Electroliner be restored to excellent operating condition. However, doing so is going to cost about $500,000. (The other Electroliner is be- ing restored as a Liberty Liner at the Rockhill Trolley Museum in Pennsylvania). The aim is to put the Electroliner in condi-
tion for reliable operations. Inspection and re- pair of the traction motors is expected to cost $150,000, and for about $70,000 the air con- ditioning system will also be replaced. In ad- dition to those repairs, the replacement of the electrical heater is expected to cost $10,000. Many other restorations are expected includ- ing electrical wiring, brakes, and plumbing. Check out the Electroliner Facebook page to
keep up with the progress on the complete res- toration for the anniversary (www.facebook. com/pages/Electroliner/124621700915492).
San Francisco’s Ridership Rules In 1993, San Francisco Municipal Tran-
sit Agency riders applauded a proposal that mandated that city officials ride the bus and rail services to and from work at least twice a week, a policy that was never acted on. Recently, transit users were reminded of the law and as a result, the San Francis- co Transit Riders Union has challenged city leaders to ride transit for one day for each year the proposition has not been honored, which would put city officials on transit for 22 days in June. With exposure to the world of transit users, the city leaders should make better decisions regarding municipal transit. Experiencing the problems of over-crowding, equipment breakdowns, late buses and cars, and the issues related to using transit for all mobility purposes are expected to provide of-
ficials with a more enlightened perspective. One big reason for Muni’s problem is the
more than $2 billion in deferred maintenance. Money is needed in the amount of $250 mil- lio n to bring the system up to a state of good repair, and there is nothing like personal ex- perience to generate understanding. Thanks to D. Martin for the information.
Post Offi ce Trolleys The Post Office trolley was a variation of
the Railway Post Office service that was car- ried out on intercity railways. The key factor was that the mail was sorted as the postal trolley or railway car moved along. The Post Office trolley usually picked up mail at the railroad station, and the mail was then sorted at the car that started at each local post office in the city. In that order, the trolleys would then proceed to pick up and drop off mail at mailboxes and post offices as it made its way through the town. Electric street railway RPO cars are rela-
tively rare to find preserved at rail museums. In fact, only seven post office trolley RPO cars have stood the test of time. One of the survi- vors is the car from the Union Street Railway of New Bedford, Mass. It has been, and will continue to be, a part of the selection by the Shore Line Trolley museum operated by the Branford Electric Railway Association (17 River Street, East Haven, CT 06512, www.
shorelinetrolley.org; 203/407-6927). J. M. Jones & Sons Co. of Waterville, N.Y.,
built Union Street Railway No. 302 in 1907 as a box trailer to move small packages of freight. The car was motorized in 1923 and acquired by Branford in 1947. Restoration be- gan in 2007, but the work was partly undone
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Locomotives ranging from 4-10-0 El Gobernador of the 19th century, through 2-10-0 and 2-10-2 to 4-10-2 wheel arrangements, are shown with extensive photos and drawings of these signature SP engines. Operation of the three-cylinder Gresley valve gear is described in full. A major part of the book is complete coverage of history, operations and mainte- nance of these locomotives, throughout the Southern Pacific system.
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