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The Mount Washington Cog Railway is located in the White Mountains of New Hampshire. It was completed in 1869 and became the the first mountain climbing cog railway in the world.

The Mount Washington Cog Railway starts from the Marshfield Base Station and carries passengers three and a quarter miles up the mountain with an average grade of 25%, with the maximum of 37.41%!

My visit to Mount Washington Cog Railway

I was lucky to visit in October, 2008 to to take part in some of the last days of steam on the Mount Washington Cog Railway. As part of a photography group, we were given permission to hike up the mountain, starting from Marshfield Station. We climbed nearly halfway up,  allowing us to capture dramatic images of trains coming up the mountain. From our vantage point we could see Jacob’s Ladder and trains disappearing out of sight over the top of the mountain.

This was not the original plan for the day’s activities, but looking back, I’m happy it turned out that way. There are actually two ways to be carried up the mountain. Besides the Mount Washington Cog Railway, there is also a toll road. The road, completed eight years before the Mount Washington Cog Railway, goes up by a different route.  Because riding on the Mount Washington Cog Railway only allows a minimum amount of time at the summit, our choice was to drive so we could remain at the summit longer. We planned to carpool up the mountain and set up our cameras near the end of the line.

The road is only open when it is deemed safe by the operators. Heavy snow in the higher elevations over the preceding several days forced a closure, so we went to Plan B, which was to hike up.

Climbing along the Mount Washington Cog Railway

After gaining permission, we set out. It should be pointed out that there is no actual “trail” along the Mount Washington Cog Railway. There are several marked trails going to the summit, but none of these are near the cog line. DO NOT try hiking alongside the track without getting permission from Mount Washington Cog Railway. You will be trespassing and asked to leave.

Although the terrain was steep, our footing was fairly easy since there had been some recent excavation that had not grown over in most areas. 

Mount Washington Cog Railway trains usually go up and down in pairs to save time at the passing track switches. The first locomotive pushes its single wooden car, followed a few minutes later by another. As we climbed, there were always trains in view, either below or above our position, so we stopped frequently to get shots of the smoky action.

We climbed nearly to the snow line, which was just above Waumbek Tank. The steam locomotives stop here for water on the way up. The lower switch to the passing track is just below Waumbek tank. The switch was rebuilt in 2003 and operates by solar power.

It was here that we caught our first glimpse of the first diesel employed on the Mount Washington Cog Railway. It had been built earlier in the season by the railway’s own shops. The noisy diesel painted in “John Deere green” resembled something out of a farm field. The other photographers made some rather unflattering comments about this machine each time it passed us that day. We speculated about how the arrival of diesels would forever change the Mount Washington Cog Railway experience.

Since that day in October 2008, the railway has largely replaced all of its steam locomotives with diesels. As of this writing, Mount Washington Cog Railway was advertising one steam trip per day at 8:30 AM.

Change is never easy, but converting to diesel makes practical sense, just as it did for commercial railroads. The owners of Mount Washington Cog Railway point out their customers are there to ride to the top of Mount Washington, and the majority don’t give much thought about the locomotive.

I’m thankful that I had the opportunity to see the sight of many steam locomotives going up and down the Mount Washington Cog Railway at the same time - something that is no longer possible. More importantly, I’m happy to share these images with you on our DVD Steam in the Mountains Volume1. I’m sure you’ll agree that steam power on Mount Washington is a beautiful sight. 

Thanks, Steve Mitchell, Yard Goat Images

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Writing an article about the Durango & Silverton Narrow Gauge Railroad is hard because it requires using all of the overused descriptive words such as excellent, magnificent, wonderful, marvelous, supreme, outstanding, remarkable, first-rate, premier, unsurpassed, unequaled, unparalleled, unrivaled, and preeminent. Now that I’ve used all these words in the very first sentence, writing about the Durango & Silverton will be even more difficult.

History of the Durango & Silverton

The Durango & Silverton is one remnant of the one time network of narrow gauge railroad lines running throughout Colorado. The town of Durango was actually founded by the Denver & Rio Grande Railway in 1880. The rail line to Silverton was finished in the summer of 1882 for the principle purpose of hauling gold and silver ore from the many mines in the San Juan Mountains. The mining boom boosted the population of Silverton to a peak of over 1100 before silver prices collapsed and the mines played out.

In the early 20th Century the towns of Durango & Silverton climbed and fell in economic and wartime cycles, while even then tourists flocked there to ride the scenic railroad line between the two cities. World War II brought uranium mining to the region but by the late 1940’s the line faced abandonment by the Denver & Rio Grande Western Railway, in spite of the popularity of its scenic passenger trains and the recent discovery by Hollywood as the backdrop for many major movies.

In the late 1960’s the Durango & Silverton line was designated as both a National Historic Landmark and a  National Historic Civil Engineering Landmark. In 1969 the D&RGW Railroad was allowed to abandon tracks south of Durango, which isolated the line to Silverton. Fortunately, Charles E. Bradshaw, Jr came along and purchased the line from the railroad and set the stage for establishing a successful tourist operation over the scenic route. Steam locomotives mothballed decades earlier were restored to operating condition and wooden coaches were reconditioned for year-round use.

Durango & Silverton today

Today the Durango & Silverton is operated by American Heritage Railways, a company that operates other tourist lines in the United States. Trains operate over the 45.4 track miles between the two towns during the summer months, with a 26 mile schedule between Durango and Cascade Canyon Wye during the winter season.

Trains depart from downtown Durango and the first few miles are in an urban setting. The tracks follow the free-flowing Animas River, and the line cross it five times. Between Durango & Silverton, the train is largely separated from visible civilization as it passes through forested river canyons,and the spectacular “Highline” where it passes over a rocky narrow ledge above the river far below.

At Silverton, trains come right down East 12th Street into the heart of town to discharge the passengers. The riders take in the sights of the town and have some lunch while the train backs up to the wye on Mineral Street to turn around. The train then backs into East 12th Street once again so passengers can re-board for the trip back to Durango.

While these regularly scheduled trains are great, there are other options for those who want to see and photograph narrow gauge steam locomotives operating over the scenic rail line. The Durango & Silverton offers these special photography trains occasionally throughout the year, as do private operators who charter a train for one or two days.

My most recent experience was with a two-day photo tour in the fall of 2005. A group of photographers chartered a steam locomotive, freight cars, and some passenger cars to haul us and our equipment.

We began our journey before sunrise in Durango. Our train departed before the regularly scheduled passenger trains. Not long after we left Durango, a steady rain began to fall. Our first stop was near the Highline, where we got off. Meanwhile, our train backed up to a siding, so that the two regular trains on the schedule could pass. We set up in the rain and recorded both of the morning trains with their gold-colored coaches passing our location. Finally, our freight train appeared and passed the photo line.

Back on board, we proceeded to several more locations along the line where we recorded one or more “runbys” with our freight train. In the afternoon, we pulled into a siding at Elk Park to wait for the two trains returning from Silverton. By then the rain had turned to wet snow. One of the trains stopped briefly to pick up a group of hikers, who had flagged it. (The railroad has a special program for hikers to get off or board the trains at designated locations). After both trains had cleared, our photo freight passed through the beautiful falling snow.

We loaded up and finally made it to Silverton, where we did some additional runbys before retiring to our lodgings for the night.

The next morning we were greeted by bright sunlight and mountain peaks covered in the white snow that fell the day before. It would turn into a wonderfully bright autumn day with glorious fall colors. We did some runbys by the old Silverton depot before loading our gear onto the train. Throughout the day we we were blessed with great light all the way back to Durango.

The video story of our photo experience on the Durango & Silverton can be found on DVD Steam in the Mountains 1.

Thanks, Steve Mitchell, Yard Goat Images

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About the Mount Rainier Scenic Railroad

The Mount Rainier Scenic Railroad runs on former Milwaukee Road tracks in the shadow of the volcanic mountain. Visitors board trains at the depot in the small town of Elbe, Washington for the seven mile trip to Mineral, where the railroad has a large yard and shop.

Mount Rainier Scenic Railroad is a not-for-profit operation run largely by volunteers. Its collection of geared logging type locomotives from each of the major builders: Climax, Heisler, Shay, and Willamette is well known and respected. In fact, the railroad’s Willamette is the only operational example in the world. These locomotives were built for steep  grades and tight curves typically found in the forest industries.

In addition, Mount Rainier Scenic has several conventional rod-style steam  locomotives and a couple of diesels in operation. There are an even greater number of heritage steam and diesel locomotives in the collection but not currently operational. 

The normal operation is over a curvy line between the small mountain hamlet of Elbe and the even smaller town of Mineral, however occasionally special trains run all the way to Tacoma. The line used by Mount Rainier Scenic Railroad are actually part of the extensive rail network owned by the City of Tacoma. The city operates commuter services as well as freight traffic serving the region’s port and manufacturing industries. The museum has long-term arrangements with Tacoma Rail for using their portion of the line. 

Our Mount Rainier Scenic Railroad experience

We visited this working railroad museum twice in June, 2011, just days apart. Our first visit came on a sunny day which happened to coincide with a charter for some German railfans who had arranged for two steam locomotives and a string of empty log cars to operate with several photo runbys. A few days later we were there for the 2011 National Railway Historical Society convention, which included rare mileage on a portion of the Tacoma Hill line and some changeable Washington State summer weather. On both days we were welcomed to safely look around the yard and shop facilities at Mineral.

The log car train was interesting in many ways. West Fork Logging Heisler #91 brought the empty cars and a caboose to Elbe, and then switched the train so the caboose would be on the rear as it returned to Elbe. Meanwhile, Hillcrest Lumber Climax #10 traveled light from Mineral. At Elbe, #10 took charge and headed to Mineral. Right after leaving, an unknown problem developed with one of the log cars, so #91 hooked on to the rear and pulled  the train back to Elbe, followed by #10. The issue was quickly resolved and the train was on its way again.

Six days later, the Mount Rainier Scenic Railroad hosted the NRHS convention trip. My wife, Jan, was now with me to cover this event. As the train arrived from Eatonville rained poured down on us and it rained periodically the rest of the day. 

The star attraction for the NHRS trip was newly restored Rainier #2, built by Willamette. While not much for speed, the engine put on a fine performance. There was ample time to look around the shops and yard at Mineral. The Mount Rainier Scenic Railroad volunteers also moved some of the other equipment around, which was a nice bonus.

Visit Mount Rainier Scenic Railroad

If you visit Mount Rainier Scenic Railroad, the line between Elbe and Mineral has limited accessibility. At Elbe, a small yard near the depot competes with the nearby highway and logging trucks. It has a large parking area shared by the railroad, the historic Little White Church, and nearby businesses. After leaving Elbe there are spots along a short stretch of State Route 706/National Park Highway to pull off to watch the trains. Further along, the tracks go away from all road access until veering south to cross the highway near park Junction Road. After this point the line is largely going through private land until it reaches Mineral.

There is plenty here to see and do. The Mount Rainier Scenic Railroad is professionally run and offers a variety of experiences for rail enthusiasts and the general public. It's easily accessible from the Seattle-Tacoma area. The Mount Rainier Scenic Railroad website has a great deal of information about the equipment, area attractions, and even current weather conditions and forecasts.

Go! You will love this place!

Our visit to Mount Rainier Scenic Railroad is now a 45 minute chapter on Steam in the Mountains - Volume 1 DVD from Yard Goat Images. Previews and additional information about Steam in the Mountains Volume 1 & 2 can be found here. 

Thanks, Steve Mitchell, Yard Goat Images

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The day after the Rock Island Train Festival I traveled with NKP 765 as she headed east from East Peoria, IL to Logansport, IN on the Toledo, Peoria & Western (TPW), a short line operated by RailAmerica. Just after the festival closed, NKP 765 headed out of town to East Peoria where it would spend the night.

Instead of following NKP 765, I chose to spend the evening at the Rock Island rail yard as the Iowa Interstate QJs were preparing their train for what would be a high speed run across Iowa to their home in Newton. (Videographer Mark Paulson followed the QJs for a program which is also featured on the Steamin’ Summer Volume 3 DVD).

Following NKP 765

On Monday morning I got up early, gobbled the “free” breakfast at the motel and checked out. Not knowing exactly what time NKP 765 would be leaving East Peoria, I stopped at the yard first to confirm she had indeed left. Turned out she had moved out really early, and it was not until about 100 miles later that I caught up with the train near Watseka, Illinois.

It was another hot day but less so than the westbound trip the previous week, so the railroad did not have any heat-related speed restrictions. Due to the general condition of the track, there were a few spots where the speed was slow, but overall the train was able to move along at a reasonable clip, which made for a more interesting chase. There were a few chasers, but it was a weekday, and possibly the previous four days of high speed chases to Bureau, Illinois and Iowa City, Iowa was enough to satisfy many potential participants today.

The day was excellent in terms of good light, and despite the heat, it didn’t seem nearly as awful as some of the previous days. Maybe I was getting tough.

Most of this line was new territory to me, and we traveled through some beautiful areas, especially as we we were getting closer to Logansport.

NKP 765 Arrives at Logansport

Arriving in Logansport brought out crowds of local folks, many of whom had the chance to see NKP 765 the previous week when it traveled west. As the engine was serviced on the TPW, a large group gathered in the late afternoon sun to see and be seen. As I finished up with video and photos, I realized my 11 day steam quest (Little River Railroad, Silver Creek & Stephenson Railroad, and the Rock Island Train Festival) had just come to end.

After both celebrating and feeling some sadness at this milestone, I ate a meal at Mr. Happy Burger and departed Logansport for 10 more hours behind the wheel.

As I headed northwest, I thought about my great day traveling with NKP 765. I also thought about the crew members who had ferried the engine to and from Rock Island, and all those who helped service the engine at the Rock Island Train Festival. My mind wandered on that long trip, thinking about all the volunteers who had helped restore NKP 765, and the people who contributed financially for that effort. Plus all the continuing work and expenses required to keep NKP 765 active.

For those of us who enjoy the sights, sounds, and smells of steam locomotives, we owe these individuals a great deal of thanks. I hope you will consider donating or becoming a member of the Fort  Wayne Railroad Historical Society. You will help keep NKP 765 running now and in the years ahead.

You can learn more about the Steamin’ Summer DVDs and see a preview of this historic trip by visiting the Yard Goat Images website. 

Thanks, Steve, Yard Goat Images

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January 5, 2012

Maybe I sound like a broken record about the days we worked on the Steamin’ Summer DVDs, but one of the hottest, most unbearable days I’ve ever experienced was the day I attempted to follow NKP 765 Travel to the Rock Island Train Festival across Indiana and Illinois. I say attempted because the extreme heat put a temporary end to the locomotive’s journey just short of the Illinois border.

My day started in northern Indiana near the Michigan border where I was getting footage of the three tank engines (Flagg Coal 75, Lehigh Valley Coal 126, and Viscose 6) in their truck convoy to Rock Island. The convoy had started late due to a problem with one of the rigs as they were leaving the Little River Railroad in  Coldwater, Michigan. I was set up in LaGrange, Indiana for quite some time to record the trucks passing through town. The owner of 75 and 126, John Gramling, was advising me of progress by cellphone.

I finally caught them when they passed through LaGrange, then I was able to get ahead for a freeway shot near South Bend. Because of the delay and the probability of getting caught in Chicago sprawl before I would get ahead of the trucks again, I decided to break it off to see NKP 765 Travel to the Rock Island Train Festival.

Finding NKP 765

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I was intrigued when Roger Holmes of the Silver Creek & Stephenson Railroad, invited me to a Photo Special to be held in July, 2011. The photo session was conveniently scheduled between the Little River Railroad Birthday Celebration and the Rock Island Train Festival.

Silver Creek & Stephenson Railroad - Background

The Silver Creek & Stephenson Railroad is located at Freeport, Illinois, and operates on the former Milwaukee Road right of way on track that was relaid by museum volunteers. The mission of the not-for-profit organization is to present examples of branch line railroad operations once common across the country.

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I wrote earlier about the 100th birthday celebration for Little River #110 (http://yardgoatimages.com/birthday-bash-for-little-river-110). Now that the event is behind us, it might be good to tell you about it.

Being at the Little River Railroad Birthday Celebration

Of course I was there with our video cameras to record this one-time event that took place over three days between Coldwater and Hillsdale, MI. Little River Railroad normally operates between Coldwater and Quincy, but for this special occasion #110 pulled longer trips all the way to Hillsdale.

Besides #110, there were four other steam locomotives in operation, all tank engines. These included Little River #1, Viscose Company #6, Flagg Coal #75, and Lehigh Valley Coal #126. This was the first time #126 operated in revenue service since being rescued and restored by Gramling Locomotive.

The first two days had identical schedules, with four round-trips between Coldwater and Quincy, and one round trip Coldwater-Hillsdale. The tank engines took turns powering  the Quincy trips. It was quite a scene at the Coldwater depot each morning as engines arrived from the shops located near the edge of town. Passenger cars were switched and deposited at the station platform for the first three trips, leaving at 15 minute intervals! Train watchers had a good vantage point at Quincy too, as the Hillsdale train passed through while the “local” was on the siding.

On the third day, there were just two Quincy trips, but the slim schedule was compensated by the sight, sound and smoke of FIVE steam locomotives leading the long train, which included the entire car fleet! The two trips were spectacular with a solid block of five black coal fired locomotives giving there all with tremendous plumes of smoke, and lots of steam whistles.

Each day, there was an afternoon singing of Happy Birthday and five “cakes” made from log circles and butter-creme icing. A cake was delivered to the crew of each locomotive, where it was promptly tossed into the firebox!

Some of my favorite moments were not available to the general public. I made it a point to be at the shop building well before the engines departed so I could record the early morning activities as the crews prepared for the day. The low sun angles lit the glorious scene of locomotives, smoke, and steam. 

I really appreciate having been a part of this and I’m grateful to Travis Bloom and all of the Little River Railroad volunteers who made everything work in spite of the uncomfortable heat and humidity. The owners and crews of the visiting locomotives deserve big thanks as well. 

Our program about this amazing event is finished! You can see it all on the Steamin' Summer Volume 1 DVD.

Thanks, Steve Mitchell, Yard Goat Images

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While attending Train Festival 2011 at Rock Island, IL, I was in the yard getting video footage of NKP 765 as she simmered in the July heat. Since they were waiting in the yard, the crew beckoned a young lad to come up and see what the cab looked like. As he sat in the fireman’s seat, I grabbed my camera and took a few photos. He was trying with all his might to pull the whistle cord, but alas he was just too small to make more than a light “frrrrrt” sound. 

The crew demonstrated how the whistle should sound, with a roar that could be heard for miles. The young man tried again and again, pulling with all his weight, finally getting a few passible but short toots.

The sight of this little guy reminded me of another summer day, probably in 1953 or ’54, when I was a youngster invited into the cab of a giant Great Northern steam locomotive on the siding near my home. Dad took about 4 seconds of movie film of my tiny head in the large window. I don’t remember the details too clearly as I was only 3 or 4 years old, but I do remember my excitement, and the massive size of the machine, and the steep steps to climb to enter the cab.

I hope this kid was as impressed as I was. It never went away......

Steve Mitchell

Yard Goat Images

See our programs about the Rock Island Train Festival featured on Steamin' Summer Volume 2 and Steamin' Summer Volume 3

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Soo Line 2719 is a steam locomotive that may not be as widely known as Union Pacific  844 or 3985, Southern Pacific 4449, Nickel Plate 765, or many of the “big” locomotives operating today. It hasn’t been out on mainline excursions for many years, and is lucky to pull some trips each year between Duluth and Two Harbors, MN on the North Shore Scenic Railroad (former DM&IR) owned by the Lake Superior Railroad Museum. 

About Soo Line 2719

Soo Line 2719 is a 4-6-2, built for the Minneapolis, St. Paul and Sault Ste. Marie Railway, commonly called the Soo Line. It was constructed in Schenectady, NY by the American Locomotive Company (ALCO) in 1923, one of an order of six locomotives.  Four of these have been scrapped but one, 2718, is on display at the National Railroad Museum, Green Bay, WI. 

Soo Line 2719 continued in operation until the mid-1950’s as the railroad replaced steam with diesels. It had the honor of being pulled out of retirement to power the last steam train on the Soo Line on June 21, 1959, a round-trip excursion between Minneapolis and Ladysmith, WI.

After traveling over 3 million miles in service, the engine was donated to the city of Eau Claire, WI and displayed in a city park.

In the mid-1990’s, a group called the Locomotive and Tower Preservation Fund, Ltd was formed to restore Soo Line 2719 to operation. Following a fast paced schedule, the locomotive made its inaugural run on September 19, 1998. It’s home in the early years was the Altoona, WI roundhouse, and it ran many excursions, primarily on the Wisconsin Central.

Times changed quickly and the Wisconsin Central was absorbed into Canadian National  and the engine made its last run in 2003. The Altoona roundhouse was raised in 2004, and Soo Line 2719 was forced to stay outdoors until late 2006, when it was moved to the Lake Superior Railroad Museum. The engine would not run again until August, 2007.

Currently Soo Line 2719 is in good hands in Duluth, with the museum leasing it from the Locomotive and Tower Preservation Fund. The railroad, which has a regular schedule of trips during the warm months of the year using many diesels from their collection, brings out Soo Line 2719 only for several weekends in autumn. The steam locomotive is much more expensive to operate than the diesels, however the fares are considerably higher to help make up the difference. 

The next hurdle facing Soo Line 2719 is the expiration of its 15 year boiler certificate in 2013. Will its owners raise and spend the great deal of money needed to accomplish this? What is the museum’s stake in operating Soo Line 2719 in the future? I hope there has been some discussion between the parties regarding fund raising efforts that will be necessary to pull this off. 

I have been disappointed to see Soo Line 2719 pulling trains that have lots of empty seats. Granted, Duluth is not a huge population center, and a bit out of the way for much of the  US and Canada, but look at the success of Durango & Silverton. Duluth has developed a thriving year-round tourist industry, powered in summer by family friendly attractions, camping, cabins, hiking trails, boat trips, and Lake Superior beauty. In winter there is downhill and cross-country skiing, snowmobiling, and ice fishing. 

The museum has a large collection of operating heritage diesels, passenger equipment, plus an attractive depot and magnificent indoor museum. It is one of the premier railroad museums in North America. With a new approach to advertising and publicity, I believe the museum should be able to expand its train ride business, both steam and diesel, perhaps even on winter weekends. More traffic would make any decisions about restoring Soo Line 2719 much easier. If anything, I think the railroad would benefit if it could acquire a second steam locomotive! With two steam engines and their already great collection of heritage diesels, this could become a true railroad destination.

But, life is uncertain. If you want to see this great locomotive in operation, better get there soon. In the meantime, consider becoming a member like me (lsrm.org), send a donation, or volunteer. In the meantime, I will continue to record Soo Line 2719 in operation as much as possible.

We have two DVDs featuring Soo Line 2719 in action, Midwest Steam 2009 Part 2 and Steam: Trackside & Inside. 

Thanks, Steve Mitchell, Yard Goat Images

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Lake Michigan has a surface area of 22,400 square miles. This large body of water separating the East from a large chunk of the Midwest has always posed a challenge to railroads, which were forced to go around it. In the early days of rail transportation, freight was unloaded from railcars onto boats, shipped across the lake, then loaded back into rail cars. In the late 1800’s, railroads began constructing large boats to haul entire railroad cars. These vessels needed to be built strong to haul ever increasing numbers of freight cars and for all-weather service, including the ability to smash through ice in the winter. The railroad car ferries also provided passenger service across the lake, and in later years carried automobiles as well.

The story of the SS Badger

In 1952-1953, the C&O Railroad http://www.cohs.org commissioned the SS Badger http://www.ssbadger.com/home.aspx and its sister SS Spartan. These would not only be the final additions to the Lake Michigan railroad car ferry fleet, but were also the largest ever built, at a cost of 5 million dollars each. The two vessels were constructed by the Christy Company of Sturgeon Bay, Wisconsin. They each burned coal and were powered by Skinner Unaflow steam engines http://files.asme.org/ASMEORG/Communities/History/Landmarks/5496.pdf. They were designed to carry rail cars, automobiles, and provide first class passenger accommodations, including staterooms, dining facilities, and recreation. 

By the 1970‘s the railroad industry had changed, and the Interstate Commerce Commission (remember regulation?) allowed the C&O to exit the car ferry business in 1983, selling its last three ferries to the Michigan-Wisconsin Transportation Company. That company struggled along until November 1990, when the SS Badger made its final trip.

The next year, entrepreneur Charles Conrad committed resources to reinvent the SS Badger to carry passengers and their vehicles. It returned to service in May 1992, between Ludington Michigan and Manitowoc Wisconsin. The SS Spartan is tied up in Ludington and occasionally provides replacement parts for the SS Badger.

The SS Badger is the last coal burning steamship in the United States and is one of the last vessels in service on the Great Lakes to be powered by Skinner Unaflow engines, a unique propulsion system that has been designated as a national mechanical engineering landmark. 

The SS Badger offers a fun and relaxing transportation option. She completes the 60 mile trip across Lake Michigan to connect US Highway 10 http://en.wikipedia.org/wiki/U.S._Route_10 in about four hours. This saves about three and a half hours compared to driving 411 miles between Manitowoc and Ludington via Chicago. While onboard, travelers can take advantage of entertainment, food, or even staterooms equipped with sleeping berths. 

The Future of the SS Badger

The SS Badger has drawn fire from the EPA and environmental groups due to the release of coal ash from its boilers directly into the waters of Lake Michigan. This has historically been the practice with the SS Badger and coal burning ships in general. Now that the SS Badger is the last one, is the coal ash much of a problem?

As this issue is unresolved and uncertain, the choices may be to convert the boilers to fuel oil, junk the boilers and the historic Skinner engines and convert to diesel engines, or, worse, mothball the vessel.

If you think you may want to see and ride this great ship, better plan to do it soon, just in case.....

Why is the SS Badger important?

It is the last example of an operating large railroad-built Great Lakes car ferry. It still has railroad tracks buried in pavement on the automobile deck. It has the original engines, boilers, and it still burns coal. At its ports, there are still visible artifacts connecting the boat to railroads. The company celebrates the history of the SS Badger and SS Spartan and car ferries in general on its website and in its small museum onboard. 

It is a viable means of transportation now and in the foreseeable future. It employs a large number of people in many trades and professions, which supports business in the communities it serves, as well as further employment. It brings in large numbers of passengers, bringing business to restaurants, lodging, and retail in the two ports. It makes sense, especially in these economic times, to continue to use this valuable resource for as long as practicable.

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