#500 was removed from service for a 1472, then it was found that boiler work was needed. At the time it was cheaper to just buy a new boiler instead of repairing the old one, but I'd imagine the new one would be used being its already there. It may be cheaper to repair the boiler rather than install the new one and everything, im not sure, I could be wrong. Then there was no funding to install the new one. From what i've learned they might just repair the old boiler being its in good shape still. A friend of mine is affiliated with the project, here's what he said a month ago "The 400 (Magma Arizona #7) has had it's running gear overhauled and new tubes installed in the boiler. It is awaiting to have an new firebox door sheet installed. Once that is done the rest of the engine can be re-assembled and put in service (about 4-6 months). The chassis is for 500 (AT&SF 1315). There is a complete new boiler on the property (under a tarp). Once Magma & is onher feet we can tear into the 1315. 1315 still needs its running gear gone through."

This makes no sense. Are you saying it would be cheaper to repair the old boiler than to install the brand-new boiler that is already built, on the property and paid for? And if the old boiler is "in good shape still," then why did they buy a new boiler in the first place? If there is no funding to install the new boiler, how can their be funding to repair the old one?

yes, that is what he told me so dont hold me to that, but from my understanding yes. I said previously that it was cheaper for the state to buy a new boiler then fix the old one at the time, that was 100% true, i'm not a boiler inspector but I can see why. Now that Iowa Pacific is taking over the operations they can gradually fund the projects. Another friend of mine said that it could be cheaper to just repair the old one but IMO that doesn't make sense because to me if you have a new boiler just use it. Hope this helps!

This looks like a business deal between two private parties in which Al Harper sold his management company to Ed Ellis. If so, no public disclosure (RFP, etc.) was needed.

Wesley

Back around 1999 or so, we were visiting Blair LaVelle (cmo) at his office, and he told us they had gotten funding for three new boilers-for the 201, the 400, and the 500. Now all of those locomotives were in service, and two were in steam that day.

I asked him what he got, and he proudly said that they were getting around an 8million dollar grant for the boilers. When I asked him what was wrong with the old ones, he stated, and I am quoting as close as I can, "Nothing, really, they're just old, and if we quit asking for money they'll quit giving it." The interesting thing is for the 8million bucks, I think they were going to have to get another grant to install them!

It's my understanding in the non-profit world that if you receive money for a specific purpose, then the money can ONLY be used for that purpose alone. So why is the 400 now needing part of her flue sheet replaced if she supposedly has a new boiler?

The new boiler was never installed, and I would imagine that it is cheaper just to work on a flue sheet than to remove the old boiler and stick the new one on. There were some really compelling reasons the state wanted to be rid of the TSR, and this was just one of them.

OK, just for the record here....

Texas Parks & Wildlife turned over the railroad to the Texas State Rail Authority, a bicounty rail authority, in 2006, and exited the railroad business. Competitive operator selection was awarded to American Heritage. The alternative offered by Texas Parks was a static display due to state budget cuts.

Along with that deal came a significant TEA-21 grant from TXDOT for capital repairs and improvements to equipment, track, and locomotives. There was a lot of deferred maintenance in some areas.

Prior to that, Parks & Wildlife had purchased three new boilers; one for 201 (the T&P 4-6-0), that was already done and running at AHR start. Second was the Dixon-built boiler for 2-8-0 #300, that one was already old enough it was coming up on its first 1472. That was completed in Sept. 2009, no major surprises. The third boiler was for 4-6-2 #500, that was purchased but had never been mounted. The ex-Magma Arizona 2-8-2, #400, was on its original boiler.

So, 201 is running, 300 is running, 400 is in the shop being worked on (thin rear door sheet, full replacement), 500 is last on the rebuild plan. 500 has some running gear issues, nothing major found, but it is still very much on the long-term plan. When you have four steam locomotives, the last thing you need is to have all four expire at the same time, so spacing them out when the grant allows it makes enormous sense for the long term plan for the line.

Trust me, the original #500 boiler was significantly deteriorated, particularly in the smokebox. It's still around.

Meanwhile, nearly the entire railroad has been re-tied to hold FRA class, some rail changed out, all the cars have been painted, AC has been added to several more cars, track equipment purchased, etc. It's a very busy project. You'll be seeing immediate work being started on getting the UP interchange back in service - it is out of service at the moment. That 2.5 miles was owned by the City of Palestine, not Parks & Wildlife or the rail authority, and took substantial work to transfer AND make eligible for the track improvements under the grant program.

The Authority is very much a public agency subject to meeting laws, TXDOT oversight, etc. The difference is they are very focused on economic development via the railroad and its survival. Iowa Pacific's experience in the freight area in Texas gives them specific linkages and opportunities that made this a good business decision for them, on both sides - excursion passenger and freight. There's been enormous progress made under AHR in property condition and ridership, and it was not an easy decision for them to make.

I have not corresponded with Earl since the takeover, but when I left TSRR the plan was to finish 400, then rebuild 500. She has a new boiler,MAWP 230PSI, and was quite a beast working at 195, albeit a little slipppery. She would be the most powerful steamer on the property, but you can't get the most out of her because of the relatively low speed they run (20-25 MPH). She is quite a barker,though and I enjoyed firing and running her.

I miss Blair.....he was a practical and prudent man, who knew how to make that system work at that time.

I think of his taking advantage of a chance to invest in the future of his locomotives when he had the opportunity as foresight - anybody who actually runs steam locomotives knows that century-old boilers in intensive use aren't sustainable. If you think of the new boilers as stocked spare parts that are just larger than something like injector cones or piston rings, you will be on the right track from a master mechanic's perspective.

Somebody wanted to buy me spare boilers, I know of a few good places I'd like to use them.

dave