Saturday, August 13, 1994 culminated a project that began in 1989 when the Cotton Belt Rail Historical Society sought to obtain Cotton Belt 336 from the City of Lewisville, Arkansas. After years of scratching heads, weighing the options and numerous trips to Lewisville to prepare the engine for movement to Pine Bluff, the 2-6-0 Baldwin finally made it to the engine track at the Arkansas Railroad Museum.

The locomotive, built in 1909, had been on display in a local Lewisville park for many years. CBRHS very much wanted to get the only other existing Cotton Belt steam locomotive (819 being the other) out of the weather and will attempt to restore the engine, at least cosmetically, to it's original beauty.

Last summer a group of CBRHS volunteers, with the assistance of the Jefferson County Road Department and a large crane, moved the 336 tender to Pine Bluff from Lewisville. Unfortunately, the weight and height of the locomotive, even with the stack removed, prevented its movement without some serious dismantling. After months of careful planning, project director Bill Bailey and crew opted to remove the boiler and cab from the running gear (frame, drivers, cylinders, etc.) and move it separately.

Once again, the Jefferson County Road Department graciously consented to provide a crew and two heavy trucks, a flatbed and a lowboy. Arrangements were made with Cook Crane Service for two 45 ton cranes and operators to be available for loading at Lewisville and unloading at Pine Bluff. The date was set for Saturday, August 13.

Prior to loading, it was necessary to prepare the locomotive for the intended separation of the boiler from the running gear. A crew arrived in Lewisville on Friday, August 12 and spent the day under, inside and around the locomotive with a cutting torch and other tools getting everything loose and ready for the cranes. A crew from Lafayette County assisted by removing the fencing around the locomotive. Being out under the scorching Arkansas sun during August with a cutting torch aimed at old, rusted locomotive fittings is no picnic. It took a dedicated group of volunteers to accomplish this task that lasted into the early evening hours.

Saturday morning came early for all involved. The remaining CBRHS volunteers that didn't spend the night, and the Jefferson County crew were on the road to Lewisville before 6 a.m. Everyone involved realized that the job of separating the boiler and frame, loading the trucks, making the highway trip to Pine Bluff and unloading upon arrival would easily consume a full workday and then some.

CBRHS volunteers finished up some last minute work with the cutting torch. Bill Bailey and Joey Narbutowitch consulted with the crane operators, Jefferson County road crew and the crew from Lafayette County. The game plan was finalized and the process of dismantling the locomotive was underway.

The crew from Lafayette County leveled the ground and the two large cranes were moved into place. Two sections of the cab roof were cut out to provide a route for the large cables that were wrapped around the firebox at the rear of locomotive. Cables from the other crane were wrapped around the boiler just prior to the smokebox. After a few additional cuts were made with the cutting torch, the boiler and cab broke free and lifted from the frame. The lowboy trailer was backed under the suspended locomotive for loading.

Prior to lowering the boiler onto the lowboy, it was necessary to remove the cinderbox that was attached to the bottom of the firebox. While David Price and Joe McNabb worked with the cutting torch, Lafayette County crews obtained some additional wood blocks needed to support the boiler on the lowboy. During this time, it was possible to even see a little smoke created by the cutting torch exiting through the smokebox and stack opening. A strange sight, indeed! After getting the necessary wood supports in place, the boiler and cab were lowered onto the lowboy and tied down for the trip to Pine Bluff. Measurements were made and it was decided to remove the two pop-off valves from the top of the boiler to reduce the height of the load. It was one down and one to go.

Prior to loading the running gear onto the flatbed, it was discovered that the two petticoat pipes would have to be removed to keep the height within limits. Even after cutting the connecting bolts, it took some heavy blows to break them loose. That done, it was time to attach the cables and lift. The weight of the front end of the frame was surprising. It took some serious lifting to get it off the rails. Once in the air, the flatbed was backed into position and wood blocks were positioned. The crane operators lowered the running gear onto the flatbed and it was secured for transit. A final check of the load was made and it was off to Pine Bluff.

Now, it is not everyday that unsuspecting drivers in South Arkansas encounter a steam locomotive on the two lane roads that run from Lewisville to Pine Bluff. Needless to say, many heads turned in disbelief as the convoy made the journey. Robert McClanahan and David Price were listening in on the radio when they heard a truck driver break in as he approached McNeil and the slow-moving convoy, "Long line of traffic ahead. Looks kinda like a train." As the truck driver neared the lowboy hauling the 336 he added in astonishment, "Hell, it IS a train!"

Both Jefferson County trucks made it to the Arkansas Railroad Museum around 8 p.m. and the cranes were positioned to unload the frame onto the engine track. That done, the boiler and cab were unloaded and set down on the frame. It was a long day for all involved, but seeing SSW 336 sitting outside the museum building made it worth every minute.

Just as they did last summer when moving the 336 tender, the Jefferson County Road Department performed flawlessly. All CBRHS members owe a debt of gratitude to Jefferson County Judge Jack Jones and the outstanding crew for their help in this cause. The crew from the Jefferson County Road Department consisted of Alvin Allen, Jesse Boykin, Ricky Bullard, Jerry James, Jeff Jones, Sammie Magsby, A. C. Pennington and D. J. Watson. If it weren't for these guys, the 336 would still be sitting in Lewisville!

Also on hand and assisting with the move were Lafayette County Judge Frank Scroggins and his crew consisting of Larry Cox, Steve Clark, Tommy Thompson, Jr. and Jessie Smith. CBRHS is grateful for all the help.

The CBRHS volunteers also deserve special thanks for all the planning and work involved with this project. The CBRHS crew on hand in Lewisville Friday and/or Saturday included Bill Bailey, Gene Bailey, Nathan Bailey, Darrel Cason, Gerald Cooper, Clay Hale, Bill McCaskill, Robert McClanahan, Joe McNabb, Joey Narbutowitch, Bennie Price, David Price, Monty Pride, Peter Smykla, Jr. and John Wellenberger.

Last, but certainly not least, thanks to all those who contributed to the 336 Moving Fund to help defray the cost of moving the locomotive and tender.

On Saturday, August 20, the 336 was moved INSIDE the Arkansas Railroad Museum and reunited with the tender. The engine and tender are currently located on the far south end of the building on the track adjacent to the 814 tender. Now, all the surviving Cotton Belt motive steam equipment (SSW 819 engine and tender, SSW 814 tender, SSW 336 engine and tender) is together under one roof.

The restoration of 336 is going to be a lengthy and costly project. A full cosmetic restoration is planned, but knowing how much the volunteer CBRHS crew relishes the sound and smell of real operating steam locomotives, don't rule anything out just yet.

The proposed 819 steam train excursion from Pine Bluff to Tyler for the Texas Rose Festival in October appears to be "NO GO" for 1994. CBRHS has yet to receive trip authorization from Southern Pacific Transportation for this year's excursion. Due to the lack of SP approval, and uncertainty over revised trip insurance requirements, cancellation of the planned trip is probable.

In correspondence received from Southern Pacific, the railroad has stated that all non-essential operations have been suspended in an all-out effort to place emphasis on increased traffic and profitability. Hopefully, things will look a little brighter next year.

This will be the first year since 1989 that the 819 has not journeyed to Tyler for the rose festival. The Cotton Belt Star passenger special made the October Tyler trip in 1988, 1990, 1991, 1992 and 1993. The communities of Tyler and Athens have really worked hard to make this an annual event and have pledged some much needed support. Hopefully the cancellation of the trip won't dampen their enthusiasm. In the unlikely event that something develops at the last minute and approval is granted by SP, a special mailing will be made to all CBRHS members.

Joey Narbutowitch, 819 fireman and CBRHS volunteer, will be the speaker. Joey will detail the restoration of Cotton Belt 819 and discuss the upcoming restoration plans for Engine 336.

The meeting is open to anyone who would like to attend. For more information or directions to the Whistle Stop, contact Gerald Cooper at (903) 839-2501. This promises to be a fun evening for all. (Gerald Cooper)

William Franklin Stone, age 74, of Pine Bluff, AR died May 23, 1994 at Jefferson Regional Medical Center (Pine Bluff). Born April 7, 1920 at Camden, Arkansas, he was a son of the late Jack Leander and Harriet Dean Stone.

He was a retired locomotive engineer from the St. Louis Southwestern Railroad, after 42 years of service working on steam (coal and oil fired) and diesel locomotives.

He first joined the Cotton Belt on June 20, 1939 at the Britton Gravel Plant on the Ouachita River, Camden, Ouachita County Arkansas.

His first job at the Britton was to spot the cars on the hump to be loaded with gravel and oiling all locomotives each time they came into Britton.

He was a member of Carr Memorial United Methodist Church (Pine Bluff) for 41 years where he served as an usher and past President of the Methodist Men's Club.

He was a 50 year member of Jacob Brump Masonic Lodge, Arkansas Consistory of Scottish Rite Bodies and Sahara Shrine Temple.

He helped to restore the 819 and was a member of the Cotton Belt Rail Historical Society. He served as fireman or engineer on the 819's annual October trips to Tyler and beyond.

He was a member of the Jefferson County Sheriffs Patrol.

He was a World War II veteran, serving as Diesel Fireman Second Class the duration of the war..

Survivors include his wife Lola Maye Thaxton Stone, whom he married May 14, 1940 at Calion (Union County, Arkansas); a daughter Jewell Ann Stone Cappiello of Las Vegas; a brother Jack Thomas Stone of Pine Bluff, and a grand daughter, Renni Beth Allen Lee of Mountain Home, Arkansas.

Funeral services were held at Carr Memorial United Methodist Church in Pine Bluff with Rev. Charles Thompson officiating. Burial was at the Greenwood Cemetery at Camden, Arkansas in the Stone Family Plot.

Gwyneth Francis Davis, wife of 819 engineer T. D. Davis died June 13, 1994. She was an active member of CBRHS and served as a crewmember on 819 trips working in the commissary car.

Gwyneth graduated from Pine Bluff High School in 1941 and was employed for several years in the office of General Waterworks in Pine Bluff. She was a member of Hawley Memorial United Methodist Church and the United Methodist Women. She was a member of the Pine Bluff Canasta Club.

Survivors include her husband, T. D. Davis of Pine Bluff, a daughter, Diane Davis of Little Rock, a brother, Kenneth Francis of Shreveport, LA, and a sister, Bille Francis Franklin of Reno, Nevada.

The Tyler Tap Chapter met with the Tyler Downtown Beautification Committee on May 28. The guest speakers were Tom Mullings, president of the Chamber of Commerce, and Dina Stapleton, director of Main Street project. They spoke of the proposed restoration of the old Cotton Belt Depot by the city. Tom and Dina brought with them four guests from Tyler's sister city of Jelenia Gora, Poland. Although most of the meeting had to be translated through an interpreter for the guests, they genuinely seemed to show an interest in the goals of the group.

On Tuesday, June 7, a late evening thunderstorm with winds reported up to 75 MPH barreled through the Pine Bluff area leaving thousands of residents without electricity for the remainder of the night and most of the next day. The storm left behind many downed tree limbs and caused some property damage, including the roof at the Arkansas Railroad Museum.

Fortunately, most of the roof damage was confined to the north end of the museum building. In addition to ripping up the metal roofing material on the northwest corner of the building (replaced by CBRHS in late 1990), many bricks were loosened and wood used to anchor the roofing was damaged.

My father was a railroad man all of my life. He was an engineer with the Cotton Belt as was his dad before him and his dad before him. As far back as I can remember, he lived and breathed railroading.

Vacation times were spent tracing down an old steam engine somewhere and taking a lot of pictures standing in front of it. If the family got in the picture that was fine, but the steam engine got top priority.

I was always very proud of my dad. I thought he was the smartest person on this earth. Sometimes I can still picture him talking that railroad jargon. Words like deadhead, switch engine, high-line local, and some guy named Hammerhead. There was also a steam engine the guys named Mae West. I sometimes wondered why they named the engine that name.

If you ever want a wild experience, just ride in a car with an engineer when he sees a train comin' around a curve. Our family has had several joy rides when the old car turned into a race car and caught up with the cab of some engine and the honkin' of the car horn was saying something in code. Many times the family was mighty glad when the conversation was over.

One of the funniest things to happen was the time when a carload of beer went off the track near Tyler. One of dad's fellow railroaders called him and told him to get out there if he wanted any of that beer. My dad came back with so much beer he could have opened up his own saloon.

My dad is gone now, but he will never be forgotten. He was a good man, a good father and a darn good railroad man. (Editor's Note: Paula Rigsby lives in Tyler, TX and serves as Secretary of the Tyler Tap Chapter, CBRHS)

>From the Great Depression to World War II, the American economy swung from a very low extreme to a very extreme high, from one extreme to the other.

Passenger trains once again became crowded due to population moves and dislocations. The extent of crowding on Cotton Belt passenger trains was amazing. People were on the move everywhere. At train time once again station platforms were crowded. I remember one such night when a young lady, carrying a baby and heavy luggage detrained at Lewisville, with no one to meet her. I carried the luggage and escorted her and the baby up to a restaurant two blocks distant, only other place in town open.

Before, during and after World War II the Cotton Belt seemed to run Troop Trains on a daily basis. I vividly recall Troop Trains moving through Lewisville. They would move, both northbound and southbound, at about 15 MPH through town, giving the crews time to digest a handful of train orders. This was before air conditioning, and coach windows would be up. The military would throw off cards and letters to their loved ones back home, and I'd take them up the hill to the Post Office, realizing that many of those brave men would never return home again.

Working on First Trick at Fordyce Tower I recall a Prisoner of War Passenger Extra southbound, carrying Field Marshal Rommel's North Africa forces, to a prisoner of war camp in Texas. It was a hot summer day, and the coach windows were secured three inches high, affording a little air conditioning. Armed military guards were stationed in the vestibules of each coach, to avoid any possible escape.

Finally, sadly, when I was on Third Trick at Jonesboro, the railroad ran a Funeral Train, consisting of baggage cars, carrying remains from the European Theater, moving southbound.

On Third Trick McNeil I issued my longest passenger ticket, to a young wife traveling to meet her husband, an inductee in an Army Camp somewhere in Georgia. The ticket involved four different railroads, with taxi transfers between the different railroads. It was a round-trip ticket, and when I held it up, it was over five feet long.

I was never fond of selling tickets. As I extended the ticket through the ticket window, I said, facetiously, to the young lady: "Please let me know if you make it." She dropped by the Depot several weeks later, and told me she had made the trip without incident, and I was very relieved.

At McNeil we also handled tickets for those who drove over from Magnolia. What I always dreaded were those passengers who would show up at the last minute, at train time, and ask for an interline ticket. Checking train schedules and issuing tickets required time, and you always had other duties to perform.

Today all this has disappeared. Only the memories remain.

Back in October 1993, Bob Krieger told me that the 3985 was going to Los Angeles and that Steve Lee wanted Barry and I to go with them as firemen. Well, guess what?

It seemed like it took five years to get from October 1993 to May 1994. May 1994 was the fastest or shortest month in history, it seemed. Time flies when you're having fun.

On Tuesday, May 3, yours truly showed up at the "Golden Spike" in Council Bluffs, Iowa at 4 p.m. By about 8:30 p.m., Bobby "Buckethead" Lockman, Ed Smith, Bart Hodgkiss and I were at (you guessed it) Hooters devouring famous Hooter Burgers and enjoying the scenery.

On May 4 I chased the train to North Platte, NE, plus helping grease and water, etc., on the service stops. Same on May 5 to Cheyenne. On May 6 we laid over in Cheyenne, cleaning and working on the locomotive.

On May 7 we left Cheyenne going to Rock Springs, WY. As soon as we pulled out of the yard we started up Sherman Hill. Guess who was firing? Yep, ME! I even got to fire a runby on that famous hill.

On May 8 we went from Rock Springs to Ogden, UT, over the Wasatch Mountains. At Altamont, there is a 1½ mile long tunnel. Going west it is all uphill. Picture this scenario: You have about a 30 to 35 mile climb at full throttle pulling 24 cars going about 20 MPH for approximately two hours. With a 1½ mile tunnel about two to five miles from the crest. Lynn "Nasty" Nystrom was firing this segment and I was the "Cab Lice." Nasty told me this would be the worst experience I had ever had. HE WAS RIGHT! Here's what happened. Before we got to the tunnel we got our hands on a couple of clean rags and a bottle of water. When the tunnel was in sight, I closed up the cab windows and doors. We put on our jackets and wet our rags. I put one under my cap, and also over my ears. The other one was to breath through. When we started in the tunnel the speed recorder was bouncing from 18 to 20 MPH with each stroke of the exhaust of the wide open throttle. Almost immediately the cab was full of smoke and soot being knocked off the tunnel ceiling. Sometimes it was so bad I couldn't see the gauge lights or the fire in the firebox. The heat was intense, also. It didn't take long for the rags to dry out. I had trouble finding my water bottle, dumb me had set it down on the floor. That's when things really got bad. By then the fire in the firebox was consuming all the oxygen in the cab. Plus, the last load of oil we got had a very high content of sulfur. With the oxygen going fast, you had to gasp for breath, when you did all you got was sulfur fumes and soot in the lungs. By two-thirds of the way through I was about to panic, I was literally suffocating. Guess what came to my mind? Hey, this is just a taste of hell, heat, red glow from the fire, no air, just sulfur fumes and soot. I believe that is as close of an experience to being in hell that a live person can experience other than being in a bad fire. Believe me, you don't want to go there, it is real. When I finally saw the light at the end of the tunnel, it seemed like hours before we burst out, snatching windows and doors open, gasping for fresh air. We were completely covered with soot, black as the ace of spades.

The two yellow water bottles behind the tender were as black as the locomotive. Also, the front half of the train was very dark with soot.

I asked an "old timer" how they survived that tunnel back in the days of steam. He told me that they used a small 4" to 8" diameter funnel with a piece of hose attached to it, and a coffee can or can with ice in it. They put the hose down in the ice. As the ice melted it gave off a little oxygen, as well as providing cool, semi-clean air for them to breath. I don't know what a fireman would do if the train went into emergency with the locomotive half way through the tunnel. Any of you readers had or know of any experiences like this?

On May 9-10 we laid over on display at Ogden. The E-units came through on the 10th, pulling the Drew Lewis train to Brigham City, then the passengers were bussed to Promontory for the 125th anniversary of driving the golden spike.

On May 11 we ran to Salt Lake City with me firing, pulling the steam crew's five cars and fifteen freight cars.

May 12 was a layover and display day. I got Ron Tabke to take me to the airport to pick up my wife Dorothy "Baby" and Barry. On May 13 it was Salt Lake City to Milford. We picked up the E-units in Salt Lake. At Milford the E-units took the passenger train on to Vegas.

On May 14 we ran light, just five cars and two water bottles to Las Vegas. From Milford to Caliente, Steve Lee ran and Barry fired. From Caliente to Vegas, Bob Krieger ran and I fired with Barry the "Cab Lice."

It was after 10 p.m. before we got cleaned up to go eat. That didn't leave much time to take in Vegas when you have to get up at 5 a.m.

On May 15 we left Vegas with the three E-units and 22 cars (I think) for L.A.. Barry fired to Kelso. I fired from Kelso to Yermo. Lynn fired most of the way to San Bernardino with Barry firing to Ontario. "Baby" was in the Sherman Hill selling souvenirs with Mary Nystrom and Harold Mathews.

On May 16-18 we did a boiler wash and other maintenance and cleaning. We were on display under steam at Montclair on May 19 and 20.

Saturday, May 21, we ran to Ontario with me firing and to San Bernardino with Lynn firing. At San Bernardino I took over firing over Cajon to the summit. Then Lynn fired to Barstow. On the return trip Barry fired from Barstow to Ontario. We got back to the motel about 11 p.m. that night. Back up at 5 a.m. on Sunday, May 22. Barry fired for Steve from Montclair to Barstow and I fired from Barstow back to Montclair, so we both got to fire each way over Cajon Pass. During those two days we made "no smoke" runbys or "drive by shootings." On Saturday we had the California EPA smokeman on the train. He wanted to ride in the cab, but I told him to go back to the train. UP had to pay a $21,000 smoke fine before the 3985 was allowed in California. Because of this, Steve said the smoke inspector "damn sure was not riding in the cab." The smoke inspector complained about the smoke from the E-units a little, but not about Barry's, Lynn's or my firing. Our only black smoke was when we sanded the flues.

Oh yeah, I almost forgot to tell you about cold, cloudy California. Half of the population (at least in the areas we saw) worked in some form of security work, while the other half kept them in a job. UP hired 29 special agents and police to protect the train from vandals. They had arrested 14 by the time we left. Also, their freeways are just long parking lots. Ha! But the Sherman Hill stayed packed with souvenir buyers.

On Tuesday, May 24, we left for Las Vegas with a Pentrex video camera crew in the cab. Yours truly assisted them some. Their resulting video, 3985 Over Cajon, is a must see. You will even get to see a great shot of Barry in the cab before we left Vegas going west. Since I starred in Pentrex's Chicago Steam Celebration last year, I tried to stay out of the camera. It is a must see, also. But this year's tape had a lot of scenes of our "no smoke" firing. The harder you work the 3985, the better she fires, and the easier to keep a clean stack. Going slow and not working, you can go down like the Titanic. The firing valve has a slack spot in it. When you hit it going slow you (at least I can) black out the sun. The 819 is the opposite. Going slow you have to fight to keep from lifting the pops, while working hard you have to fight to keep the pressure up.

In Vegas again. No time to party or lose your shirt. Just clean up, eat and head for the room. Also, we had to carry our luggage from one end of the casino to the other to get to the rooms. A long way! Slot machines everywhere.

>From Vegas to Milford on May 25. At Milford, the E-units took the train on to Salt Lake City. Now, Milford is just a one-motel town about the size of Altheimer, Ark. It even has a radiation detector in the City Park across from our luxury motel. HA! The park is about 50' x 150' in size.

On the 26th we ran light to Salt Lake City. Also, it was raining when we left Salt Lake going west, and guess what! After we had unloaded the passengers and had started to service the engine, another thundershower hit, but only lasted about 30 minutes. Other than one rainy day in California (also the only day we had free to go sight-seeing), that was all of the rain we encountered on the whole trip.

Oh yeah! I almost forgot again! While at Milford, Bob Krieger really fixed "Baby" up. While we were servicing the 3985 before leaving, "Baby" was in the cab sitting behind Barry watching us work. Bob went to the Art Lockman and got the back-seat driver's steering wheel, complete with gear shift and bicycle horn, that the UP steam crew had made for the 1522 crew when they went with them to Railfair in 91. Well, I asked her to get me a Mountain Dew out of the ice box in the cab. While she was giving me the "Dew," Bob slipped up on the other side and hung the steering wheel over the back of the fireman's seat. You should have seen "Baby's" face when she sat back down.

You have to be good natured and able to take a joke when you are around the UP steam crew. Remember the picture of Joey Narbutowitch on their "Rick Steele Fireman's Simulator" back in 1992? Ha!

Well, "Baby" flew back from Salt Lake City on the 27th. On May 28, we ran from Salt Lake to Cache Junction and back. Then we cut the E-units loose to stay in Salt Lake. On the 29th we ran from Salt Lake to Rock Springs. Nasty fired to Ogden, I fired over the Wasatch Mountains to Evanston. The stack talk was fantastic, over 2½ hours of wide open throttle at 15 to 25 MPH. Also, we had an engineer who was our pilot that was making his last trip, 40 years to the day he made his first trip firing one of the 3700's. We had a TV crew in the cab with us filming his last trip. Going up the Wasatch we had to go through a couple of half-mile tunnels, also up hill at full throttle. I told the TV crew that they may want to get themselves a wet rag. They said they didn't need one. I warned them again. They said no. Well, I got one. I cut back on the firing valve, but we didn't close up the cab. Another short taste of hell! When we got out of the first one, the TV cameraman let out a yell. Five miles further came the second tunnel. Both asked for a wet rag this time. Another short taste of hell! The cameraman let out another yell when we got out. I thought he was crazy if he liked it that much, so I asked him. He said "Hell no! I'm just glad I'm still alive!"

At Evanston, Barry fired with Bob running to Rock Springs. He said the 1½ mile tunnel wasn't bad. Of course, not downhill drifting with the throttle shut off at 40 MPH. I was in an air conditioned "Dome" sight-seeing. Would I fire through the 1½ mile tunnel if I had the chance? YES!. I know I'm crazy, but I would have a funnel, hose, can and ice.

On May 30 it was Rock Springs to Cheyenne. I let Barry fire over Sherman Hill since Nasty let me fire over it going west.

Over 4,000 miles under steam for me and about 3,200 for Barry. Did we have fun? You bet! But we also worked our tails off. Not only did we fire, but we helped grease, fuel, water, wash the locomotive and cars, clean rods, etc. When we ran, it was long days and very short nights. Also, Lynn "Nasty" Nystrom said we made history because Steve trusted us enough that Bob and "Nasty" were riding together in the Suburban to Cheyenne off the train. We feel honored. That has never happened before.

On Tuesday, May 31, we had to leave Cheyenne and start the 19 hour journey home. It was hard to leave, but we brought back an air alemite rod grease gun that Steve loaned us.

The Pacific Limited Group, under the directory of Hal Lewis, did a fantastic job. They sponsored the Golden Spike and LA Domeliner Limited. They were a hard working, very professional group.

We need to form a group, like the Pacific Limited, of organizations to join together to sponsor the 3985 trip to New Orleans via Little Rock, Pine Bluff, Monroe and back up through Texas in May of 1995. Sure would be nice to run a doubleheader from Little Rock to Monroe with the 819 and 3985.

Here is a list of the UP crew on the trip. Hope I didn't leave anyone off.

Steve Lee

Bob Krieger

Lynn "Nasty" Nystrom

Darrel Cason, Barry Robinson

Ron Tabke

Jim "Grizzly" Adams

Ed Smith

Bobby "Buckethead" Lockman

Mary Nystrom, Harold Mathews, Dorothy Cason

Bart Hodgkiss, Butch Jergenson

Barry and I are still suffering from withdrawals from the trip. We loved it! We got to fire the 3985 anywhere from about 100 to 200 miles per day. Wish we could do it full-time!

Coronado, CA

. . . it was so bad I couldn't see the gauge lights or the fire in the firebox.

BOTH HANDS ON THE WHEEL - Dorothy "Baby" Cason in the (back-seat) driver's seat behind fireman Barry Robinson.