The Tyler Tap Chapter's first Christmas party is set for 11 a.m. on Saturday, December 10 at the Activity Center of Tyler's West Erwin Church of Christ. The chapter is joining with the Lone Star Club of retired Cotton Belt employees for this special time of fun, food and fellowship. A complete Christmas menu is planned as well as a brief entertainment program. The cost of the meal is $10 per person and reservations must be made by December 8 by calling Gerald Cooper at (903) 839-2818 (leave message) or Winston Green at (903) 595-2867. Reservations must be paid for regardless of attendance because of the pre-arranged costs.

The Tyler City Council recently voted unanimously to amend its 1994-95 budget in order to preserve a 90-year old Cotton Belt rail depot.

The depot, built in 1904, was donated to the city six years ago by Southern Pacific Lines. However, the land beneath the structure was not donated and has been leased to the city for $100 per year. Since receiving the building, the city has been using it's interior for materials storage.

The council's vote to spend $65,529 to purchase the .638 acres of land on which the depot rests secures an Intermodal Surface Transportation Efficiency Act (ISTEA) grant and enables a restoration project to receive up to $262,000 in federal monies. The total cost of the depot's restoration, which is expected to be completed in two years, was projected to be $327,646.

The red tile-roofed depot is located on the northern edge of downtown Tyler at the intersection of Southern Pacific's fast freight Blue Streak mainline from Memphis to San Antonio and a Union Pacific branch line. Although Cotton Belt passenger service to Tyler was discontinued more than forty years ago, the depot continued to serve the railroad's freight business through the mid 1980s.

"The renovation of this depot is very important to the preservation of our railroad history," says Gerald Cooper, president of the Tyler Tap Chapter of the Cotton Belt Rail Historical Society. "Railroads played a tremendous role in the early economic development of East Texas. A twenty-one mile long narrow gauge line, the Tyler Tap Railroad was completed in 1877 from a point just north of the Tyler depot to Big Sandy, Texas. It was the beginning of the St. Louis Southwestern Railroad, the Cotton Belt, that eventually connected East St. Louis with Central Texas."

Tyler was headquarters for the Cotton Belt from the mid 1950s until the late 1970s. At that time office personnel were disbursed to parent company (SP) offices in Houston and California. Major repair facilities were relocated to the rail yard at Pine Bluff, Arkansas.

The reclamation of the old depot is to be part of a larger Main Street/Heart of Tyler project that is working to revitalize the city's downtown area. Cooper added that the rail historical society and a group of retired Cotton Belt employees, the Lone Star Club, are currently working together to establish a public railroad museum within the depot when renovation is completed.

The Tyler depot renovation project is to be overseen and facilitated by the Texas Department of Transportation.

A good sized and hungry group met at the Arkansas Railroad Museum on Saturday, September 10 for the third quarter membership meeting. Following a meal featuring char-broiled hamburgers and all the fixings, Robert McClanahan called the meeting to order.

It was reported that the roof damage sustained in June by high winds had been repaired. Also, members present were urged to see the 336 now displayed in the museum building. Receipt of a $5,000 gift from the Trinity Foundation was acknowledged. It was also announced that the Tyler trip for 1994 was officially canceled as authorization from Southern Pacific was not granted to operate the steam excursion and revised insurance requirements made the trip not feasible.

Peter Smykla introduced two guests from Melbourne, Australia in attendance. Also introduced were new member and volunteer worker Bob Worlow and his wife Eloise from Little Rock. Also in attendance from Southern Pacific were Charles Alexander and Chris Peach. Fireman and artist Alvin Branch presented Jack Stone with a painting of the 819.

Officers for the upcoming year were elected by the membership. The nominating committee's recommendations were presented to the membership by Peter Smykla. The members present voted to accept the recommendations of the committee. The 1995 Officers to be installed at the Christmas Dinner include:

President: Bennie Price

Vice President of Maintenance: Jack Stone

Vice President of Operations: Joey Narbutowitch

Secretary: Elizabeth Gaines

Treasurer: Joe McCullough

NRHS National Director: Peter Smykla, Jr.

Directors: Alvin Branch (1996), J. T. Matthews (1997),

Joe McNabb (1997), David Price (1995),

John Wellenberger (1997)

Citing common interests, common goals and improved efficiency of operation through the pooling of resources, the Lone Star Club of retired Cotton Belt employees, with about 25 active members, has proposed that it merge with the Tyler Tap Chapter of CBRHS. Both organizations will retain their separate identities, but share a common meeting date, time and location.

According to Gerald Cooper, Tyler Tap president, "our close association with this group of former Cotton Belt employees will not only enrich our own efforts in preserving local railroad history, but will serve as a great resource to draw on from their past experiences with the railroading industry, especially in light of our interest in establishing a local railroad museum in the soon-to-be renovated Cotton Belt depot in Tyler. We are extremely pleased with this proposed merger." Joint meetings are scheduled to begin in 1995.

About the same time the Class of 1938 at Pine Bluff High School was taking the graduation walk, the Cotton Belt was rolling out the first five (810-814) 4-8-4 steam locomotives built at Pine Bluff in the building that now serves as the Arkansas Railroad Museum. When the reunion committee recently met to decide what to do with the remaining balance in their reunion fund, the majority decided to distribute the balance to four Pine Bluff organizations actively involved with restoration and preservation of the community's history.

A handsome gift was made to the Friends of the Saenger Theatre, the Pine Bluff/Jefferson County Historical Museum (located in Union Station), CUSP - Citizens United to Save the Pines (Hotel), and the Cotton Belt Rail Historical Society. The PBHS Class of 1938 is to be commended for their support of the "old hometown" and the efforts underway to preserve it.

Due to a change in management, the Tyler Tap Chapter of CBRHS will no longer meet at Tyler's Ramada Inn. A new meeting time and location will be announced as soon as plans are finalized according to Tyler Tap Chapter President Gerald Cooper. For further information, contact Cooper at (903) 839-2501 (Whitehouse, TX).

My WW II Cotton Belt experience was shortened by a "greeting from my friends and neighbors" - alias the draft board. I began working in May of '43 - almost two months before my 18th birthday. Mr. Tom Clayton who supervised telegrapher hiring seemed uncertain of my ability but my Dad, Henry Stevens, assured him that I could do it. I had trained with Dad for several years during summers and holidays. He worked various assignments at Ulm, Roe, Clarendon, Stuttgart, Altheimer, Wilkins, South Pine Bluff, East St. Louis and in "CB." I would visit with him to learn - and sometimes catch a catnap on a table on those night tricks. I wondered how he could really read the code so fast but he would say it was easy - his years with demanding jobs at the Associated Press, and railroads - CB&O, Rock Island and such.

Somehow Mr. Clayton was convinced - or could it have been a shortage of available operators? I was given a pass and told to get down to Bearden and go to work. I was met by Pete Bowman and briefed on just where the "work" would be. Pete worked a trick with overtime that ended at 6 p.m. - I would be working from 6 p.m. to 2 a.m. - I soon understood why they told me to bring my bike. Pete drove me and bike down to a little shack on an embankment several hundred yards North of the North switch from the gravel pit. I "broke in" for several hours before he went off duty - then I was on my own - except for a few hoot owls.

I dreaded handing up orders there - it was the dispatcher saying "take an order" - then I would swing the switch-stand type signal board to red - copy the order in manifold and hope the stylus didn't tear - attach clearance - put in the cane hoop - hurry - that 800 class freight is out of Bearden and dropping down that long grade fast. I then had to go down the ten or so board steps on the dirt embankment to the roadbed - stand there beside the tracks on the outside of that curve in the dark with my lantern and hoop - stay close - if he misses he can't stop - oh yes, the engine will be banking into the curve - away from you - do you lean a little to make sure you connect with hoop...one night there was an oil sludge- how close had I been...

Several weeks after I began there, a gravel train was making up in the pit. The crew had gotten daring and put out a flag to the South toward Eagle Mills and had pulled out on the main - kicking cars back etc. The dispatcher knew they were there and this was apparently a standard practice - but then he asked me if I should be hearing from it - he was thinking of delays. Going to the door, I did indeed hear it roaring and trumpeting through the woods - I also saw the engine and half a dozen gondola cars of gravel pulling out on the main - I thought danger but believed those guys had been at it longer than I had, I just hoped their flag was far out that night. It wasn't...the brakeman short-flagged that night...the rest is history, the history of the 817's collision at the Bearden Gravel Pit.

I heard the track torpedoes explode and saw a fuzee arc through the air in a desperate warning attempt. That 817 was eating miles and ready for the run at the next hill - the track curved to the left and they couldn't see - but there was that gravel train in the valley where the pit siding was - its engines and some cars were still pulling out! What were they thinking! Long seconds passed, then came the bang of big-holing air, screeching wheels, terrible scraping sounds - and as if in slow motion, the 817 headlight arced over into the ditch and went out to the sounds of escaping steam and air - then darkness and relative quiet resumed. I just knew there had to be dead men down there. I informed the dispatcher and he told me to stick by the phone and keep him informed - he would send the first engine arriving at Bearden down to the scene. After thirty minutes or so I was amazed to hear voices from the darkness and see - believe it was Engineer Merlo, his fireman and brakeman come up the steps. They were muddy, skinned up, clothes torn and were very angry citizens. The other crew stayed out in the darkness for awhile - perhaps it was best that way. Soon the 819 arrived at Bearden and cut off from his train and came down with Trainmaster Ware. I was very impressed with Mr. Ware that night, he was a cool individual - assessing damage, injuries and what needed to be done to get things back together. He then put the crews on the 819 and told me to load my bike on the tender. We backed back to Bearden - an exciting night for the new operator. Thank goodness no one was killed or even seriously injured - to have jumped off that engine at that speed and be able to walk away was a miracle.

Riding my bike the five or so miles back to Bearden after 2 a.m. was its own thrill. The woods were close on both sides and the asphalt highway made it like a tunnel. I often guided myself by the centerline of the highway. Then there was the night when with no warning of noise or vision - I collided with another cyclist - who was guiding himself the same way! I fell, my telegrapher's bug case clattered to the pavement and the other person began screaming like a panther had him - my first reaction was anger - why did he hit me - but then, I was using that center line too. I believe he was a young black man - I never did see him - we picked up our bikes and took off...

Being on the extra board, I worked many places, I enjoyed it. New challenges, meeting new people and feeling like I was certainly doing my part for the war effort. The time spent on the South End out of Pine Bluff seemed like that's where they needed operators - or did the older and wiser heads go somewhere else... I recall next going to Buena Vista - there was a new long siding, new operator shack - long freights meeting - lots of oil, weaponry and troop trains. After that it was on to McNeil, 3rd trick, L&NW interchange etc... someone sick... workload and stress of wartime operation - good men wearing down. I then went to Stamps for awhile - third trick with an hour assigned to 9 a.m. L&A interchange - heavy reefer car traffic from Louisiana, many people going to California to work in shipyards and aircraft factories. Those multi-coupon interline tickets that had to be typed were a real pain. Sometimes it seemed like half of South Arkansas was leaving on my trick! In the press of tickets, one night, I overlooked some hot perishables on the interchange tracks - Conductor Netherly caught my error as he sat there waiting for a meet. He broke his long train and did a neat switching job with his 800 class engine and soon was back together ready to go. Saved me a chewing out for sure. Stamps wore me down too - being a green hand, 7 day weeks, not enough sleep... I roomed with Mrs. Messer, the widow of a section foreman. Her son was in the war in Europe. She sort of adopted me. I scared her one night though - I was asleep when an 800 freight came roaring South through town and called for the board insistently several times - he didn't like the red he was seeing. It caused me to dream that I had left a red board out by mistake and I jumped up to clear it and ran full tilt into the door leading to the living room where she was listening to the 10 o'clock news. It knocked me silly for quite a few minutes.

On to Lewisville for 2nd trick - worked with "Rabbit" Hare, the 1st trick operator. He was a good guy, helped keep me out of trouble. Room and boarded with Mr. and Mrs. Rudd in that big old two story hotel. They had lots of oil field boarders with big appetites - I had to be fast at the table or hungry. Mr. Rudd fished a gravel pit near Garland City - when his luck was good we enjoyed a fish.

Was asked to go to Shreveport for several days to fill in. Didn't know where to stay, etc. so shared a room with Mr. Morrow. Believe he later shared the misfortunes of the 813 crew at Kent. I was away in the Navy then so didn't learn about it until later.

Next went to Genoa to take over from an operator who had gone to sleep with orders on the desk and a clear board - that rushing freight train sound woke him up but too late - he was fired. I could understand his problem. The nights were getting cool, that shack was cozy and it had a six-foot leather stuffed couch - oh boy. Roomed and boarded with a nice couple nearby. Occasionally the father bagged squirrels and we had them for breakfast. They had a pretty daughter that wanted to be an operator. I heard that she did later.

Then came November - the draft board suddenly realized I was four whole months past age 18 so they sent me greetings. At the induction center the Navy man said they wanted me since I was a telegraph operator. It was 2 1/2 years before I got back to the Cotton Belt from that adventure - destroyers and cruisers...

I returned to the Cotton Belt and worked during summer vacations from college. Extra board reliefs - vacations, sick leave etc...more challenges, new experiences, renewing friendships, J. B. Pierce at Rison, Aubrey Spears... The pace had slowed. Worked vacation reliefs at Fordyce Tower - saw Mr. Garret and Buddy Gains. I relieved the Agent for a vacation. Next went to Stephens for Bill Nutt and then to Garland City - very quiet there. Then to some off-the-main-line places like Hornersville, MO or DeWitt. Even some of the places North of Pine Bluff that Dad and I had worked - Altheimer, Stuttgart, Claredon - got to visit at Malden and meet Cotton Belters I had heard on the phone or telegraph. From Malden I enjoyed catching rides home to Pine Bluff on the new diesels - ride the good seats in a B-unit and watch the miles melt away.

Just as I was graduating from Baylor ("Waco on the Cotton Belt) along came Korea and since I had stayed in the reserves, it was back to the Navy and a cruiser off Korea. About this time my Dad suggested I should tell the Superintendent my intentions about all that leave of absence time - so with the cold war going on it seemed like the Navy might be an interesting job so I wrote the letter and left my first adventure.

My adventures with the Navy took me many places around the world and included two years in Thailand during the Vietnam years working for an Army General Stilwell whose command was providing the logistics for Air Force units upcountry by train and truck. Again I was with trains - some had brass plates that said ALCOA, 1943, and had originally been sent to Persia (Iran) to haul Lend-Lease materials to Russia in WW II. There were even some ancient wood burners among the rolling stock...and the teakwood forests of Northern Thailand had lots of wood.

After retiring from the Navy, I have continued with computers and communications work and am still at it for - yes, the Navy as a civil servant. I sometimes wonder what Dad would think of this environment that I work in - fast computers, LANS, WANS, satellite links and the speed of modern communications - I wish we could talk about it, but Dad signed off in '76 - his had been a rugged road of War I and France, and the depression, but he gave it his best shot until his last days before retirement from - THE COTTON BELT. (Editor's Note: CBRHS member Ralph Stevens lives in Coronado, CA)

It was December 23, 1937 and a very attractive grandmother appeared in the telegraph office at Lewisville, Arkansas. She paid for a Western Union Christmas Kiddiegram. At the time I never realized the near tragedy that would follow.

The Kiddiegram informed the recipient that Santa Claus would climb down his chimney on Christmas Eve. Unfortunately when I got off duty at 4 p.m., I walked up the hill to the Post Office and mailed the telegram, not knowing that the ever-efficient Post Office would make a special mail delivery later on that same day, December 23.

The next morning, December 24, I was busy with telegraphing, train orders and switch lists. At that time Lewisville had a large yard, consisting of five tracks one-quarter of a mile long, and there was lots of setting out, picking up and switching.

The local phone rang and a sweet young voice said: "Operator, my mother is on her way to the station. She's hysterical, so please don't pay any attention to her."

Shortly thereafter, while I was copying a train order, the grandmother burst into the telegraph office, literally sobbing and screaming: "Oh! You have ruined my Christmas! My grandson awoke this morning so disappointed that Santa hadn't brought his presents!"

Witness to all this was veteran Freight Conductor Hamilton, whose train was outside, setting out and picking up, and waiting for his train orders. I think he was as embarrassed and shocked as I was.

Marshal Hamil, retired Cotton Belt News editor and public relations officer, spoke to Tyler Tap Chapter members recently describing many of the operations of the Cotton Belt that made it "unique" and "the envy of every railroad in America." Hamil, a Tyler resident, first worked for the Cotton Belt during the Great Depression pushing a hand truck in an East St. Louis freight depot. After retiring in 1975 from the Cotton Belt, he completed work on both a bachelor's and a master's degree from the University of Texas at Tyler. He and his wife, Evelyn, recently celebrated their 57th wedding anniversary.

Plans are underway to charter a bus to carry Tyler Tap Chapter members to the CBRHS quarterly general membership meeting to be held on Saturday, March 11 in Pine Bluff. The meeting will be at the Arkansas Railroad Museum. Plans are to leave Tyler about 8 a.m., travel to Pine Bluff, visit the museum, attend the meetings and return to Tyler at approximately 1 a.m. Sunday.

Initial plans by the Pine Bluff organization are to steam up the 819 for photos and whistle blowing. Please notify Gerald Cooper if you would like to make the trip with the Tyler Tap Chapter to Pine Bluff. Cost will depend on the number of participants. This should be a great chance for both groups to get better acquainted.

The Trinity Foundation of Pine Bluff recently made a substantial donation to the Cotton Belt Rail Historical Society. This outstanding contribution is greatly appreciated and will be put to good use.

Since the 1994 Tyler trip was canceled, the organization will be without a major fund raising event this year and the extra help from the Trinity Foundation will help defray operation of the Arkansas Railroad Museum. CBRHS is most grateful to the Trinity Foundation for this generous gift and the donations in the past.

The Stockyards Station is equipped with a turntable. A "wye" is used on the other end of the line a short distance from the Eighth Avenue Depot for turning. Riders are given a narrated tour of the historic area between the two stations. The train will take you right through a large Fort Worth park and offers a spectacular view of the downtown skyline. You'll also see a mostly deserted housing area of early railroad workers, a large flea market and several industrial sites along the way. The train crosses both branches of the Trinity River. Even though the Tarantula is by now a common sight along the route, folks waiting at grade crossings for the train to pass and warehouse workers appeared to perk up when they heard the steam whistle blow and enthusiastically waved at the passengers aboard.

Accommodations range from open-air cars to some handsome refurbished coaches. Refreshments are available on the train. The boarding area at the Stockyards Station is inside the market complex, where you'll find several interesting shops and the Iron Horse Cafe. A wide range of T-shirts and railroad souvenirs can be found at the Tarantula Express Co. Nearby attractions include the Cowboy Coliseum, Livestock Exchange and Billy Bob's. The train runs a year-round daily schedule between the two depots. For information call (817) 625-RAIL or 1-800-952-5717.

Two telegraph keys, affectionately called "bugs" by telegraphers, were recently donated to the Arkansas Railroad Museum by CBRHS member P. B. Wooldridge, a regular contributor to the Cotton Belt Star.

The older "bug" is black in color and was used beginning in 1917 on the Cotton Belt by Operator A. D. "Rabbit" Hare, who passed away three years ago at age 96. He was a Relay Operator at the Pine Bluff Shops for years. Then for some thirty years, he was First Trick Operator at Lewisville, AR. The other "bug" is silver plated and was used by P. B. Wooldridge during his years with the Cotton Belt and also with his amateur radio station, making contact with Moscow, Russia, Tokyo, Japan, and wireless stations all over the world including ships at sea.

Both "bugs" (or Vibroplexes) handled or transmitted untold thousands of railroad messages, train orders and Western Union telegrams.

One night in 1937 the phone rang at home, and I was instructed to be at Kent at 1 a.m. to clear a lite engine being run down to Camden to protect No. 698 the following day.

I was told that the RI hostler, or engine watchman, had tarried at a cafe on the Ouachita riverfront, and had returned to the steam engine. He had injected cold water on a red hot crown sheet, the engine had exploded, and he had lost his life.

Shortly after midnight I placed my three-wheeled velocipede, propelled by hand and foot, on the rail at Camden station, and took off. No moon, and the only illumination was a kerosene lantern placed on the tray. I clicked and clacked the three miles, over mostly bridge and high trestle work.

Only illumination at Kent was a kerosene wall lamp. Communication with the RI dispatcher was by telegraph and phone. I could see a RI train approaching for ten minutes due to straight track, but the lite engine was not in sight. Suddenly the Cotton Belt DS rang. The dispatcher explained that No. 1, the Lone Star passenger train, had been delayed and he needed to give an extra freight north, already out of Camden, a train order. Now that meant than an 800 engine pulling a freight train, bucking a first class train, was at that moment approaching me less than two miles out. What followed was a very busy two or three minutes, working in that semi-darkness. Now Kent was strictly a day operation, and I'm quite sure the engine crew were more than surprised to find me open. The engineer very graciously reduced speed and I delivered orders by the light of a red fusee. He got additional time on No. 1, and was able to make Bearden and head in.

I enjoyed working at Kent, but I had one experience I'll never forget. One sure way to get fired on the Cotton Belt was to get a motor car or waycar hit. Nos. 5 and 6, local passenger trains, were very seldom on time, especially in World War II, when they spent so much time in sidings, waiting for fast freights. I took a chance and took off from Kent, bound for Camden, on my velocipede. Now this velocipede, like the one I later used at Faith and Rone, was an antique, and I always doubted that the mechanical advantage was better than walking. I got within a mile of Camden, and around the curve at North Camden No. 6 burst into view. I was about 20 yards out on a high trestle. I attempted to push the velocipede back off the trestle, but the darn thing derailed. I had almost decided to up-end it and throw it off into space, but the second attempt to clear the trestle was successful. I got the thing off the track and cleared No. 6 with fifteen seconds to spare.

Very close, but not a bad meet.

Bob and Eloise Worlow recently made a substantial donation to CBRHS. Being an employee of Levi Strauss and Company, Eloise took advantage her employer's matching gift program. As a result, CBRHS recently received a check in the amount of $1,200 from the Levi Strauss Foundation in San Francisco matching the gift of Ms. Worlow.

The Matching Gift Program is part of a special effort of the Levi Strauss Foundation to support the involvement of the employees and retirees of Levi Strauss and Company and its subsidiaries in social service, cultural, and educational organizations. CBRHS is grateful to Bob and Eloise Worlow and to the Levi Strauss Foundation for this outstanding contribution.

Now that locomotive 336 has been moved to Pine Bluff, the 336 Moving Fund becomes the 336 Restoration Fund. As you remember, the 336 Fund was started back in 1992 in an effort to raise the funding necessary to move the locomotive to Pine Bluff from Lewisville. Now that the movement of the engine is complete, there is still a need for funding to help with the planned restoration of the 1909 Baldwin 2-6-0. All 336 Fund donations are greatly appreciated and will be dedicated to the restoration project.

Below is a report on the fund balance with a summary of receipts and disbursements to date:

Total Receipts $ 6,028.00

Disbursements:

Crane to Move Tender $ 1,040.00

Miscellaneous Moving Expenses 238.18

Cranes to Move Locomotive 3,177.90

Total Disbursements $ 4,456.08

336 Fund Balance $1,571.92

On Saturday, April 16, 1994, Society President Dr. Raymond A. Wood, together with Chairman V. Allan Vaughn and Central Region Vice President Dr. Albert Howe, unveiled a bronze plaque in the midway of St. Louis Union Station, which this year completes its first century of service.

The text of the plaque reads: "This station, built in 1894, served the railway passengers of America as a major gateway to the east and west coasts. After many years of service by many of the nation's railroads, passenger train operations ceased in 1978. The station and trainshed were renovated in 1985."

Today, the monumental station building remains intact, and the complex continues to serve hundreds of thousands of persons each year. But instead of boarding and alighting from trains, these throngs now spend their money in the scores of shops and the first-class hotel which occupy the space one filled by tracks, platforms and trains from all corners of the nation. (NRHS National Railway Bulletin)

For the first time in many years, the Delta Queen steamboat journeyed up the Arkansas River in August and September. The historic steam powered riverboat made scheduled stops at Pine Bluff, and passengers were given the opportunity to visit several Pine Bluff attractions including the Arkansas Railroad Museum. CBRHS members greeted the Delta Queen passengers and offered a tour of the museum along with refreshments.

The Delta Queen Steamboat Company of New Orleans recently made a substantial donation to the Cotton Belt Rail Historical Society. Missy Falbaum, Manager of Shore Tours, writes in a letter to CBRHS President Robert McClanahan:

"Congratulations on making our Delta Queen cruises to Pine Bluff such a huge success! Our passengers had a wonderful time touring the Railroad Museum. Your organization did an exceptional job in hosting our groups!

Please accept the enclosed donation with our sincere appreciation of a job well done! We look forward to seeing you next year!"

CBRHS is grateful to the Delta Queen Steamboat Company for their generous gift. Special thanks to those who hosted the Delta Queen passengers and showed them around the museum. You obviously made a good impression!

More than 50 members of the Tyler Tap Chapter of the CBRHS and their guests gathered at B. B. Garrett's Whistle Stop Ranch railroad museum south of Tyler for a covered dish supper and September business meeting. Those attending heard 819 crew member Joey Narbutowich describe the Historical Society's restoration of the 42-year old locomotive and plans for future excursions.

The nation's first 5,000 horsepower locomotive, Morrison Knudsen's 5000C, was introduced at Denver's Union Station September 12 in a ceremony featuring MK and SP officials. SP is leasing three of the powerful units and will evaluate them in coal and other heavy-haul service. SP is the first major railroad to acquire the 5000C.

The 5000C is the first in a family of high-horsepower, advanced technology DC and AC units to be manufactured by MK Rail. MK calls the unit's Caterpillar 3612 engine the most fuel-efficient in the industry and says the locomotive's low emissions meet or exceed all Clean Air Act requirements. (Southern Pacific Update)

If you're looking for a unique gift for a railfan, don't forget the souvenir shop at the Arkansas Railroad Museum in Pine Bluff. Plenty of items are available at reasonable prices for that special railfan on your gift list, and you'll be helping out CBRHS at the same time. In addition to a good selection of video tapes featuring the 819, the following items are now in stock:

(Photo by Winston Green)

TYLER DEPOT TODAY - The Tyler Cotton Belt passenger depot was built in 1904 and once served passengers traveling on such CB trains as the famous Lone Star. The Tyler Tap Chapter of CBRHS is working to utilize the facility as a public railroad museum.

MARSHAL HAMIL AT TYLER MEETING - Hamil (right) is shown above receiving a color print depicting the 819 from Tyler Tap President Gerald Cooper.

TARANTULA ON THE TABLE - FWWR #2248 on the turntable at Stockyards Station.

Cotton Belt 819 8.00

Arkansas Railroad Museum 5.00

Child (All sizes) 8.00

Adult (S - M - L - XL) 10.00

Adult (XXL) 12.00

819 Number Plate 5.00

819 Builders Plate 5.00

Cotton Belt Route 5.00

Cotton Belt Rail Historical Society 5.00

Wooden CBRHS Train Whistle 5.00

819 NOTE CARDS (10-pack w/envelopes) 3.00

Poster - 819 Blue Streak Painting 15.00

Assorted 8x10 B/W photos of the 819 3.00

Poster - 819 night shot at Texarkana 1988 5.00

B/W photo of Cotton Belt 810 3.00

The Little Railroad That Could 10.00

Cotton Belt Hospital 3.00

WALL CLOCK 50.00