Sacramento Northern wooden interurban combine 1005 (Holman, 1912), the Western Railway Museum's major restoration effort for the past decade, is nearing completion.
This is one of the original cars purchased when the railroad was built.

Today the car was towed out of the shop, the trolley pole was raised, and it was taken around our loop track and operated west to yard limits. Aside from a sticky whistle valve, all systems operated well.

Remaining tasks include installing the rear coupler, upholstery, upper sash glass, and final painting and touch-up.

Wow thats great news! Looks very nice!

Looks great. Is this car equipped with a pantagraph in addition to the poles? It looks like a pantagraph folded on the roof.

Scott

These cars had both pantograph and trolley poles. The pantograph was used when operating on Key System track that had overhead wire set up for pantographs on Key System equipment. SN used the poles on their own track.

1005 is a very versatile car. In addition to the pan and poles, it is equipped with third-rail shoes which were used on the "North End" (former Northern Electric track from Sacramento to Chico).

It also has dual voltage (600/1500 volt) capability.

We only have one original third-rail shoe bracket and one original shoe. We will have to have new ones cast to really complete the restoration.

Since our right of way is not completely fenced, California law prevents us from installing any energized third rail. At some point we may install a short length of non-functional third rail as an exhibit.

We expect to have the public "comming out" party in August - more later.

Did it use 600 volt Direct Current 3rd rail or higher voltage pan on the South End between Oakland and San Francisco? The Bay Bridge was equipped with both, and the overhead was set to 600 volts for early test trips! Was 1005 that test car?

SN cars used the 1200 volt overhead wire on the Bridge Railway in regular service. (SP) Interurban Electric Railway cars also used the 1200 volt wire. The 600 volt tests were made with Key System 600 volt cars.

Further explanation of the Sacramento Northern and its current collection.

The North End (north of Sacramento) was the old Sacramento Northern and it was a 600 volt operation. It used third-rail between communities and overhead wire when running within the communities on their streets. Basically these cars remained north of Sacramento; some trailers did run through.

The South End was the old San Francisco-Sacramento (and other names). This was a 1500 volt overhead wire operation once outside of Oakland and Sacramento. The cars were able to operate at 600 volts for service into Sacramento and over the Key System in Oakland. As already stated the Key System was set up for using pantographs for current collection. Once the merger occurred between the two companies many of the South End cars were equipped to also operate on the North End's 3rd rail. Toward the end of service many of the North End trains used South End cars; except the company made a point of using North End cars on the final weekend of passenger operation North of Sacramento.

The Oakland Bay Bridge caused a number of changes. The SP's commute operation was 1200 volt pantograph overhead. So some arrangements had to be made to operate all three roads over the bridge. The overhead was energized at 1200 volts and to provide 600 volt for the Key System a 3rd rail was used. Once the SN began operating over the bridge it did not use any change-over switches at the voltage change points; it just operated at half-speed over the Key System to the base of the bridge.

One of our members just uploaded a video of 1005's "rollout" last month. Enjoy.

http://www.youtube.com/watch?v=LCWWFkvGlSU

The formal public debut is still a couple of months away.