A quick visit to the monorail in the winter. Not much to say here really!
A quick visit to the monorail in the winter. Not much to say here really!
My monorail cabin project is apparently trending online! It all started when the Pioneer Press’ summer intern found this site, and published an article in the local paper:
From there, it got picked up by car website Jalopnik:
And then the Weather Channel. Really? The Weather Channel? I even had to ask the reporter who called me, what? really? Apparently, yes, really.
And so it goes!
I’ve put up a quick Youtube video with a few more details and some video of moving the monorail! If you’d like to support this site and my silly projects, please subscribe to my channel! This is my first *ahem* “real” youtube vid aside from some old junk from college and un-narrated randomness, so I apologize for all the “ums” and “uhs”. If I keep doing this, it might get better…
Here are a few more updates and photos of the monorail!
The station platform and new steps:
And some winter views:
And a few more concept renderings:
On a sadder note, I recently learned that Kim Pedersen has passed away. Kim founded the Monorail Society and authored a great book on the history and technology of monorail trains. He will be truly missed.
Below are some aerial photos of the monorail showing our “station” (deck) platform started, and the very scenic rural setting between farms and forest:
Below is a newer floorplan render, showing potential layouts for two cars. This version includes a “sleeping”/”living room”/”office” car and a “kitchen”/”dining”/”guest” car. My improvements will mostly be drop-in modules that don’t permanently alter the car interiors. I have a few friends using the other cars and designing their own interesting interiors!
A close-up of the main control panel, featuring some more museum displays and a Baron von Raschke action figure (after his professional wrestling career, the Baron drove the monorail at the zoo). If any of my readers have photos or artifacts they’d like to share in this small and very unofficial museum, please let me know!
We also have a projector screen that can be set up for monorail movie nights!
More to come as I continue working on this!
After I purchased a monorail train from the Minnesota Zoo, I was contacted by some folks from New York who plan to start a monorail museum. As I had apparently become an “expert” at getting 1970s monorail cars onto trailers, they asked me to help with the loading process once they purchased the remaining cars.
With larger commercial vehicles and powered winches available, the move went a lot faster! We were able to get 4 cars per load on two trailers.
We moved out all 11 remaining cars in three loads this way. On the final trip they also picked up some wheel bogies to add to the museum display.
The service barn looks very empty now with no trains parked inside!
Recently I happened across the estate sale of a former MN Zoo employee. I was able to pick up a number of old zoo shirts ranging from the 1980s to more recently. A few of these have a neat little “Conservation” montage of zoo animals and the monorail:
There were also quite a few issues of Minnesota Zoo Magazine from the 1980s. A few of them had monorail-related pieces, including a neat shot of the snowplow in action.
And we even found a monorail ticket from 2008! (Two-sided scan below)
Some of these will probably end up in my mini-museum in the monorail cab.
While cleaning out my monorail cars I came across a few interesting documents. Several notebooks marked “Phenology” describe local wildlife seen along the monorail track. Phenology is defined as “the study of cyclic and seasonal natural phenomena, especially in relation to climate and plant and animal life”. An article from 1979 explains these notebooks:
“The operator/tour guides keep their eyes open and when a phenlolgical event is spotted, they record this observation, its date and location in a phenology logbook kept by the stationmaster. This data is summarized each day on a report board in the station for all the MZG’s public to see.” (from MZG Newsletter, Minnesota State Zoological Board, 1979)
For those interested in reading these notebooks, I’ve scanned and uploaded PDFs here. There are a few torn and missing pages, so these are not 100% complete. There is also some water damage and fading from sitting in the train for a few years, some pages are hard to make out.
Phenology – Train 2 (Covers the period of 8/15/2001 to 8/30/2013)
Phenology – Train 3 (Covers approximately 7/4/2008 to 6/19/2012)
Also found in the monorail were several info sheets on various zoo animals seen along the route. These are probably cheat-sheets for the operator / guide staff to describe what passengers would see along the way.
I’ve also made a PDF of those sheets for archival purposes, available below.
Work is gradually progressing on the monorail train, which has proven to be a wonderful place to camp out! As we work on remodeling and fixing up the train I will have more posts with photos and progress reports, but for now here are a few monorail-related odds and ends. First is a 1979 T-shirt design I came across:
And a 1984 postcard of the monorail in operation:
And some original monorail fare tokens from the zoo:
I’ve made a few custom bumper stickers:
And here are a few more photos of the train’s origin, in case anyone is curious what the zoo side of things looks like. Some of these facilities might not be around much longer.
The abandoned MN Zoo monorail station (soon to become a new animal attraction):
Some pictures of the abandoned monorail track:
In the maintenance barn with two trains parked inside:
Some close-ups of how a monorail bogie mounts to a car (normally this would be hidden between two cars, but one car has been de-coupled):
And a close-up of the transition from maintenance track (two rails for caster wheels) to monorail track (center beam for tires):
The remaining monorail cars from the zoo are destined for an East Coast museum.
As previously mentioned, I’ve purchased a retired monorail train from the Minnesota zoo. This follow-up documents some of the steps involved in moving a 100-ft long, 6-car monorail train from one place to another. All 6 cars are now in their new home in the countryside, the train makes a terrific weekend cabin and a very unique conversation piece!
The original weight was in the neighborhood of 27 tons (numbers vary depending on the source consulted, and few documents agree). We were able to lose quite a bit of weight by removing the wheel bogies and drive motors, which was also required for uncoupling and removal from the track.
For those interested, here are some of the bogies removed from the train. One is powered (with the large motor on top), and one is an unpowered idler:
The zoo was able to uncouple each car and move it on a maintenance track – actually two rails that support small casters under the cars. These originally allowed access to the underside of the train in an inspection pit.
For loading, we backed a trailer up to extensions of these maintenance rails, and winched each car onto the trailer using a cable puller or “come-along”.
Loading each car was about a 3-hour process, requiring occasional adjustments and stops to bridge various gaps in the rolling surface. After getting each car secured to the trailer, we drove them to their new home.
Quite a few unfortunate drivers can now say they’ve been stuck in traffic behind a monorail. The open ends of middle cars act like huge fiberglass air scoops and make for slow progress. I was able to take back roads for the journey, but you know you’re slow when a loaded cement truck passes you going uphill.
I had originally hoped to unload these by hand, using some redneck technology (a platform to roll them onto, and a series of jacks and blocks to lower them to the ground). Some friends pulled an all-nighter doing materials strength calculations and modeling possible methods, and convinced me this was even less safe than it sounded.
Instead, I hired a crane to do the hard part. Wieser Concrete has been amazingly helpful with this project, going above and beyond what we had hoped. I would highly recommend Wieser for anyone needing crane service in Wisconsin!
We tried various rigs for lifting these. The arrangement shown below was the first setup, strapping around the car with wood spreaders at the top to prevent crushing:
For the rest of the cars we used a much simpler and more stable lifting rig, with chains run down the ends to the steel frame. Most of the weight is in the bottom of the cars, the rest is mainly fiberglass.
After unloading from the trailer, we parked the monorail cars in a line so they formed a full 6-car train again. Below is an aerial view of one of the cars being moved into position:
The crane was able to place these very precisely, so we could nest them together as designed. We had assumed that fine adjustments would need more jacks and rollers, but an expert crane operator who can save hours of manual labor is well worth it!
Each car is fairly self contained, much like a small camper or RV. They have small hatches allowing access to the interstitial space and crawling passage between cars if desired. We may add bunks or other changes down the road, although I’m still planning to make as few major modifications as possible to preserve the original vehicles.
I’ve even started a very small museum of sorts in the driver’s cab, with a few historic photos and artifacts related to the monorail. And of course, no monorail would be complete without a Simpsons reference!
Saveitforparts.com is finally putting itself on the map, with the purchase of a genuine, bona fide, electrified, six-car monorail!
That’s right, I’ve bought an entire six-car monorail train from the Minnesota Zoo. The zoo’s elevated monorail system was retired in 2013 after 34 years of service, with the state-owned agency seeking to dispose of the equipment. As a lifelong train enthusiast with ongoing railroad history and model railroading projects, I couldn’t resist the chance to preserve a piece of local history!
While it would be awesome to construct a track and actually run the monorail, my resources are more suited to a static use of the cars. My initial plan is to park them on a rural property and use them as weekend cabins, as each car is similar to a small camper or RV in size. Interestingly, some of the Twin Cities’ TCRT trolley cars were used the same way after their retirement (sadly, most were scrapped or burned).
Below is one potential layout I came up with for a single middle car, leaving as much of the original body intact as possible (the seats are molded into the fiberglass inner shell). As the cars already have lights, heating vents, and multiple doors, it should be relatively simple to retrofit them for such a use without much alteration. I have some ideas for using multiple cars as well, the final layout will be exciting to develop!
Below are some close-ups of what the cars look like inside and out:
I’ve also been doing quite a bit of research into the history of these monorail trains. While it’s certainly a very niche field of study, I’ve collected a few details that might be of interest to other monorail enthusiasts.
The Minnesota Zoo’s Monorail was built in the late 1970s by Universal Mobility Inc (UMI), and is a “Unimobil Tourister” model. It began running in September of 1979 at the new Minnesota Zoological Garden (opened May 1978). The Minnesota legislature authorized the monorail with the provision that it be self-financing, separate from the zoo. A nonprofit corporation, Minnesota Zoo Ride Inc, was incorporated in 1976 to finance the accepted construction bid from UMI. The system included 3 trains, an oblong loop of track, an enclosed maintenance shop, single switch, and indoor & outdoor sidings for storage and maintenance.
Based in Salt Lake City, Universal Mobility designed and installed several similar monorail systems in the United States. One other Tourister of nearly identical design was installed at the 1984 World’s Fair, then moved to the Miami zoo where it still operates. Updated Tourister II models operated at King’s Dominion, King’s Island, and Carowinds amusement parks, while older, open-car versions operated at various amusement parks and are still used at Hersheypark in Pennsylvania. Another Unimobil system reportedly operated at Fuji Highlands in Japan. Several proposals were floated to install UMI monorails in metropolitan areas for public transit, but none were funded.
The fiberglass car bodies were produced by Intermountain Design, who still manufactures monorail, people mover, and aerial tramway cars for various users. The mechanical drives and control systems were supplied by Maschinenfabrik Habegger of Switzerland. This company was tied to Von Roll Holding Co (designer of the Sydney Monorail among others). Both companies also designed ski lifts and aerial cable tramways (The Skyride at the Minnesota State Fair is a Von Roll system). Bombardier / TGI later acquired many of the UMI and Von Roll patents and produced another very similar monorail, known as the UM series. Von Roll / Habegger also marketed a very small monorail for use on farms and vineyards.
The Minnesota Zoo monorail ran into trouble almost immediately after installation, as ridership was not as high as predicted. The legislature refused to pay the full installments to investors, covering only what the ride actually made in fares. Shareholders (including various local and national banks) sued to demand the full loan amount in 1980. The state supreme court sided with the legislature and attorney general, saying that the state had no obligation to pay if the legislature chose not to.
The state was again sued, this time accused of securities fraud. Court cases dragged on through the early 1980s, involving investors, insurance companies, and various state agencies. The monorail remained operating, with profits covering only a fraction of the installments. Fares in 1980 were $1 for adults and 50 cents for seniors and children.
In September of 1985 the monorail system was repossessed, then sold back to the Minnesota Zoological Foundation with help from private donors and new loans. The monorail continued to report little or no profit, despite fares climbing to around $5 per person in recent years.
These ongoing money problems may show why monorails never gained much of a foothold in the US, despite the optimistic press of the 1970s. The energy crisis briefly brought a renewed flirtation with public transit (as well as other energy-efficient projects and proposals in Minnesota and elsewhere). Proposals for installing UMI monorails (or related people-movers) included downtown Saint Paul, Los Angeles, and other cities. Concept drawings for some of these installations can be found in several 1970s government studies.
A proposal for downtown Saint Paul imagined a monorail or people mover running through the former Selby streetcar tunnel, as well as a section of subway with station at the State Capitol.
Other cities considering monorails looked closely at the Minnesota Zoo as a test case. The zoo’s system was one of the first all-weather monorails installed in the US, and underwent extensive winter testing to prove it could function in northern cities. This monorail was one of the few with onboard cabin heaters, others had only A/C. A custom snowplow was fabricated for the train, mounted to one of the lead cars. Later a small street-sweeper device was built, and made to look like a miniature version of the monorail.
Winter operation studies found that the elevated track did well at preventing snow buildup, but sometimes iced over and impeded traction. The power rails were located under a lip at the track edge, which helped keep them dry, but there were occasional issues with ice and thermal expansion.
Hard specifications for this monorail are difficult to nail down, each document I’ve found lists a slightly different weight, speed, and capacity for this system. As best I can determine, each of the three trains could carry 96 passengers seated, or 120 with some standees. Trains were 100ft long and consisting of 6 cars. Wheel bogies were shared between cars, with a total of 7 per train (normally 4 powered and 3 idler bogies). The motors developed about 300hp at peak output, for a theoretical top speed of about 35mph. Normal cruising speed was around 3-4 mph and operations at the MN zoo were limited to a 7.5mph top speed. The main track included a 6,628ft loop and a 358f long maintenance spur. A moving switch connected the spur and loop, and a lateral transfer beam allowed switching between tracks at the maintenance building. Approximately 1,000ft of guideway made up the lateral beam and service rails at the maintenance shop (some of the outside sidings were removed). About 730ft of guideway was at-grade, the rest elevated on steel columns.
The drive system consists of rubber tires driven by 480v DC motors, with side-facing guide wheels riding the outsides of the track. Power and control signals were picked up from electrified rails under the lips of the track. Braking was dynamic, with emergency and holding brakes. The system was supposedly very quiet (“…as softly as a cloud”), although the AC compressors for summer use could be noisy.
The system was designed to be fully automated, controlled by an analog computer. Cars could be timed and spaced automatically, with multiple trains slowed or stopped as needed to avoid collisions. Human drivers could override the system, and also manned a microphone to narrate the ride and identify animals along the route.
I am looking forward to preserving one of these very interesting trains, and creating a unique and historic vacation cabin! And who knows, maybe someday, or somehow, I can get some track laid down!
For additional information on this and other monorail systems, check out the links below:
UMI Downtown People Mover Winterization Test (1982 report including details specific to the MN monorail).
The Monorail Society (general information, technical data, and monorail history)