The Cliffside Railroad
|The Beginnings, The Sun, 1904
|There's not another 'un like it, Trains
Magazine, November 1955
|Cliffside Still Hears Chug of Old-Time Locomotives, Observer, Spring 1962
|Converting From Steam To
Diesel, The Forest City Courier,
July 23, 1962
|The Cliffside: A Special Brand
of Southern Charm, Shop Talk, Winter 1998
|Voiding the Warranty, by Carey Poole, 1995
Who are we? Just a group of friends, 50
or so in number, who have been traveling together in various combinations
for anywhere from 20 to 40 years. We are spread out from Bar Harbor
to San Diego, from Seattle to Orlando, and also Europe, Africa, and
share an interesting in photographing steam locomotives, and five or six
of us also enjoy putting together special events for that purpose. For
most of us photography and railroading are our hobbies, not our livelihoods.
(We are probably called many things behind our backs, but we have no
So from time to time, one of us will approach a railroad with the rather
outrageous suggestion that we repaint one of their steam locomotives, put
together a freight train, and spend the day executing “photo runbys.” The
target railroads are usually very accommodating. The 30 or 40 of us that
can make it to any particular event have fun, take photos, swap lies,
enjoy a good meal afterwards, then go our separate ways to do it again a
few months later, somewhere else.
This year I put together two back-to-back events, a day on the Strasburg
Rail Road in Strasburg, PA, preceded by a day on the New Hope & Ivyland
in New Hope, PA.
At the Strasburg we did a pretty thorough makeover of the
locomotive. Prep work included a trip to Abingdon, VA, to measure the
bracket that holds up the headlight so that we could replicate it,
and creating the correct lettering from photos in books.
For no. 40, I relied almost completely on the photos in the Remember
Cliffside photo galleries. (Here's an email to
a friend that summarizes just how much detail you can pull out of those
photos.) Other than
paint, nothing needed to be changed - no. 40 looks almost exactly as it did
when it was built in 1926, which is extremely unusual for a steam locomotive.
I measured the tender in July, and created the lettering to be cut from vinyl
by a local sign company. The repaint instructions are attached
( PDF). Paul
Harland, General Manager of the New
Hope & Ivyland, prepared no. 40 and
painted the tender and cab black, then applied the vinyl lettering. "Cliffside
40" reappeared for the first time on October 1.
The project got off the ground in the spring, when I had a couple
of telephone conversations with Paul Harland about the possibility.
We agreed a price, and I sent out the attached
flyer (PDF) to
about 100 or so people. In July my co-sponsor, Jim Gunning, met
me in Pennsylvania - we spent a day choosing photo locations and talking
with Paul. The
remaining time before the event was spent putting together a detailed
schedule, getting the lettering made and shipped, etc.
Which brings us to October, 2004. Two local photographers volunteered to
cut weeds along the 12 miles or so of the line we planned to photograph,
and also to remove about 30 saplings and trees on railroad property so that
we could get photos on a stone bridge. I arrived in New Hope a couple
of days in advance, did some final weeding and cosmetic work on no. 40,
and we put a train together. After no. 40 finished her day's run on the
20th, we sprayed the locomotive with water and threw a mixture of sand and
crushed charcoal at the locomotive to make it look a little dirtier, then
adjourned to dinner.
At 7:30am on Thursday, no. 40 departed the station with approximately 30
photographers. The weather wasn't particularly cooperative, but the fall
colors were at peak, and we had a great time. The local volunteer fire department
helped us out by bringing water when we needed it. Paul Harland had arranged
for a local car enthusiast to bring his award-winning 1930 Cord restoration
to the railroad for some of the photos. Those photos were the highlight
of the day.
I guess the only thing missing was the chickens nesting in the tender.
choose no. 40? I never saw the Cliffside Railroad operating, and the only
time I've ever been in Cliffside was on New Year's Day, 1983, when a friend
detoured us through there on a whim to see the railroad. (One of the October
participants was a teenager in New Jersey when no. 40 was on the Cliffside,
and actually started on a trip to Cliffside, but in the end went somewhere
else.) We choose our targets where the scenery, the cars available
for the train, the locomotive, and the management can all combine to
make for a memorable day. I had seen no. 40 operating in 1994, and
always thought it would be a good candidate.
No. 40 is now lettered for her owners again, and our little group
has moved on. There was an event in Wisconsin a couple of weeks ago,
and we will gather in northern California in January, and in Nevada
in February. Spring will probably find us in Ohio. Maybe one day
Paul will let us return to New Hope and re-create "Lancaster & Chester
no. 40" for
Thanks again for remembercliffside.com, and I hope your readers enjoy
looking at the photos half as much as we enjoyed taking them.
—John A. Craft, Atlanta, Ga.
The email to a friend, detailing
the paint job:
Actually, I have studied every photo I could find when
making the lettering. While you can't tell a particular
color in a b&w photo, you can tell that
the cab was black in many of the pictures. The tone difference is pretty obvious
for that green.
If you can trust the dates on the photos at the "Remember Cliffside" web site,
then 110 got a green cab in 1955. There are shots that pretty clearly show both
the same tones, and different ones, dated for that year. Again, if you can trust
the dates - and I see no reason not to.
It would appear that 40 was still all-black as late as July 1958. Oddly, though,
the photo that's captioned "shortly after arrival from the L&C in 1947" seems
to show a green cab. I have trouble believing the caption, because the
locomotive is filthy, especially on the tender, and there are other "tells." Tom
Lawson's 1960 photo shows a very clean no. 40, so it was probably painted that
Scroll through the photos of 40 and you see two distinctly different paint jobs.
The 1947 repaint (which I chose) is crude compared to the later efforts on the
three engines. The lettering is a different "font" (stroke width, serif characteristics,
etc.), the "S" in the early scheme is very different, and the lettering is off-center
in the striping box. On the fireman's side the lettering starts 15" behind the
front vertical stripe, and ends 29" from the rear stripe. The upper stripe is
also a giveaway—in the later scheme the upper stripe is actually ON a rivet
line, but before it was slightly above the rivets. And in the early scheme the
stripe doesn't follow the tender lip perfectly in one place—a screw-up
that we replicated, by the way.
Some time after that, I'm guessing someone came up with a new stencil, and as
locos got shopped and repainted, they got the green cab and the new lettering.
This time they managed to center the lettering in the striping box, too. Given
what was going on in Durango in the 50s, I guess we can consider ourselves lucky
that they didn't put fake stacks on the engines.
||Haynes, Charles H.
||Shuford, George C.
||Stevenson, A. J.
|Caldwell, Virginia H.
||Owens, Hollis M.
||Waters, George R.
|Crawley, Harvey E.
|Cunningham, Carl R.
|Foster, Richard L.
||Wilkins, John M.
|Engines owned by CRR
|No. 1, 0-4-4T type
built by Grant in 1879. Acquired by Cliffside Railroad in Jul. 1905. Scrapped
||Originally owned by Metropolitan Elevated Railway,
New York City.
|No. 5, 0-4-4T type built by Baldwin
in 1881. CRR acquired this engine in Jan. 1908.
||Originally owned by Manhatten Elevated Railway, New York
City. It was scrapped in 1922.
|No. 6, 0-4-4T type built by the
Danforth Co. in 1879. CRR acquired this engine in Apr. 1914.
||Owned by 10 different railroads prior to CRR ownership. CRR
sold to SI&E in January, 1922.
|No. 10, 35-ton, 235 hp. diesel
built by GE in 1955. Acquired by CRR in Jul., 1962.
||Originally owned by Old Ben Coal Co., West Frankfort, IL.
CRR sold this engine in May, 1989, to Cyprus Miami Mining in Claypool, AZ.
|No. 13, 70-ton, 600 hp. diesel
built by GE in 1954. CRR acquired engine in Sep. 1970.
||Original owner Kansas City Connecting RR. Disposition unknown.
|No. 18, 2-6-2T type built by
Glover in 1923. Acquired by CRR in Aug. 1923.
||Purchased new for $10,000. Scrapped in 1943.
|No. 20, 44-ton, 380 hp. diesel
built by GE in 1949. Acquired by CRR in 1963.
||Original owner PRR. CRR sold it in 1970 to BR&L. A subsequent
owner was Lake Charles Harbor and Terminal RR, Lake Charles, LA. Scrapped
|No. 26, 2-6-0 type built by Glover
in 1914. CRR acquired it in Dec. 1921.
||West Bay Naval Stores & Lumber Co. was original owner.
Then SI&E Railroad acquired it, then sold it to CRR. Scrapped in 1938.
|No. 40, 2-8-0 type built by Baldwin
in 1925. Purchased by CRR in 1947.
||Originally owned by Lancaster & Chester Ry., Lancaster,
SC. It was sold in 1962 to New Hope and Ivyland RR, a tourist operation,
in New Hope, PA, which retained its Cliffside number, 40.
|No. 108, a 2-6-2 Baldwin built
in 1923. Acquired by CRR in Mar. 1933.
||Original owner was Ingham-Burnett Lumber Co., Allison, AL.
After a couple of other owners, finally acquired by CRR, which scrapped
it around 1950.
|No. 110, 2-6-2 type built by
Vulcan in 1927. CRR acquired engine in Apr. 1933.
||Original owner was McRae Lumber & Mfg. Co., Quincy, FL. Later owned
by Beechwood Band Mill, Cordele, GA, and BR&L RR. CRR sold it in 1963
to Swamp Rabbit RR (a tourist operation) in Cleveland, SC, which eventually
sold it to Stone Mountain Scenic RR, Stone Mountain, GA. SMSRR retained
its old Cliffside number, 110.
Information taken from roster compiled by Mac Connery in January
Copyright © 2010 The Cliffside Historical Society