BGuthrie Photos: CA -- Perris -- Orange Empire Railway Museum

CA -- Perris -- Orange Empire Railway Museum:

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Copyrights: All pictures were taken by amateur photographer Bruce Guthrie (me!) who retains copyright on them. Free for non-commercial use with attribution. See the [Creative Commons] definition of what this means. "Photos (c) Bruce Guthrie" is fine for attribution. (Commercial use folks including AI scrapers can of course contact me.) Feel free to use in publications and pages with attribution but you don't have permission to sell the photos themselves. A free copy of any printed publication using any photographs is requested. Descriptive text, if any, is from a mixture of sources, quite frequently from signs at the location or from official web sites; copyrights, if any, are retained by their original owners.

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Specific picture descriptions: Photos above with "i" icons next to the bracketed sequence numbers (e.g. "[1] ") are described as follows:
1. OERM_130716_086.JPG: County of Riverside Historical Marker No. 053 Pinacate. The town of Pinacate, named for the surrounding mining district, began here in 1882 on the new California Southern Railroad. When the land title became clouded, the railroad moved the siding two miles north among new agricultural settlers, starting the town of Perris in 1885. Pinacate faded away, but two buildings remained when the Orange Empire Railway Museum took over the site in 1958.
2. OERM_130716_138.JPG: LA Railway 'Tower Car' 9350 Built: 1907 by the Los Angeles Railway In its heyday, the Los Angeles Railway had over 250 route-miles of track and overhead trolley wire. Special maintenance vehicles, which did not carry passengers, were built were built to help service the sprawling system. This car was used to work on the overhead trolley wire; the apparatus on the roof is a movable platform, from which workers had easy access to the trolley wire. The platform, or "tower", is raised and lowered manually by inserting a hand crank in one of the small ratchet wheels on either side of the car. This long-lived car was built in 1907 in the LA Railway's own shops and remained in service until the end of streetcar operations in 1963. The beautiful exterior paint job was completed in April 1995 by Museum volunteer Bill Wisneski, while the interior appears pretty much as it did during its final years of service in Los Angeles . The 9350 is used regularly for maintenance of the Museum's overhead trolley wire.
3. OERM_130716_203.JPG: Safety Fenders: The LA city ordinance required the streetcar companies to equip each car with a safety fender. The fenders did a good job of protecting pedestrians, but were a maintenance headache for the streetcar company. Starting with the arrival of the streamlined "PCC" streetcars in 1937, the older style of fender was replaced with a new type that was entirely underneath the car.
4. OERM_130716_234.JPG: Los Angeles Railway 525 "Huntington Standard" Built: 1906 by the St. Louis Car Company Car 525 was the last wood-bodied streetcar to run in Los Angeles. Once a common sight on the streets of LA, the wooden cars were gradually replaced by newer equipment as the size of the system shrunk. On March 27, 1955, the 525 was chartered by the Electric Railroader's Association and took a final all-day fan trip around the system. The excursion was covered by newspaper and television media, and marked the end of an era in LA transit history. On April 1st, the 525 was moved to Travel Town in Griffith Park. It came to the Museum in 1958. Car 525 represents the Los Angeles Railway's largest class of streetcars, the "Huntington Standard." Designed by the LA Railway in 1901, they bore the name of the system's owner, Henry E. Huntington (of Huntington Library, Beach and Drive fame). At one time there were 747 of them roaming the streets of LA. Because they were such a common sight, they frequently appeared as backdrops in Hollywood films, including the well-known Laurel and Hardy and Keystone Cops two-reel comedies.
5. OERM_130716_299.JPG: Magnetic Flagman The Magnetic Flagman, better known as a "wigwag" signal, was once the most common type of grade crossing signal in the western United States. They were developed during the 1910's and after several improvements, became the standard device for rail crossing protection. By the 1950s, crossing gate technology had improved to the point that wigwag signals were considered obsolete. Although wigwags are now considered inadequate protection, several of these antiques survive in regular service in the Los Angeles area today. This particular signal is known as a "lower quadrant" wigwag. The banner swings from the lower axis of the motor. These were usually installed on the side of the street near the curb.
6. OERM_130716_316.JPG: Color Light Signal: Color light signals are the most common railroad signal in use today. Railroads like them because of their simple design and low maintenance costs. Unlike traffic lights and grade crossing signals, color light signals do not have a reflector behind the light source. This is to avoid phantom signals being created by railroad headlights or sunlight. Instead, each module of a color light signal has two lenses. An inner lens contains the aspect color and has concentric prisms. Both lenses sharply focus the beam of light and shine in down the track. Safetran Systems Corp. manufactures the model V20 signal displayed here. It was most commonly seen on lines of the Southern Pacific Railroad.
7. OERM_130716_435.JPG: Railroad Phone Booth: Hundreds of these phone booths dotted the Southern Pacific and Pacific Electric railway systems in pre-radio days. They allowed train crews to communicate with the train dispatcher and other locations along the line. Cast in concrete by the Southern Pacific in Oakland, California from the 1920s into the 1950s, they were in use into the 1980s, and a few are still in place today. Like most things built by the railroads in those days, they were built to last, with four inch reinforced walls and floor. Although it weights almost 3,000 pounds, its round shape reportedly allowed it to be rolled into place and tipped up using manual labor if necessary. This booth came from somewhere in the LA area and was restored at the Museum. The phone is from the 1950s. Note all of the phone numbers written on the wall. Please enjoy this rare artifact!
8. OERM_130716_462.JPG: Switch Shanty: Located for many years at Clement Junction (south of downtown Los Angeles) once housed a compressor apparatus for the pneumatic switch machine. Note the carved graffitti dating back to 1894. Clement Jct. was the crossing of SPS Harbor Line and a Los Angeles and Independence Line (later used as PE's [sic] entry into its butte 57 yards.)
9. OERM_130716_654.JPG: The crew poses in front of SP #8 south of Mt. Montgomery pass at the Nevada / California State Line. The stone obelisk can now be seen at the Nevada State RR Museum, Carson City. The original station sign in above. Service on this segment of narrow gauge ended in 1938.
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Wikipedia Description: Orange Empire Railway Museum
From Wikipedia, the free encyclopedia

The Orange Empire Railway Museum (OERM, reporting mark OERX), 2201 South "A" Street, Perris, California, is a railroad museum founded in 1956 at the Pinacate Station as the "Orange Empire Trolley Museum." The museum also operates a heritage railroad on the museum grounds.

Background

The collection focuses on Southern California's railroad history. It houses the largest collection of Pacific Electric Railway rolling stock in the world, much of it rescued from scrapyards after the discontinuation of their passenger operations.

Two early Los Angeles narrow gauge streetcars from the Los Angeles Railway run each weekend on the half-mile long, dual gauge "Loop Line". A passenger-carrying diesel or electric freight train with open gondolas fitted with benches and at least two cabooses runs on the 1.5-mile (2.4 km) long, standard gauge mainline that was once a part of the transcontinental main line of the Sante Fe Railway (to San Diego). Its main line stretches from south of the museum northward to the junction with BNSF Railway, where the historic Perris Depot on State Route 74 stands. The BNSF Railway spur is in active use, and the railroad grants permission for OERM trains to use the spur for special events. A Pacific Electric interurban "Red Car" also operates on the mainline on selected weekends, but the line electrification ends a block south of the depot. Streetcars and locomotives are selected on a rotating basis. The museum maintains a steam locomotive in operating condition and its use is scheduled for each third Saturday, September through May, certain special events and major holidays.

Admission to the OERM and parking are free except for special events, but a ticket must be purchased to ride on the museum railway. The ticket is valid for unlimited rides on the train and streetcars.

Tours of the grounds, static exhibits and shops are self-guided. A picnic area is located near t ...More...
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2013 photos: Equipment this year: I mostly used my Fuji XS-1 camera but, depending on the event, I also used a Nikon D7000 and Nikon D600. Trips this year: three Civil War Trust conferences (Memphis, TN, Jackson, MS [to which I added a week to to visit sites in Mississippi, Louisiana, and Tennessee], and Richmond, VA), and my 8th consecutive San Diego Comic-Con trip (including sites in Nevada and California). Ego Strokes: Aviva Kempner used my photo of her as her author photo in Larry Ruttman's "American Jews & America's Game: Voices of a Growing Legacy in Baseball" book. Number of photos taken this year: just over 570,000.
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