit Commuter Rail Services/TS,
  • JBLM Military Rail Transport,
  • Western Washington Railroad/WWR,
  • Union Pacific/UP, and
  • Chehalis-Centralia Railroad

    Mountain Rail Service is provided daily on both lines.

    Commodities handled by Tacoma Rail Mountain Rail Lines include:

  • food commodities,
  • forest products,
  • chemicals,
  • fuel oil,
  • hazardous materials,
  • JBLM military weapon trains,
  • JBLM military supply,
  • airplane components,
  • railroad repair racitlity,
  • occaisional passenger train excursion,
  • Mount Rainier Scenic Railroad,
  • Not Limitied Too.

    AMTRAK AUTHORIZED DESTINATION CITIES

    Centralia and Tacoma are cities that are not currently on Amtrak National "CNOC fast track Movement authorization" for Private Passenger Railcar Authorized 'drop/pickup" Destination Cities.

    Currently, Centralia and Tacoma does not have a "designated facility", where PV's can safely interchange, resupply railcar and passenger can safely alight for access to city hospitality/tourism opportunities

    Centralia and Tacoma never recognized all facets of the rail passenger industry during station restoration and renovation of train services. However through city economic development planning this can be corrected.

    Although both cities have capacities and necessary BNSF/UP/TR operating rail personal available for interchange connections.

    It will be required to include BNFS in the Economic Development Plan to establish PV Interchange Station Facilities in both Centralia Station and Tacoma Station for Through Coach Services.

    This Statement Section is pending further economic development planning based on "City Of Tacoma determination for rail services to Mount Rainier " and "Tacoma Rails Passenger Tariff Development" and service assessment, thereby subject to change.
    (Further discussion required)

    MOUNTAIN RAIL LINE CONNECTING COMMUNITIES AND COMMERCE

    Tacoma Rail Tideflats Operations: U.S. Oil and Refining, and Targa Sound terminals in Tacoma, are expanding rail yards and oil storage farms to handle more North Dakota crude. Targa Sound terminals could handle "two 100 crude oil tank cars" trains daily and U.S. Oil and Refining could handle several weekly.

    Tacoma Rail Partnerships are part of the North American Contentent Rail Network that includes seven class 1 operating railroads and more than 550 short line,regional railroads and one national, one international and one regional passenger railroad services in the United States, connecting to Canada and Mexico.

    Tacoma Rail, Mountain Division Between paradise and paraire line connects with two national railroads and two shortlines, including two steam railroads and three passenger rail services:

  • BNSF Railway, which serves the western half of the United States and connects with Tacoma Rail at Tacoma, JBLM Dupont and Centralia, Washington.

  • Union Pacific Railroad, which also serves the western United States and connects with Tacoma Rail at Tacoma and Centralia.

  • Amtrak Coast Starlight, a National Long Haul Passenger Services serving western California, Oregon, Washington and all intermediate Rail Line Communities, connecting at Olympia, Centralia and Tacoma.

  • WSDOT: International Cascades Rail Services, an International Long Haul Passenger Services serving western Washington, Oregon and Canada between Eugene Oregon, Vancover British Columbia, connecting to Tacoma Rail at Olympia, Centralia and Tacoma.

  • JBLM: Military Rail Services, a United State Military Cargo Fleet Operations serving Unites States Military, connecting to Tacoma Rail Mountain Division at Lakewood and Dupont.

  • Sound Transit Communter Rail, a Regional Passenger communter Services serving western Washington between Bellingham, Seattle and Tacoma, connects at Freighthouse on Tacoma Rail Mountain Line.

  • Puget Sound and Pacific Railroad, a short line serving western Washington between Centralia, Hoquiam, Bremerton and Bangor, and connects to Tacoma Rail at Centralia.

  • Western Washington Railroad, a short line serving western Washington between Chehalis, Centralia, Grand Mound and Maytown, and connects to Tacoma Rail at Maytown.

  • Mount Rainer Scenic Railroad, a short line serving western Washington between Eatonville, Elbe, Mineral and Morton, and connects to Tacoma Rail Mountain Division at Tacoma.

  • Chehalis & Centralia Railroad, a short line serving western Washington between Chehalis, Boistfort Valley and Curtis connects to Tacoma Rail at Centralia.

  • Tacoma Rail provides rail service to two ports:

    Port of Tacoma, a major gateway to Asia and Alaska. The Port handling more than $36 billion in annual trade and nearly 2 million containers.

    Port of Olympia, which serves the Thurston County community, primarily handling break-bulk freight.

    Other key partners include:

  • Washington State Department of Transportation
  • Washington State Department of Ecology
  • Federal Railroad Administration
  • Transportation Security Administration
  • Federal Emergency Management Agency
  • Puget Sound Clean Air Agency
  • Olympic Region Clean Air Agency

    TACOMA FREIGHTHOUSE-FREDERICKSON JUNCTION LINE

    Tacoma Rail Mountain Division is under the new operating agreement with Public Works, Tacoma Rail began divesting parts of the Mountain Division no longer needed for freight service. A seven-mile section of track from Chehalis to Centralia was leased to Western Washington Railroad in November. WWR took over railcar storage operations on the line in December. A lease with Mount Rainier Scenic Railroad was concluded in December for thirty plus miles of track between Eatonville and Morton to allow them to continue their tourist steam train operations. Finally, negotiations with Sound Transit for the purchase of the 1.3 mile commuter line from TR Junction to D Street are in their final stages. All of these actions allowed the Mountain Division to operate at breakeven in 2012.

    TACOMA PORT-LAKEWOOD JUNCTION JBLM MILITARY RAILROAD

    Military Rail Transport Operations have four primary functions of militarty rail transport operations for military and commercial railways.

    These functions include the following:

  • Train operation.
  • Maintenance of way.
  • Maintenance of equipment.
  • Train control.

    NATO and United States Defense war plans involves extensive railway militaty cargo utilitization of national and international railroad networks.

    Military railroads operate on the same basic principles as commercial railroads, as in:

  • Locomotives pull railcars loaded with freight and passengers over miles of track.
  • Train movements are controlled by schedule or signal communication.
  • Some trains have superiority over others.

    PACFIC NORTWEST PRARIE LINE

    Tacoma Rail is committed to being a responsible steward of the environment. In addition to using environmentally sound practices in our daily work procedures and projects, whenever possible we implement technologies that help us reduce our energy consumption and lessen our environmental impact.






  • Rolling friction between railwheel and railtrack is much less that between tyre and pavement. Also the journal bearings used with rail axles are more efficient than the rolling element bearings used in automotive axles. Also a train's frontal area (and hence aerodynamic drag) does not increase with weight. This means that trains have a less steep penalty curve for weight than road vehicles do, so they trade it in for other benefits.

    The relation of axle load to maximum allowed speed does not have to do with stability but with track wear, mainly at curves.

    Track wear, the major factor in maintenance costs, follows the square of speed and the cube of axle weight (and of course is linear with the number of axles).

    Freight is hauled more efficiently with high axle loads (smaller number of train cars). Passengers, who are relatively light (adding up to 2t per axle to the empty car's load), are hauled more efficiently with low axle loads.

    Axle load varies worldwide between 11 and 22.5 tons. Japan uses the lightest trains and the US the heaviest. In Europe, France uses lighter trains than Germany.

    In railroad systems where freight lines are not segregated from high speed rail lines, track quality, line inclination grades and maximum operating speeds are not high enough to make the advantages of low axle load prevalent.

    Trains that use locomotives go for the maximum allowed axle load for the line, because locomotives need weight to gain traction. Trains that use distributed traction (EMUs) can theoretically be as light as we make them.

    Maintenance costs are shifted to the line with locomotives and to the train cars with EMUs. This is crucial when the line and train operators are different.

    Railroad chassis weights could be reduced for passenger cars if the safety standards shifted their focus away from car integrity during crashes and more towards crash avoidance, energy dissipation and personal passenger safety.




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