Whistle Music Tracks Ahead Brought to you by The Model Railroad Industry Association Helping hobbiests design and build their own miniature railroad empires, inside or outside, big or small (Whistle) Kato Manufacturer of precision railroad models and the UniTrack System Marklin Trains A manufacturer of both European and American electric trains.

Music Hi I'm Spencer Christian.

On this episode on Tracks Ahead we'll visit a layout that proves you don't have to have a lot of room to make a great model railroad.

We'll stop at a Wisconsin city that have revived the good old days of electric streetcars and we'll explore the wine-growing region of southern Australia; by train of course.

Now these days you can pick up fresh fruit or juice almost anywhere.

But it wasn't all that long ago when a fresh orange or grapefruit was a rare treat.

That all changed when a new fangled train came rolling down the tracks.

Ancr: This is the Tropicana Juice Train.

Loaded with orange juice.

It's headed for stores in your neighborhood, straight from Florida.

Gene : If you had the opportunity to see the train go by it's an awesome sight and the train at one point in time up to a mile long in total and it's a stream of orange cars with Tropicana written on the side of it.

That sight in itself is pretty exciting no matter if it's going out the door or it's coming in your door.

Ancr: But we're getting ahead of ourselves here, the story really starts at the Tropicana plant in Bradenton, Florida where the oranges take the first step in their long but swift journey to your glass.

Gene: First thing you should know that the fruit is harvested from the months of October through June every year and they come in raw form as an orange itself in trailer loads.

These trailer loads are then taken picked up and put into our sorting and cleaning operation on daily basis, seven days a week, 24 hours a day and they go through a process of being able to be sorted into different sizes and as a result of being put into different sizes then they're put into the operation of being cut in half and reamed or extracting the juice.

The product is packaged in many different we have, we have approximately 300 - 350 SKU's or shipping units, they're all palletized.

Then from the palletization process they move into our warehousing operation.

The warehousing operation, we have two courses to move the product out the door.

We put into trucks going directly some of our customers in the southeast area in the United States and Florida, or on our train.

Our train takes the product directly to our New Jersey facility and our Cincinnati facility.

Since CSX and Tropicana have been doing business for 30 years together, it's really maybe the last two years that we became partners in this relationship and trying to find ways to help each other to move forward.

Try to find ways to make sure the cars are safe, increase the speed, cut-down the cycle time it takes to move the cars from Jersey City back here and also from here up to Cincinnati, and the whole network of moving the cars.

We own and operate 353 cars right now and we turn those cars approximately three times a month.

Without the help of CSX and the cooperation of the Tropicana employees, turning them at that rate would never happen.

To my knowledge, that's about three times the industry's average.

Ancr: When you look at this juice train you should also think of the Pacific Fruit Express.

If not for the PFE the juice would have never been born.

Anthony: The Pacific Fruit Express was a one a number of TransContinental perishable handling organizations founded by E.H. Herman at the time when SP and UP were one.

It was to provide a trans-continental shipment of perishables to the east coast where everybody lived in the early part of the 20th century.

Ancr: This train is along time east coast fixture between Florida and New Jersey.

Historian Anthony Thompson wrote a book called Pacific Fruit Express about the train that was a regular fixture on the west coast.

He says it was more than just another train.

Anthony: It was a big deal; I was struck when doing the research oranges were Christmas presents in the early part of the 20th century.

When you got pears in the market or peaches or anything like that, it was for just a few weeks and that's all there would be.

The people were accustomed to that, both fruit and vegetables that we take for granted practically year around today, weren't available in those days.

Part of its transportation and part of it is storage, broader crop seasons and those aspects as well.

Ancr: The Pacific Fruit Express Train brought folks what was then, rare produce.

The train is still by far the best way to move the juice.

Much better than trucks.

And you know how you see some trains sort of poking along rocking their way to some distance destination.

Not the juice train.

It really hammers along the route.

Gene: The best way to look at the railroad advantage that we have is that it brings speed into our system and in reality; it's speed and volume together.

That's a unique thing for us.

We have such a high consumption of orange juice in our northeast and now into our Midwest area, that to put the volume of trucks on the road to accomplish that would be monumental.

What the train brings to us is two-day delivery or cycle time into the northeast and the Midwest, additionally a huge amount of volume moving at one point in time.

Each railroad car equates three and half truckloads of product, so do the math.

If we're shipping 50-60 carloads you can imagine how many additional truckloads that would have to be.

Ancr: Since we're talking numbers how about the fact that this Tropicana plant covers 268 acres, 68 of those acres are under one roof, with 3,200 people at this facility.

More numbers?

How about a fleet of more than 300 refrigerator boxcars, how about two trains, one with 45 cars that make six trips a week between Florida and New Jersey and another train called the Midwest Juice Train with 30 cars making two trips between Florida and Cincinnati.

And, if that isn't enough the Tropicana plant uses four million oranges a day.

Gene: That equates to approximately 400 truckloads of product a day coming into our facility and being processed.

Then on the outbound side we're looking at maybe 200 truckloads of finished product going out the door along with another 45-50 railroad cars of product.

The train brings a neat thing to us; it's the concept because people get excited about seeing the train go by.

Sometimes when you have to wait for the train go by you're not so excited but the other side is that it is a major monumental feat on a daily basis to pull anywhere from 45-70 cars out of this lot do that up to six to seven times a week.

Ancr: And just think it's all because people love their orange juice.

Gene: You're waiting for something really good.

The fact of the matter is that in New York Metro Market we're the number one selling item in the grocery store.

When that train arrives, every grocery train is look forward to that shipment.

Ancr: Next time you grab a carton of juice, remember the juice train.

If you think about it, it's carrying more than just juice.

It's carrying tradition and history.

Think back to the old days when juice was cooled with ice on the trains of the PFE.

Anthony: I think the key in the fleet like the Pacific Fruit Express was the refrigerator car was specialized and expensive.

Most railroads didn't want to buy them because for that four to six week peak season you didn't want to own cars that sat around the rest of the year.

Southern Pacific and Union Pacific with their huge territory, with such different climates and different parts of it could keep the cars busy most of the year.

You had potatoes late in the fall and pretty soon you have oranges in California in winter and etc.

throughout the whole crop year so they could make use of a large fleet and they had the largest in the country, in a way that the individual smaller railroads couldn't have ever done it.

Ice was used surprisingly late time 1972 when it was discontinued.

The reason for that is ice is cheap and it's very affective because when ice melts it really absorbs a lot of heat.

It took a lot of heat out of the product, you could take warm products from the field into the cars and that melting ice would very rapidly suck up the heat.

That you couldn't do with mechanical refrigeration for a long time.

In fact today you can't do it.

Air doesn't have the same kind of ability to remove the heat.

Today shippers will cool the produce out of the fields before they put it into the shipment car or trucks.

Ancr: Those old images are just an older version of these.

The thing they have in common is trains, so the next time you grab some orange juice think how where it came from, how it got there and how in your small way, you're playing a part in history, the history the of juice train.

The next time you sit down for a cold glass of orange juice, think about the speed with which it got to your table.

It's a speed that was made possible by the railroads.

Sometimes when you look at impressive layouts it's the sheer size that knocks you off your feet that makes you go "wow."

But you don't have to have a giant layout to have a nice one.

We found a guy in California who shows us that great things really can come in small packages.

Music Music Ancr: The lumber company railroads of The Sierra Nevada were tough workhorses just like the men who earned a living there.

Narrow gauge logging roads that rolled through the foothills of the Sierra not far from Yosemite National Park.

They brought the men in and the logs out around the clock during logging season.

One of the best was the Westside Lumber Company.

It's 72 miles of track and the years of history are accurately replicated in small 10 foot by 10-foot layout in the San Jose, California home of Steve Anderson.

He models the late 1950's.

Steve: I chose the Westside because it allows me to model two favorite things, the high Sierras with all tall trees and the mostly geared locomotives that the Westside ran.

Ancr: Steve's layout is not the giant basement layout that he dreamed about; it's just a small layout in an upstairs bedroom in his house.

It's the narrow gauge that allows Steve to put so much into such a little space.

Steve: Narrow gauge is just a medium; it's no different than modeling standard gauge except that the railroad I'm interested in happened to be narrow gauge.

Sn3 is a scale I settled on after experimenting with HOn3 and On3; HOn3 being difficult to run reliably and On3 being so large that you need a basement to get anything done.

Logging railroads are interesting to model.

The equipment is different because it was mostly home built, the locomotives all have a certain character to them, it's not a big time operation, you don't need acres of real estate to model it effectively.

Ancr: Steve is not just a modeler; he's a craftsman.

It's such a realistic looking layout because Steve Anderson did such a great job putting it together.

He built it in small sections; each one is eltrically independent so it's un-plug-able and moveable.

Most of the structures are scratch built; the buildings with the interiors are built board by board with complete framing, including studs and rafters.

On the other buildings, scale lumber was simply glued to the sheet styrene, which was used for the roof and the walls.

Those are beautiful brass models of the geared Shay and Heisler engines that the Westside used.

You'll notice that the rolling stock is only lightly weathered; Steve says that's accurate as well because on prototypes the equipment was well maintained.

Steve: Logging railroads existed off of moving timber out of the woods and light weathering is essential.

Basically the winter months, when snow is deep in the woods, prevented you from bringing the timber out.

This is especially true later in the logging years as everything was done by trucks.

Not only would you have to wait for the snow to melt for the railroad but also for the dirt to dry for the diesel trucks to drive through it.

During these months of in-operation, the railroad rebuilt much of their equipment, most of their equipment was wood and they basically would burn the car, salvage the metal parts, and then put them onto new timber.

Ancr: As far as the scenery is concerned the technique is fairly simple.

Blue extruded foam is the base for hydrocal.

Commercial rock castings were not stained but instead painted with artist acrylic paints and if some of the groundcover looks like the real thing, that's because it is.

Steve: Several visits for logging conventions and train rides placed me within close proximity of the Westside, I just gathered up dirt and decided to experiment with it, it's very easy to work with and it captures the color perfectly.

Ancr: If you ever thought you needed a giant house and a lot of space in order to build a first class layout, think again.

Steve Anderson is proof positive that bigger is not always better.

One thing that we should mention is that Steve worked at Talbot's Train Store for more than a decade.

Those years of experience gave him a good insider's knowledge on what works best on a small home layout.

Often times we find ourselves longing for the good old days, well many of us who are rail fans, the good old days were the times when electric streetcars rolled down the main streets of America.

In one Wisconsin city, the good old days just rolled back into town.

First though, you all know that wine is a special passion of mine.

One of the great wine producing regions in the world is the Barossa Valley in Southern Australia and appropriately enough, you can get there by rail.

Ancr: Australia's Barossa Valley is synonymous with wine; some of the finest vintages from down under come from these old vines.

This lush rolling countryside provides just the right mix of sun, soil and rain.

It's just outside of Adelaide in South Australia and fortunately a train runs through it.

Inside it's not just the view of passing scenery.

It's a chance to sample the best this region has to offer.

Passenger: We like wine and we're doing the tour of Australia and we thought it would be a nice thing to do.

Todd: It's the whole experience it's traveling in a group, getting to all the different wineries we have small buy-take wineries, which some people don't necessarily know about.

It's the commentary of the area; it's the information we provide and the service.

Ancr: The wine flows freely from the moment that this train heads out from the station in Adelaide.

There's a wide selection of reds and whites from which to choose, in fact, it seems some passengers sort of forget there's something to see outside the glass.

Passenger: We're having a really good time; we've been enjoying a cup of tea on the train.

Passenger: We're interested in Australia wines; we get a lot exported back home and just to taste some new wines that we don't often get back home.

See if we can bring some back with us, perhaps.

Ancr: A big draw for this trip is the train itself.

It's made up of old coaches updated for a more comfortable hour and half ride out to the Barossa Valley.

More and more often travelers are turning to the rails when setting out on the journey, especially when it's on vacation.

Passenger: John just loves trains.

Passenger: Yes I do, I love trains.

As a matter of fact we came over from Sydney on the train and came over on the Ghan and had a day at Broken Hill and then on the Indian Pacific.

When it said a wine train, I was on that too.

Todd: Train travel in Australia has been very popular for a number of years.

Some people love trains and love the whole stigma that goes with it.

Ancr: The Barossa Wine train brings twin passions for trains and wines together in one thoughtfully designed excursion.

Todd: We visit three or four major wineries, we give people a guided vineyard tour, we do a structured wine tasting.

Wine Host: What you're looking at now is a lively chardonnay, a 1990 Chateau Cru Cadet.

It's been three months in oak, nice fruit base, you'll feel it when it sits on your tongue and lingers on the pallet, finish is dry but with just a hint of oak.

Ancr: There are more than 80 wineries here in the Barossa Valley.

Back in the old days it was an area of service by an old steam trains.

The rails in this area are well traveled, it's an area steeped in the tradition of fine wine making.

Vineyard Worker: For these wines here are what our owners like to refer to is a piece of agriculture history.

They are all over 150 years old.

They're the oldest ones in the Barossa.

They've never been watered in their lives.

In fact you would be wasting water if you watered them.

Ancr: That's because the roots are so long and thick that they can survive on ground water far below, the result is a fine quality grape that stuns pallets across the globe.

Vineyard Worker: The fruit is very small and it does have quite a low yield, but it's extremely flavor-some.

In fact, our wine makers say it's the most balanced wine that he's ever worked with.

Ancr: Travelers are treated to a multi-course gourmet lunch complete with local specialties and plenty and I do mean plenty, of wine and then even some more wine.

Todd: We have international passengers from all around the world, the celador who manages their wine list is growing, their mailing lists are growing to international passengers.

A lot of wine from Australia, the export market is just huge at the moment.

Any exposure that I can get into the international markets is really appreciated.

Ancr: It is the kind of trip that makes a lasting impression, scenery that pleases the eye, wines that please the taste buds, and so perhaps, more to take home than just a few bottles of the local product.

Todd: Everything, memories of the Barossa Valley the whole area, a true experience of South Australia.

Of course sampling the great wine and some of our great food, that is all about Barossa and generally just a very good day that they can talk about for the rest of their lives.

Ancr: During a time when vacations can seem as busy and harried as your job, why not take a little time to hop on a train, see the sights, to stop and smell the wine.

Passenger: Yes, why not, dine in the Barossa, wine tasting, laid back, easy trip up, dine in the car, why not?

wine and your love trainsroll happily along together here in Australia.

Music Ancr: From 1903 until 1932, Kenosha, Wisconsin's Transit System was entirely based on electric streetcars.

There were steel wheels on steel rails; there were two bells on the foot gong.

Like elsewhere, the streetcar gave way to the trackless trolley which in turned was bumped into history by the diesel bus but what goes around comes around and in Kenosha, the electric streetcar is once again coming around every few minutes.

Located between Chicago, Illinois and Milwaukee, Wisconsin, the Kenosha area is a growing community where new developments are popping up everywhere.

New growth planned for old abandoned industrial sites.

Now the electric streetcars rolled out of the history books and onto Kenosha streets and it is the electric streetcar which will help pull Kenosha into the 21st century.

Louis: Streetcars are the ideal way to travel because people ride them because they want to.

With buses, I'm afraid to say, and I'm on the transit commission, people ride because they have to.

We've got people who enjoy riding Public Transportation when it's on rail.

If this route was covered by a bus you wouldn't see that kind of success.

It's fun to ride.

Nick: The streetcar system is definitely an asset to the community.

It provides another unique aspect to Kenosha, which is different, it differentiates us from other cities up and down Lake Michigan shoreline.

Ancr: The system uses historic refurbished cars to connect new development with old and to connect the future with the past.

They run on a two-mile track, reminiscent of Kenosha's original streetcar track.

Built in the 1950's the cars where purchased from Toronto, Ontario, Canada.

Each of the five cars is painted is painted in a color scheme to honor cities that had similar systems decades ago.

Louis: Streetcars are wonderful because they're economical to run, there's very little to go wrong.

There's no cooling system, no hydraulics, no air-compressors, no steering mechanism, there's no tie-rod ends, shock absorbers, and that sort of thing, very basic.

These cars are good for multi-millions of miles they probably have them on already, they're very sturdy vehicles, they last indefinitely.

We call this inter-modal because we're connecting commuter rail with light rail, motorbus, taxi and inter-urban bus, we have five modes of transit in Kenosha.

Kenosha is very transit minded.

Ancr: These historic cars are bringing back old memories and making new ones, especially for Dick Lindgren.

Now in his 90's, Lindgren like the streetcars are from a simpler time.

He was a motorman for the old Kenosha Electric Streetcar System right up to it's end in the 1930's.

Dick: You don't know people as well as you use to.

We knew all the store people, the big stores downtown, and almost everybody went downtown to do their shopping, serious shopping.

We use to go to the corner grocery store and the milk came in wagons to deliver and they use to deliver ice the same.

When you were on the streetcar from day to day working and meeting people, you had more interest in them their lives and what they were doing.

I come down here, at least once or twice a week just to watch the streetcars go around the track.

Sometimes I'd get on and ride, but most of the time I just came down to watch the streetcars run up and down the track and get a thrill out of watching them.

Ancr: With the under car rumble and the over-head wires, they're emission-free billboards for modern mass transportation.

By the way, Toronto was only willing to give up these cars because their system has proven to be so incredibly popular that they needed to buy even bigger streetcars.

Thanks for being with us and please join us next time for more Tracks Ahead.

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