FMW SOLUTIONS TO CONVERT STORIED U.K. STEAM LOCOMOTIVE TO OIL IN AN EFFORT TO FUTURE-PROOF NORTH YORKSHIRE MOORS RAILWAY

G R O S M O N T, U. K. | U.S.-based railroad engineering and mechanical contractor FMW Solutions (“FMW”) is excited to announce that it will be working alongside the talented shop forces of the North Yorkshire Moors Railway (“NYMR”) to convert historic steam locomotive “Dame Vera Lynn” from coal to oil. This will be the first full-size steam locomotive oil conversion in the U.K. since the end of steam, and it is a crucial step forward in “future-proofing” the busiest heritage railway in the country.

“We are thrilled to work alongside the NYMR Engineering Department at Grosmont to convert War Department (“WD”) 2-10-0 No. 3672 as part of its upcoming overhaul,” explained FMW President Davidson Ward. “This work will be a trans-Atlantic effort, with key firing components being manufactured both at our workshop in Tennessee and by the NYMR forces at Grosmont. The final installation is anticipated to take place on the NYMR.”

In recent years, domestic sources for high-quality steam coal have dried up in the U.K., and changing climate patterns have caused the NYMR to stop running steam locomotives during the height of summer due to the acute risk of lighting lineside fires. The conversion of Dame Vera Lynn from coal to oil is a key step in the “future-proofing” of steam heritage in the U.K.

“We had a chance to join FMW leadership on the Sugar Express steam operation in Florida and experience enhanced oil firing firsthand,” said NYMR Director of Engineer Paul “Piglet” Middleton. “There is no doubt in my mind that the proposed conversion will enable our railroad to adapt to a changing environment and preserve our ability to run steam in the coming decades.”

Ward was a headline speaker at the U.K. Heritage Railway Association conference last November in Newcastle. The presentation before a sold-out room was well received, and FMW is working with various preserved railways in the U.K. to discuss additional opportunities for oil conversion.

Also during his visit, Ward worked alongside engine crews to get a sense of the NYMR operation, firing and driving steam locomotives on their rugged line. With ruling grades over 2% and an 18-mile mainline, the NYMR is among the steepest and longest heritage railways in the U.K., boasting more than 300,000 passengers per year.

FMW and NYMR inked the deal at the close of 2023 and preliminary engineering work is expected to begin in early 2024. Fundraising for the restoration project is underway, and the timeline to see the locomotive returned to operation largely depends on public donations. To learn more about the opportunity, visit the NYMR website.

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North Yorkshire Moors Railway has served as a living museum since 1973, playing a vital role in helping preserve the past and protect the legacy of steam travel for future generations in the UK. Its mission is to engage with wider communities, encourage learning for all, and ensure our future environmental and financial sustainability by being an adaptable, dynamic, and innovative charity that inspires all generations.  To learn more, visit www.nymr.co.uk.

FMW Solutions and its subsidiary National Rail Consulting Group offer professional services for the railroad industry, including mechanical and engineering design, diesel locomotive servicing and repair, rail operations, strategic planning support, marketing, public relations, safety compliance administration, training, and alternative fuel technology research and development. FMW is also an accomplished rail preservation resource, with expertise in the restoration and operation of historic equipment. For more on FMW Solutions, to request a quote, proposal, or to explore opportunities for your railroad operation, visit fmwsolutions.com, email info@fwmsolutions.com, or call (423) 425-9753.

By Tom Loftus, Director of Finance & Operations

Last Updated March 30th, 2024

The US Department of Transportation has detailed an array of new funding opportunities for freight and passenger rail infrastructure projects supported by the Bipartisan Infrastructure Law (“BIL”). For Class II and Class III railroads, state and local governments, and other public organizations, exploring and applying for federal funding can be a formidable task. Planning and lead time for grant writing and funding are key, so let’s summarize some of the programs and opportunities meant for the rehabilitation and construction of rail infrastructure.

Rail Infrastructure Grant Requirements

While you may have case studies and data in hand already, the need to demonstrate the Net Economic Benefits and the Environmental Impact means your project may need additional time to research, prepare, and analyze this information before submitting it.

The two primary requirements for grant applications are:

1. demonstration of a project’s net economic benefits; and

2. determination of a project’s potential environmental impact as viewed by the National Environmental Policy Act (“NEPA”). 

Defining Benefit-Cost Analysis for Rail Projects

Net economic benefits are demonstrated in a required Benefit-Cost Analysis (“BCA”). Benefits are based on a project’s effect on the DOT’s funding priorities – improve railroad safety, efficiency and reliability; mitigate congestion at chokepoints; enhance multi-modal connections, address climate change and environmental justice, invest in low-income and underserved communities, and promote racial equity. 

NEPA requires different levels of analysis depending on the characteristics and location of the project. NEPA investigations, which can add months or years to the time needed to implement a project, must be completed before grant funds will be released. The lowest level of investigation is a Categorical Exclusion (“CE”). NEPA excludes a project from higher levels of the investigation if it meets the requirements stated in the CE worksheet. Preparing a CE can take three to four months so it would be time well spent considering the NEPA implications of projects chosen for your grant application. 

In addition to ongoing financing available through the Railroad Rehabilitation and Investment Financing (“RRIF”) program, the following are six federal grant programs available to Class II, Class III, port, and public sector-owned railroads.

Consolidated Rail Infrastructure and Safety Improvements Grant Program – CRISI GRANTS

The Consolidated Rail Infrastructure and Safety Improvements grant program (“CRISI”) is a versatile funding source. Eligible uses include fundamental railroad maintenance and upgrades such as tie and ballast renewal, surfacing, rail replacement, as well as expansion and enhancement of services like constructing a spur to an online industry or building a transload facility.

The BIL appropriated $5.0 billion for the CRISI program over five years, FY 2022 (October 2021 to September 2022) to FY 2026 (October 2025 to September 2026). On top of this, an additional $5.0 billion has been authorized subject to future appropriation. The opportunity to apply for a CRISI grant under the FY 2022 program was announced on September 2, 2022, in a Notice of Funding Opportunity (“NOFO”.

At $1.4 billion authorized in 2022, the annual funding is an enormous increase over recent appropriations. The FY 2021 appropriation was $362 million, FY 2020 was $312 million and FY 2019 was $245 million. The increased appropriation is especially important because requests for grant funds from previous CRISI programs far exceeded the funds available. 

FMW, through its consulting arm the National Rail Consulting Group, has completed multiple successful CRISI Grant Applications, including most recently a $14.7 million project in support of a short line freight railroad overhaul in Pennsylvania - details here. Contact FMW or NRCG today to learn how we can assist your company in completing a CRISI Grant Application.

Rebuilding American Infrastructure Sustainably and Equitably – RAISE GRANTS

Rebuilding American Infrastructure Sustainably and Equitably (“RAISE”) (formerly BUILD and TIGER) was appropriated $7.5 billion. On January 27, 2022, $1.5 billion was announced for the FY 2022 program with applications due April 14, 2022. $1.5 billion is a 50% increase over the FY 2021 amount. The FY 2022 NOFO, for reference, is available at https://www.transportation.gov/RAISEgrants/raise-nofo.

RAISE grant funding is available to states, tribal governments, government agencies, political subdivisions, special purpose districts, and port authorities. Short line railroads can partner with these entities to implement eligible projects. DOT’s objectives for RAISE grants are to invest efficiently and equitably, promote the competitiveness of the U.S. economy, improve job opportunities by focusing on high labor standards and equal employment opportunity, strengthen infrastructure resilience to all hazards including climate change, and to effectively coordinate with State, local, Tribal, and territorial government partners. Focus will be on projects that reduce greenhouse gas emissions, address climate change impacts and environmental justice, and target at least 40 percent of resources and benefits towards low-income communities, disadvantaged communities, communities underserved by affordable transportation, or overburdened communities. 

Nationally Significant Multimodal Freight and Highways Projects; National Infrastructure Project Assistance; Rural Surface Transportation 

Nationally Significant Multimodal Freight and Highways Projects (“INFRA”), National Infrastructure Project Assistance (“Mega”), Rural Surface Transportation (“Rural”) grant programs were appropriated $7.25 billion, $5.0 billion, and $1.0 billion, respectively. A NOFO issued on March 22, 2022, combined the INFRA, Mega and Rural grant programs into one notice with applications due on May 23, 2022. The FY 2022 NOFO makes available $1.55 billion for INFRA, $1.0 billion for Mega, and $300 million for Rural. Applicants can submit one application and indicate whether they are applying for one, two, or all three programs. The NOFO is available at https://www.transportation.gov/grants/multimodal-project-discretionary-grant-notice-funding-opportunity.

Applicant and project eligibility are similar under each program. States, tribal governments, government agencies, special purpose districts, and port authorities are eligible for grants for projects including railroad grade crossings, and multimodal freight projects. Short line railroads can partner with these entities to implement eligible projects. Each program has minor, specific differences, for example, Amtrak is eligible for the Mega program, and wildlife crossing projects are eligible for INFRA grants. 

The investment priorities for the programs are the same as for the RAISE grant program, to invest efficiently and equitably, promote the competitiveness of the U.S. economy, improve job opportunities by focusing on high labor standards and equal employment opportunity, strengthen infrastructure resilience to all hazards including climate change, and to effectively coordinate with State, local, Tribal, and territorial government partners. Focus will be on projects that reduce greenhouse gas emissions, address climate change impacts and environmental justice, and target at least 40 percent of resources and benefits towards low-income communities, disadvantaged communities, communities underserved by affordable transportation, or overburdened communities.

Railroad Crossing Elimination Grant Program

Railroad Crossing Elimination Grant Program, a new program included in the BIL, was appropriated $3.0 billion, with potentially an additional $2.5 billion to be appropriated, to eliminate safety hazards at railway/highway grade crossings. Funding is available to states, tribal governments, political subdivisions, port authorities, and metropolitan planning organizations (“MPOs”) for projects that implement grade separations (bridge, embankment, tunnel), relocate track, or improve crossing protections by installing signals, gates, and other protective devices. The NOFO release date for this program has not yet been determined.

Railroad Rehabilitation and Improvement Financing Loan Program

The Railroad Rehabilitation and Improvement Financing (“RRIF”) loan program, administered by the DOT’s Build America Bureau (“Bureau”), has up to $35 billion available for loans to support a broad range of rail investments: rail infrastructure improvements; locomotive, freight car, and equipment purchases; funding acquisitions; and repaying outstanding debt. Standard loan terms are: loans up to 35 years; low interest rates based on US Treasuries; Credit Risk Premium (“CRP”) required to offset the government’s cost to provide the loan; repayment deferred up to 5 years after project completion; no prepayment penalties; collateral not required but could reduce the CRP; CRP repaid with interest when loan is completely repaid.

Applications can be submitted at any time. The Bureau has an established application process with the first step to contact the Bureau to review the proposed project.

As of December 31, 2021, $7.1 billion had been lent in 30 transactions. RRIF has reserved "not less than" $7.0 billion for Class II and III freight railroads, of which approximately $128 million is currently outstanding. There are funds available. 

In 2020, the Bureau announced RRIF Express, a pilot program with three primary objectives: (1) encourage “increased utilization” of RRIF funding by Class II and III railroads, (2) reduce the cost of obtaining a loan, and (3) streamline the application and approval process. The time and cost of completing loan approval have often inhibited small railroads’ participation. 

RRIF Express responds to these concerns by limiting loans to a maximum of $150 million. The size limit is expected to reduce the complexity of applications and therefore the time required to complete evaluations. RRIF Express also provides up to $100,000 to offset the cost of third-party advisors and Bureau funding of the CRP up to 10% of the loan value.

Transportation Infrastructure Finance and Innovation Act – TIFIA GRANTS

The Transportation Infrastructure Finance and Innovation Act (“TIFIA”), administered by the Bureau, was appropriated $1.25 billion over 4 years. TIFIA financing is available to state and local governments, transit agencies, railroad companies, special authorities, special districts, and private entities. Eligible rail projects include intercity passenger rail, freight rail, intermodal projects, and transit-oriented development (“TOD”). TIFIA is geared toward large value projects and is designed to fill gaps in funding. The program offers loans, loan guarantees, and standby lines of credit with minimum financing of $50 million, limited to 33% of expected project costs. The application process is similar to the RRIF loan process described earlier.

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FMW and its consulting division, the National Rail Consulting Group, offer clients extensive experience in the management, drafting, and submission of applications for federal award and rail grant requests as part of its suite of professional services for the railroad industry. Additional services include mechanical and engineering design, diesel locomotive servicing and repair, rail operations, strategic planning support, marketing, public relations, safety compliance administration, training, and alternative fuel technology research and development. For more on FMW Solutions, to request a quote, proposal, or to explore opportunities for your railroad operation, visit fmwsolutions.com, email us, or call (423) 425-9753.

Can a new mainline steam locomotive be built in the United States? The T1 Trust and our steam railroading specialists are answering that question one piece at a time in our Restoration Roundtable.

Join us for a detailed discussion on the steady recreation of a Pennsylvania Railroad T1 steam locomotive from our steam mechanic and engineering experts and learn about the challenges and rewards inherent in revisiting this iconic locomotive design.

For more on our work, click here.

ABOUT THE T1 TRUST

The Pennsylvania Railroad T1 Steam Locomotive Trust is a non-profit organization that believes in thinking differently about preservation. Through hard work, dedicated volunteers, and the financial support of many generous donors from around the globe, the T1 Trust is constructing PRR T1 No. 5550. Slated to become the fifty-third locomotive of its class when complete, 5550 combines stunning art deco design with a unique 4-4-4-4 wheel arrangement. The production of PRR T1 5550 will fill a large gap in historical locomotive preservation. To learn more about the T1 Trust, click here.

ABOUT FMW SOLUTIONS

FMW Solutions and its subsidiary National Rail Consulting Group offer a suite of professional services for the railroad industry, including mechanical and engineering design, diesel locomotive servicing and repair, rail operations, strategic planning support, marketing, public relations, safety compliance administration, training, and alternative fuel technology research and development. FMW is also an accomplished rail preservation resource, with expertise in the restoration and operation of historic equipment. For more on FMW Solutions, to request a quote, proposal, or to explore opportunities for your railroad operation, email us, or call (423) 425-9753.

NORTH FREEDOM, WIS. — The Mid-Continent Railway Museum is embarking on the full operational restoration of Great Northern No. 2313, a historic and one-of-a-kind gas-electric motor car originally built in 1925 to connect the rural communities of the Great Northern Railway. Deemed a Historic Mechanical Engineering Landmark in 2003 by the American Society of Mechanical Engineers, it will carry passengers over the Museum’s 7-mile heritage railroad once restoration is completed. With an estimated restoration cost of $300,000, volunteers and donations are welcome to support the project at midcontinent.org.

“Great Northern No. 2313 is already an important display piece, but we want to provide visitors with an immersive and moving experience that tells the story of railroad technology through the last century,” explained Rusty Schramm, project manager. “We have recently undertaken repairs to the roof, radiator, control system, and fuel tank, but the antique Winton engine has not operated since 1987, and will be our first major undertaking.”

A precursor to the modern diesel locomotive, the motorcar was constructed in a partnership between Winton Engines and the Electro-Motive Company in Cleveland, Ohio. Mid-Continent has contracted with FMW Solutions, a rail preservation firm with experience in repairing vintage locomotives. 

“As someone who has spent my career dedicated to the maintenance and preservation of EMD locomotives, having the chance to oversee the restoration of this historic engine is a distinct privilege,” said FMW Senior Mechanical Associate and Winton Project Lead Allen Rider. “The engine / generator arrived at the FMW Tennessee machine shop earlier this month, and we will begin the initial disassembly and inspection in the coming weeks.”

After completing the initial inspection and assessment, FMW will work with Mid-Continent to formalize a restoration plan. The restoration will take place at FMW’s Soddy-Daisy facility, which hosts a complete machinery and fabrication shop that can handle the restoration work. The restoration of the engine is further aided by a large cache of original, new-old stock Winton Engine components that have been donated to Mid-Continent.

“Our goal is to have her up and running in time for her centennial in 2025,” says Schramm. “It’s a worthwhile goal and achievable with donations and volunteer help.”


GREAT NORTHERN NO. 2313 HISTORY

Motorcars of the era combined elements of a locomotive, baggage car, and passenger car all into a single vehicle and were often used to replace a two-or three-car steam-powered passenger train, greatly reducing maintenance as well as lowering the number of crewmen needed to operate the train from four or five down to just two. When the Great Northern began using the gas-electric motor car, it reduced costs for the route by 50% as well as reduced travel time compared to the train it replaced.

The development of the early gas-electric motor cars like the one at Mid-Continent directly contributed to the development of diesel-electric locomotives in the years that followed. The same basic technology that powers most of America’s trains today can be seen in its rudimentary form aboard the motor car. Prior gas-electric motor cars had separate controls for the gasoline and electrical controls, but the Hermann Lemp control system used on the No. 2313 replaced this with a single lever system that was simple enough that a steam locomotive engineer could comfortably use it—an important consideration in the transition from steam to gas-electric and later diesel-electric locomotives.

Motor car No. 2313 was donated to Mid-Continent Railway Museum in 1966 by the Great Northern. It was occasionally used to give rides over the years at the museum and was a featured exhibit at the locomotive manufacturer’s 50th anniversary in 1972, where at least 10,000 people toured the motor car. Since then, it has remained an important, albeit non-operational display piece at the museum.

ABOUT MID-CONTINENT

Mid-Continent Railway Historical Society–also known as Mid-Continent Railway Museum–is an outdoor, living museum and operating railroad recreating the small town/short line way of life during the “Golden Age of Railroading,” with operating trains, educational exhibits, and displays of restored rolling stock. Mid-Continent has operated at North Freedom, Wisconsin since 1963. Learn more at www.midcontinent.org.

ABOUT FMW SOLUTIONS

FMW Solutions and its subsidiary National Rail Consulting Group offer a suite of professional services for the railroad industry, including mechanical and engineering design, diesel locomotive servicing and repair, rail operations, strategic planning support, marketing, public relations, safety compliance administration, training, and alternative fuel technology research and development. FMW is also an accomplished rail preservation resource, with expertise in the restoration and operation of historic equipment. For more on FMW Solutions, to request a quote, proposal, or to explore opportunities for your railroad operation, email us, or call (423) 425-9753.

Join the Railroaders Memorial Museum and FMW Solutions to recap the colorful history of Pennsylvania Railroad steam locomotive No. 1361 and explore the engineering and restoration challenges in taking on the rebuild of the Spirit of Altoona. You can support the project by making a donation here.

The restoration of K4 1361 is a thirty-year undertaking that has seen multiple project managers, with considerable work completed. However, there is still much to be done. The latest boiler studies revealed some of the following:

(1) Some of the rivets used in the boiler were of the incorrect steel.
(2) The repair and subsequent re-repair of the main dome course needed further inspection.
(3) Some firebox repairs were completed with improperly sized materials. FMW Solutions has undertaken ultrasonic testing to further assess the boiler’s integrity. It was determined that the firebox area would require some of the project's most substantial repairs.

The square, Belpaire-style firebox with which K4 1361 was built was a key feature of PRR steam locomotives. The Pennsy designed the K4s with the ability to swap components between 400 different locomotive designs. FMW undertook both traditional and computational engineering analysis of the boiler in addition to building a 3D CAD model. Through modifying material thickness and staybolt size, FMW has engineered a solution that will preserve the original Belpaire boiler and return the locomotive to operation. Much of the firebox will be replaced with new steel—resulting in a safer and sturdier locomotive to last.

For a summary of our initial inspection and engineering report for the locomotive, click here.

CHATTANOOGA, TN – FMW Solutions, a railroad mechanical, engineering, contracting, and consulting firm, has hired railroad veterans Katie Slider as Senior Operations Manager and Roy Wullich as Manager of Operations and Finance.

“Our firm has over 60 active projects between our machine shop, engineering department, heritage work, and diesel locomotive repair efforts,” explained Davidson Ward, President of FMW Solutions. “Katie and Roy will bring valuable organizational support to not only our 30-plus employees around the country but our diverse group of clients as well. We’re humbled to have these accomplished rail industry professionals aboard.”

An award-winning Norfolk Southern employee, Katie Slider’s 24-year career saw her administer equipment planning, operating best practices, end-of-train devices, and car maintenance with senior leadership, mechanical departments, business analysts, and fleet managers. Katie also helped lead Norfolk Southern’s 21st Century Steam Program between 2011 and 2015. Her role at FMW will oversee client onboarding, project management, internal procedures, and the firm’s expanding machine shop in Soddy-Daisy, Tennessee.

With over 40 years in accounting and finance, including 20 years in rail operations, passenger car management, and historic preservation, Roy has held various senior management positions at several international companies including Intel, KPMG, and Price Waterhouse. Roy’s service in rail preservation includes leadership and advisory positions with Canadian Pacific, Railroad Passenger Car Alliance, Tom E. Dailey Foundation, Nashville Steam Preservation Society, and service with the New Kent County Sheriff’s Department.

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ABOUT FMW SOLUTIONS

FMW Solutions and its subsidiary National Rail Consulting Group offer a suite of professional services for the railroad industry, including mechanical and engineering design, diesel locomotive servicing and repair, rail operations, strategic planning support, marketing, public relations, safety compliance administration, training, and alternative fuel technology research and development. FMW is also an accomplished rail preservation resource, with expertise in the restoration and operation of historic equipment. For more on FMW Solutions, to request a quote, or proposal, or to explore opportunities for your railroad operation, email us, or call (423) 425-9753.

CHATTANOOGA, TN (March 27th, 2023) – Railroad contracting, engineering, and mechanical services firm FMW Solutions has received its ASME “S Stamp” and NBIC “R Stamp” Certifications. These two certifications enable the firm to complete the new fabrication and repair to “Code” regulated pressure vessels, including steam locomotives operating at theme parks and historic traction engines. FMW is now under contract to assist a steam heritage railroad and a steam traction engine owner with code work, utilizing these new certifications to aid those clients in operating and restoring their historic boilers.

“FMW’s earning of the R and S Stamp certifications allows us to expand our quality boiler repair work beyond just FRA-regulated locomotives,” explained Shane Meador, FMW Vice President – Mechanical. “This development allows our firm to continue providing one-stop, in-house solutions to our heritage customers, utilizing our team of mechanical engineers, welders, fabricators, and machinists to champion craftsmanship in the 21st Century.”

First on the list of “Code” work for FMW is the provision of on-call steam locomotive mechanical, inspection, and repair work to a steam heritage operation in New England. The state-regulated railroad is home to three operational steam locomotives that it operates throughout the tourist season.

In addition to our work in New England, FMW is also assisting with the overhaul of a Nichols & Shepard steam traction engine. While the engineering survey is underway for the boiler, it is envisioned that a new boiler will need to be fabricated for the vintage traction engine. FMW will complete the fabrication of this new boiler at its Soddy-Daisy, Tennessee, machine and fabrication shop.

FMW Solutions and its subsidiary National Rail Consulting Group offer a suite of professional services for the railroad industry, including mechanical and engineering design, diesel locomotive servicing and repair, rail operations, strategic planning support, marketing, public relations, safety compliance administration, training, and alternative fuel technology research and development. FMW is also an accomplished rail preservation resource, with expertise in the restoration and operation of historic equipment. For more on FMW Solutions, to request a quote, proposal, or to explore opportunities for your railroad operation, email us, or call (423) 425-9753.

The restoration of a mechanical engineering landmark emerges in Tennessee.

150-TON PRESERVATION PUZZLE

Since late 2021, the former Lucey Boiler shop in Chattanooga, Tennessee, has been host to a puzzle weighing 150-tons.

Throughout the shop’s 52,000 square feet, hundreds of components that together form Atlantic Coast Line steam locomotive No. 1504 have been carefully disassembled, inventoried, inspected, cleaned, and laid out like a 1:1-sized model kit. The project is equal parts historic preservation as it is an investigative riddle. 

Built in 1919, No. 1504 spent decades hustling across the southeastern United States in passenger and freight service – one of the thousands of light Pacific-type locomotives that operated in the 20th Century.  The historic locomotive was selected by the railroad for preservation in 1953 and later it was placed on public display in downtown Jacksonville, Florida in 1960 at the new headquarters of the Atlantic Coast Line. Nearly 70 years later, No. 1504 was selected for a new era of service as part of the Sugar Express, a new regional tourist railroad attraction in South Central Florida.

A MODERN RAIL TOURISM ATTRACTION EMERGES IN FLORIDA 

U.S. Sugar, and its subsidiary Sugar Express, is a recent addition to rail preservation and tourism in Florida. Committed to celebrating its corporate heritage, U.S. Sugar commissioned FMW Solutions to complete the restoration of its very own steam locomotive no. 148 in 2019. Built for the Florida East Coast Railway and later owned by U.S. Sugar, No. 148 came back to life in 2020 after an extensive overhaul, and it has been operating in seasonal tourist rail service since that time. In the interim, FMW’s restoration team has been focused on steadily rebuilding the railroad’s growing fleet of vintage passenger cars, and diligently inspecting a missing link in the railroad lineage of Sugar Express – the Atlantic Coast Line.

U.S. Sugar’s freight railroad, the South Central Florida Express, operates over nearly 200 miles of track that was originally built by the Florida East Coast Railway (between Fort Pierce and Lake Harbor) and the Atlantic Coast Line Railroad (between Sebring and Lake Harbor, via Clewiston). With No. 148’s heritage as both a U.S. Sugar locomotive and one that was originally owned by the FEC, U.S. Sugar leadership sought to acquire a locomotive from its other predecessor railroad - the ACL. Thus enter No. 1504.

THE RESTORATION BEGINS

Knowing that No. 1504 had languished in salt-laden air for decades, FMW was prepared to battle the effects of this corrosive fog as the engine was first disassembled in Jacksonville for temporary relocation to Tennessee. Entire sections of the locomotive weren’t just rusted together, but fused together by the brine. In just one example of its condition, when No. 1504 was initially moved from its original display site at CSX headquarters to the former Jacksonville Terminal in 1986, its mammoth driving wheels refused to move even then. 

While preliminary inspections had been performed at the locomotive’s former display site in Jacksonville, Florida, the true nature of a locomotive’s condition could only be observed through disassembly. The painstaking process has recently ended, and No. 1504 is now entering a new phase – and it will soon be on the move again. For a while, 1504’s components will be circulated even further, as if returning to the various shops at the American Locomotive Works in 1919. 

“The locomotive has been stripped down to its most fundamental components, but the salt air corrosion was most notable when we were removing the wheels from the frame,” explained FMW VP-Mechanical Shane Meador. “The shoes and wedges had rusted to such a point that our team had to use hydraulic jacks to remove the diving boxes from the frame. Each item is currently being media blasted for inspection, repair, or replacement.”  

A detailed boiler survey has been completed and boiler engineering is underway to determine the minimum thickness permissible for each part of the boiler. Once that has been completed, repairs will be made to the boiler and firebox, preparing it to re-enter service.

Due to corrosion, 1504’s tender tank will be replaced entirely, just as was required for the tender of USSC No. 148. The brand-new tender will be built to original specifications with one exception: it will be converted to burn sustainable, used cooking oil just, as No. 148 does.  

Everything else – including rods, bearing boxes, and various appliances – will be dispatched to the machine shop of FMW Solutions in Soddy-Daisy, Tennessee where they will undergo the same specialized surgery that’s helped furnish completed steam and diesel locomotive parts for dozens of other restoration efforts. 

The driving wheels have already been shipped to the Tennessee Valley Railroad Museum’s Soule Shops, where FMW crews will use their specialized machine tools to overhaul the 73-inch diameter wheelsets. Regardless of whether the work takes place at FMW’s Soddy-Daisy facility or TVRM, the restoration will honor No. 1504’s status as a National Historic Mechanical Engineering Landmark. 

THE NEXT STEPS

While a completion date has not yet been determined, the pace of the restoration will be measured gradually as No. 1504’s various components settle into new temporary homes and facilities. As No. 148 enjoys her busiest steam excursion season yet, the first phase of No. 1504’s rebirth is concluding. Excursions and events behind No. 148 have been warmly received in South Central Florida and a list of 2023 events can be found at sugarexpress.com. 

A blend of historic railroad attractions helps recreate a 1970s commuter train for A Man Called Otto, the latest feature film starring Tom Hanks.

Emboldened by new state tax credits and a strong filmmaking community, Pennsylvania has seen a steady increase in film and television productions – and with them have come a special set of creative challenges. In late 2021, producers for A Man Called Otto knew they needed to solve one problem very early on: they needed trains. 

While trains had played a different role in the original Swedish book and subsequent film Man Called Ove (2015), the new American adaptation featured only vestiges of the railroad element, but in a more romantic backdrop.

“The train work in this picture helps form the narrative heart of the movie, but we knew it would be very challenging to serve our specific creative ambitions while remaining both on budget and on schedule,” explains John Adkins, locations manager for the movie. “We told our local contacts in Pittsburgh that we needed a ‘train guru’ and they knew just the right person to make it work.”

Linked by the technical expertise of railroad consulting firm FMW Solutions and its movie train coordinator Kelly Lynch, the equipment and locations of the Potomac Eagle Scenic Railway, Cuyahoga Valley Scenic Railroad, and Washington DC Chapter of the National Railway Historical Society were sourced to appear in two flashback sequences.

With his lifelong connection to the railroad world, Lynch’s film pursuits began at NBC/Universal in 2005 and have since led to a number of awards for his screenwriting, creative, and commercial work. After bringing his expertise to FMW Solutions in 2021, Lynch’s help on an Amazon television series in Pittsburgh led to the recommendation for Otto.

“Sourcing equipment that would fit the look and feel for Otto was the easiest part, but threading the needle of getting the locomotive and passenger cars where they needed to be is why we were hired,” explained Lynch. “While the original desire was to film platform exteriors at Pittsburgh Union Station and moving train work on a nearby regional railroad, the short lead time, proximity to a busy freight and passenger mainline, and other logistical limitations meant we had to explore a number of alternatives.”

Loosely inspired by the Mon Valley Commuter Rail system that served the Pittsburgh region in the 1970s, an FP-9A locomotive from Potomac Eagle and former MARC and Pennsylvania Railroad commuter cars fit the bill.

After leading a series of technical and director scouts, filming took place over three days, at three different locations. The first was a day of exterior aerial work in Romney, West Virginia featuring the Potomac Eagle’s characteristic diesel locomotive and stainless steel passenger cars, which looked visually similar to the MARC cars. A few weeks later, filming resumed in May for interior scenes aboard the Cuyahoga Valley Scenic Railroad’s passenger train set in the Cuyahoga National Park.

“During the busy tourist season, hosting a film production can be a big task, but we’re grateful to the National Park Service for helping us welcome the production to the Valley,” said Joe Mazur, President of the Cuyahoga Valley Scenic Railroad. “Our crews really enjoyed it and it created a lot of buzz for us in the community.”

For the moving train work, the production modified a former Budd Rail Diesel Car, chosen for its spartan interior to reflect the state of passenger rail in the 1970s, and operated between Jaite and Rockside, Ohio.  

“Every movie train is special, though generally, productions want either steam locomotives or modern freight or passenger trains,” added Lynch. “This is an era of passenger rail rarely seen on film. In some cases, car interiors were rejected because they were restored and looked too nice.”

In the interim, the Potomac Eagle locomotive ventured to Toledo where it would meet two former MARC commuter cars shipped in from the Cuyahoga Valley where they’d been leased for seasonal events. Lynch escorted both shipments as they moved en route over CSX, and the equipment arrived a week before production began.

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“For the Potomac Eagle, shipping one their primary locomotives out ahead of their regular season was not an easy decision, but we were fortunate to have CSX railroad crews in Cumberland, Maryland, Walbridge, Ohio, and at CSX Community Affairs to make sure this equipment would make it to and from its engagement in Toledo without issue,” detailed Lynch.

Amid pre-production, Toledo’s art-deco Central Union Terminal had been an early favorite of director Marc Forster and production designer Barbara Ling.

“The station and period trains were a perfect match,” said Louise Rosner, executive producer.

“Once we confirmed the Toledo Port Authority owned the platforms and actual trackage, we knew we had three tracks and 4,000 feet of the railroad to operate on without encumbering the nearby mainline or disrupting Amtrak’s passenger operations,” Lynch stated.

“The local Norfolk Southern crews were critical to ensuring the production could select Toledo as a location, as they worked with us to ship, switch, and position the equipment so that our teams could take over,” said Lynch. “Their level of responsive customer service was not only impressive but a great relief.”

In coordination with the Port Authority, Norfolk Southern, and Amtrak, Lynch isolated the platforms, imported station props from a nearby railroad museum, and conducted safety briefings with a cast of over 160 performers. The third day of railroad work on the production would also be the final day of principal photography.

“Even in a tightly controlled operating environment, this many people on a platform with a moving train represents safety concerns. During our production briefing, we taught everyone the signal to ‘stop,’ for instance if they saw someone trip, fall, or otherwise saw something that was unsafe. Everyone knew what our whistle signals meant in terms of train movement and direction and we had flagmen to protect performers,” explained Lynch.

Overall, the production brought a six-figure boost to the local economies in Brecksville and Toledo as a cast and crew of 300 descended on Ohio, and equipment returned without issue.

“The train work went off perfectly,” added Rosner. 

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Ultimately, the movie train work makes up approximately five minutes of total screen time, but the additional layer of authenticity and practical sets are a departure from a trend towards artificial sets or digital imagery. Of course, it also means the railroad entities involved were compensated too. 

“Tourist railroads and museums are great assets that can usually be very accommodating within reason,” Lynch furthered. “We filmed a drone scout for the aerial film crew on a Friday so the director could pick out locations, and less than a day later we were on board the passenger train to travel to the spots that had been selected, and then filmed until we ran out of daylight. Even for cost-conscious shows, there’s still a lot that’s very achievable and can be accomplished safely, quickly, and creatively.”

“With trains, you have all the complications of props, locations, safety, stunts, vintage vehicles, and more rolled up into one. FMW not only helped all of us wrap our heads around what was achievable, but they went out and made it possible,” explained Adkins.

FMW Solutions was also assisted by Mid America Railcar, Carload Express, Mad River & NKP Railroad Museum, Horizon Rail, Fort Wayne Railroad Historical Society, McRail Insurance, Brian Smith, and Chris Homco.

“It really means a lot to marry two remarkably complex industries,” said Lynch. “But it’s also immensely satisfying to call up our network of partners and connect the dots together for a project like this. Railroad magic and movie magic really aren’t that much different from one another.”

A Man Called Otto is now available on streaming. 

Pere Marquette steam locomotive No. 1225 is undergoing some of the most extensive mechanical restoration work in over 70 years. Visit with leadership from the Steam Railroading Institute and FMW Solutions - Railroad Contractor Services to learn about the in-depth process of renewing the running gear of one of Central Michigan's beloved railroad attractions.