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In 2012 Union Pacific is celebrating 150 Years of Steam! Well, maybe that’s not what Union Pacific is calling the year-long 150th anniversary of the company’s charter, but with 844 leading a nationwide tour covering much of its vast network, please forgive me if I call it - 150 Years of Steam! Union Pacific 844 is the only steam locomotive that was never retired from the railroad, so we really do have 150 years of steam!

In 1862, President Abraham Lincoln signed the Pacific Railway Act which directed the Union Pacific and Central Pacific to build the first transcontinental railroad. The building of the line linking Omaha and Sacramento was completed in 1869 at Promontory Summit, UT, but it was not until 1872 that the bridge spanning the Missouri River between Omaha, NE and Council Bluffs, IA actually linked the western and eastern rail lines, making it truly transcontinental.

150 Years of Steam

I don’t want to give a complete history of the Union Pacific here, because to do it justice would require at minimum a very lengthy book. I'll just say Union Pacific’s 150 year history includes, triumphs, tragedies, scandals, innovations, disasters, failures, but most of all.... success! It’s history spans wars, depressions, recessions, boom times, and labor unrest. The railroad grew over the past 150 years not only by its own expansion, but mainly by acquiring/merging with other railroads. 

UP has been a leader in the tremendous changes in the technology of railroading, as the industry has reformed itself from a dangerous, dirty, and labor intensive enterprise to one that embraces small and large changes to provide return on investment by creating efficiencies in everything they do.

For generations, Union Pacific has been mindful of its long history. They are partners in the public-private consortium that operates the splendid Union Pacific Railroad Museum in Council Bluffs, IA. Union Pacific also has long participated in Worlds Fairs, Railroad Fairs and hundreds of local events.

The Union Pacific Steam Program

But probably the most visible and widely appreciated public relations endeavors is the Union Pacific Steam Program.

The Steam Program unofficially began in 1959 when the last steam engine in regular service completed its run from North Platte, NE to Cheyenne, WY. The date was July 23 and the locomotive was Challenger 3713, according to Union Pacific’s website. The railroad disposed of its steam locomotives by scrapping the vast majority, but many were delivered to cities for public display. Some were transferred to museums, and a small number were kept on the property for a time. Again, mindful of history, in 1960 Union Pacific chose to keep 844, which was the last steam locomotive constructed for the railroad in 1944. It began life as a high speed locomotive in passenger service. As diesels took over passenger runs, 844 moved to freight service in Nebraska until 1959. The decision to save Union Pacific 844 for special service has resulted in decades of public exposure as this magnificent machine pulled specials across America, visiting small towns and big cities. You can view a short video of UP 844 here. 

Union Pacific 844 is one of two steam locomotives the railroad maintains in its livery. UP 844 has a 4-8-4 wheel arrangement and was built by the American Locomotive Company. It originally burned coal but was converted to oil early in its career. 

The other is Union Pacific 3985, a much larger steam locomotive. It was also built by the American Locomotive Company in 1943, one year earlier than 844. It is a member of the 4-6-6-4 Challenger class. Union Pacific 3985 has two sets of drive wheels, each with its own steam cylinder, like two engines powered by one boiler. Because of its massive size, the frame of 3985 is articulated, or hinged to allow it to bend as it goes around curves. The Challengers were designed for fast freight service but sometimes pulled passenger trains.

See Union Pacific 844 & 3985 in action!

As I write this, Union Pacific 3985 is on an extended hiatus to perform service that may take a year or more to complete. It’s last major trip was with the Missouri River Eagle/Sedalia Sesquicentennial Special in the summer of  2010, which I covered in a 50 minute chapter on the DVD Steam Specials in the Heartland. You can see some video here and you can read about this extended multi-state tour here. 

My last trip with Union Pacific 844 was an Omaha to Cheyenne trip in November, 2010. This trip is chronicled in the Two Trains West chapter of my DVD A Boatload of Steam!

Together, these two magnificent examples of modern steam locomotives have thrilled millions as they criss-cross America, delivering smiles and lasting memories, as well as an appreciation for the folks at Union Pacific for making this happen.

To celebrate Union Pacific’s 150 Years of Steam, the railroad has a heavy schedule for UP 844. You can keep up with UP 844 here.  I hope to capture some of 844’s journeys and bring them to you on future DVDs. Keep up to date by signing up for our email list on the lower right of the Yard Goat Images Home Page.

To commemorate their 150th Anniversary/150 Years of Steam UP has also created some nifty special pages on its website complete with historic photos and video, timelines, and more. 

Thanks Union Pacific!

Steve Mitchell, Yard Goat Images, www.yardgoatimages.com

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SP 4449 was most likely seen as the premier highlight of the NRHS 2011 Convention by many of the delegates. The 2011 convention was headquartered in Tacoma, WA, and had many options for NRHS members to experience steam railroading. Besides the three unique trips with SP 4449, attendees could also choose to ride behind Cowlitz, Chehalis & Cascade #15 at the Chehalis-Centralia Railroad and Rayonier #2, a geared Willamette locomotive at Mount Rainier Scenic Railroad.

The history of SP 4449

SP 4449 is a beautiful 4-8-4  “Northern” type locomotive built in 1941 by Lima Locomotive Works. The engine is equipped with 80” diameter drivers and capable of 100 mile per hour operation.

During its glory days, SP 4449 was one of the steam locomotives assigned to pull the Southern Pacific “Daylight” passenger trains linking Los Angeles and San Francisco along the scenic coast route and then on to Portland. SP 4449 operated until 1955, when it was retired and  put on display at a Portland city park. Its second life began in 1974 when it was chosen and restored to pull the American Freedom Train throughout the United States. 

Today, SP 4449 is the last operating “streamlined” locomotive in North America. The locomotive is owned by the city of Portland and operated by the all-volunteer Friends of SP 4449.  

SP 4449 hosts three convention trips

NRHS convention goers had three opportunities to ride behind SP 4449. The first trip began in Portland and brought delegates on a speedy ride to the host city of Tacoma. Riders had the option to ride one way from Tacoma to Portland on one of Amtrak’s frequent Cascades trains, and return with SP 4449‘s train. This rail route is owned by BNSF. 

The next trip, in the final days of the convention, was a rare mileage event on freight trackage owned by BNSF. This excursion began near sea level at the Tacoma Amtrak station and headed east over Stampede Pass  at 3672 feet above sea level. After passing through 9844 foot long Cascade Tunnel, the trip ended at Easton, Washington, where the engines were wyed for the return trip. 

The next day, SP 4449 led the train and its passengers on its third trip, returning to Portland along the same BNSF/Amtrak route.

Our adventures capturing SP 4449

My wife Jan accompanied me on the Washington portion of my June and July journey, which also took me to three steam sites in British Columbia. The day before the SP 4449 trip from Portland to Tacoma, we explored the route to find possible locations for video coverage. Knowing this was certainly going to be very fast trip we were conservative in picking locations. We decided to start our coverage in Vancouver, Washington because we would be able to capture SP 4449 coming across the Columbia River from two different locations, and it would be quicker to get on I-5 than from Portland. 

We arose early the next morning and drove to Vancouver from our Tacoma hotel. Jan’s location was along the Columbia between the I-5 and the BNSF bridge, while I staked out the sweeping curved platform at the Vancouver Amtrak station. All went according to plan. Jan drove the car and picked me up at the station after the train had cleared the bridge. Rather than wait for it to leave, we headed to our next location which was at Castle Rock. We arrived to capture the Coast Starlight heading south, then SP 4449 roared through in the other direction.

Back on the highway, we made it to Centralia as the train was bearing down on the town. Jan stopped the car and I grabbed my camera and ran to the spot I had chosen the day before. Unfortunately there was a disorganized crowd there now and I barely had time to get the camera going when SP 4449 raced into view. I got a good shot as it was coming toward me but could not get it as it passed my position because too many people were in the way. Fortunately, Jan had gotten out of the car and was able to shoot several still photos as it passed. This was a challenging segment to edit!

Our next goal was to reach the Tacoma Amtrak station before SP 4449 did, which nearly worked out. As we drove up the special was gliding to a stop and there was so much traffic we couldn’t get close. So we found parking a couple of blocks away and tried to get some station platform shots, but security officers were directing everyone out of the area.

Later that week we scouted locations for the Stampede Pass trip. Again, we were conservative, knowing there are few close highways parallel to this mountainous rail line. We found two locations west of Auburn where we could each get separate decent shots close enough to drop one of us off and pick up after the special passed. We also tried to find back roads along the line but much of this area is off limits due to restrictions around a large municipal water reservoir. We might have been pushing the envelope on our rental car agreement too, as some of the roads we discovered were pretty rugged. We did find the road to the tunnel but determined we would spend too much time getting there and back again for the shot. If I had it to do over again, we would have rented a second vehicle for the day to give us more opportunities. 

We met SP 4449 and the train at Easton, where it spent a lot of time discharging passengers, turning the engines on the wye, doing one spectacular runby facing east, loading the passengers and servicing the locomotive. We split up on foot to get different angles of the action, which worked great at this large open location. While the passengers got back on the train, Jan drove me to the spot west of Easton on Cabin Creek Road we had scoped out on our surveillance trip. Then she drove back to the yard to shoot the train departure before retrieving me. See a short video of the train departing Easton here.

We raced back to Kanaskat where Jan got the train going over the Green River Bridge and I went to the same crossing as my morning shot. Then we drove to the Tacoma station just in case the train was delayed. It wasn’t. Sure would have been nice to get one of the Tacoma arrivals.

The following morning was the third trip, Tacoma to Portland. Jan took her position on the pedestrian bridge at the wonderful Museum of Glass, which delivered a great view of SP 4449 leading its train around a broad bend right after departing the Amtrak station. I set up about a half mile further down the line to catch the train going under Jan’s bridge toward me. The light that morning was bright as we caught the train going through an urban landscape of railroad tracks, freeways and buildings.

The next stop was Centralia, where we found the train stopped but ready to go....now! This was good catch for both video and audio as SP 4449 started out.

Back on the road, we headed straight to historic Portland Union Station to the two spots we had decided on earlier that week. Jan was on the pedestrian bridge over the station tracks while I set up at ground level with a view of the arrival location. There was an Amtrak train but it seemed to be back far enough that I could get a good view of SP 4449 as she pulled in. Jan would have a clear shot as well. 

Soon we heard a slow chuffing sound as the train approached.....very....slowly. Then it stopped....behind the Amtrak train. There went my shot. Jan’s was not much better, as SP 4449 came to rest in the dark shade of the train shed. Oh shucks!

In spite of a somewhat subdued finale, SP 4449 put on a great show for all three trips. This locomotive has become an American railroading icon, and deservedly so. The unique styling and colors given to SP 4449 and her sisters set them apart from other streamlined steam locomotives. SP 4449 became the only one of 26 Southern Pacific GS-4 class to survive the scrapper’s torch. After being stuffed, mounted, and neglected in a city park, it got its second chance to run; a chance few other locomotives get. And not just run anywhere! It was restored to pull the prestigeous American Freedom Train to celebrate the county’s Bicentennial. After being seen and photographed by millions, there is probably no way this locomotive will ever end up in a park again.

Your opportunities with SP 4449

Thankfully we can enjoy witnessing the beauty of SP 4449 in operation today and probably for decades to come, thanks to the partnership of the City of Portland and the Friends of SP 4449. If you enjoy seeing this locomotive in person or on DVD, consider joining the Friends of SP 4449. If you live near Portland, maybe you could even volunteer your time and talent with this wonderful organization.

You can see the video story of the three NRHS convention trips we took with SP 4449 on our DVD, Steamin’ Through The Seasons. I know you will enjoy buying this DVD for yourself or as a gift for someone special!

Thanks, Steve Mitchell, Yard Goat Images 

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The Black Hills Central Railroad is a for profit company which operates The 1880 Train over a 10 mile long route located between Hill City and Keystone South Dakota. Although it depends on the thriving family tourist industry in the region, the Black Hills Central is a must-see for any serious railfan. The original standard gauge line dates to the 1890’s mining boom and constructed by the Chicago, Burlington & Quincy Railroad. Due to its location close to Mount Rushmore, the line was used to haul equipment and supplies used in the carving of the iconic monument.

With declines in mining and rail traffic, the Black Hills Central Railroad’s tourist trains began running here in 1957, with the goal to preserve steam railroading. In 1972 a massive and deadly flood destroyed the last mile between Keystone and Keystone Junction. This portion was not restored until 2001.

Currently Black Hills Central Railroad  has four steam locomotives and two diesels. GP9 number 63 usually handles the first round trip of the day with one of several steam engines handling the rest of the schedule.

On the day we visited, Baldwin 2-6-6-2T #110 pulled three trips. This unusual engine is articulated to handle tight curves found on logging railroads. It was built in 1928 and, according to the Black Hills Central website, is the last operating locomotive of its type. Its original owner was the Weyerhaeuser Timber Company and later went to Rayonier Lumber. It was sold to the Black Hills Central in 1999 by the Nevada State Railway Museum. Since it is the most powerful steam locomotive on the railroad, it's often used during the heavy summer tourist months.

Shortly after leaving the station in Hill City, the train begins to climb the 4-6% grade on Tin Mill Hill. If you are fortunate enough to be there when #110 is in charge, you will witness one of the LOUDEST steam locomotives I’ve ever heard as it works its way up the grade!

Once at the top, the line passes through beautiful forest and meadow areas, along with some family farms. Some of the land is administered by the National Forest Service. Much of the Black Hills Central follows Battle Creek, once the home of gold prospectors in the earlier days of the railroad. At Keystone Junction the engine runs around the train and operates tender first for the return trip. The entire round trip is about two hours and fifteen minutes.

Hill City is also the home of the South Dakota State Railroad Museum (SDSRM), a not for profit operation located right next door to the Black Hills Central depot.

SDDRM has collections which include memorabilia, rolling stock, and other items relating to various railroads that served South Dakota both in the past and today. There’s also an HO railroad layout depicting South Dakota scenes.

You definitely should plan to make a trip to the Black Hills Central and the South Dakota State Railroad Museum. 

You can see a short video of 2-6-6-2T #110 here. If you enjoy that, then you might be interested in my 27 minute video documentary of 110 and the Black Hills Central, one of four chapters found on the Steam in the Mountains Volume 1 DVD from Yard Goat Images.

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’ve been interested in visiting the Monticello Railway Museum for some time, and that interest grew considerably in 2010, when steam locomotive Southern 401 was restored to operating condition.

It took me another year before finally making it there. I arranged with museum president John Sciutto to come down for a weekend when 401 would be operating. When I arrived early one Saturday summer morning, I was totally amazed by what I saw. 

Visiting the Monticello Railway Museum

The museum property is huge! They have a large engine shed big enough to hold four locomotives. Behind the engine house there is a back shop building. Other large buildings house car storage, machinery, equipment displays, etc. A new three track car storage building had just been completed, and volunteer track workers were making progress on complex switches leading to the structure.

They need all those buildings to hold a remarkable variety of equipment including more than a dozen steam and diesel locomotives. Many of the diesels are in operating condition. The museum not only has a vast collection of passenger and freight cars, they also have a sizable amount of “company service” equipment, including cabooses, cranes, a snow plow, a pile driver, Jordan Spreader, tool cars, etc. plus many types of maintenance of way equipment. A complete equipment listing can be found here.

There was a lot of equipment stored outside when I was there, but no doubt much of this will soon find a home indoors when the tracks are in place inside the new building.

The Monticello Railway Museum, is located in Monticello, Illinois . It is a not-for-profit organization which has been around, under various earlier names, since 1966. 

Its tracks run on portions of two parallel railroads, the former Illinois Terminal and the Illinois Central Gulf, over lines which ran between Monticello and the town of White Heath. A cross over track constructed by volunteers enables the trains to reach the historic Wabash Depot in downtown Monticello.

Even though the museum owns several steam locomotives, none had operated since 1987. In the mid 1990’s a donor proposed selecting one locomotive for restoration. Southern 401, on display at the museum since 1971, was determined to be the best candidate, and after many years of work, the locomotive made its debut in 2010. It was converted to burn oil during the restoration work. Today 401 operates one weekend per month from April through October.

So, my main purpose for the weekend was to experience the beautiful 401, a 2-8-0 Consolidation built by Baldwin for the Southern Railway in 1907. When I arrived the fire was already warming the water as the engine sat inside the shed under the smoke hood. Several hours are necessary to bring the boiler to operating pressure, so there was time to meet some of the volunteers, and wander about taking some pictures of the equipment.

After awhile it was getting close to moving the engine outside, so I set up two video cameras, one outside the shed for an external view, and the other one on the deck of a Milwaukee Road NW-2 which was parked ahead of 401 inside the building. Tape rolling, the beautiful engine began backing up, and the EMD mounted camera produced a beautiful image as the headlight came on as the locomotive moved out.

Outside, a few more moves coupled the locomotive to the train, switched tracks, and then a backup move to the Nelson Crossing depot on the museum grounds. This depot was donated and moved to the museum in 1977 from its original site on the Illinois Central in Deland, Illinois. It serves as one of two boarding locations for the train ride as well as a gift shop.

To reach this depot from  the engine house, the train backs past it on the far side of the parking lot, then switches to the station track, which is now the only portion of the Illinois Terminal Railroad in revenue service. Leaving the station, the train once again reverses to the connection to the old Illinois Central track.

Once on the mainline, the train passes the main yard area of the museum grounds, then  proceeds toward a bridge over the Sangamon River,  which was dry when we were there. Once past the bridge the train picks up some speed as it covers the rural and urban terrain to reach downtown Monticello.

The Monticello depot is a former Wabash structure built in 1899. The depot has been moved twice, first in 1904 when the Wabash line was moved and straightened, and again in 1987 to its present location. It now serves as the second boarding location for the train ride.

Once the train reaches the downtown depot, there is a short layover, allowing passengers to get off and take photos and visit with the crew. The train then makes a reverse move through town, across the river, past the museum, and continues almost to the town of White Heath. From there, it moves forward, switches to the Nelson Crossing Depot track, where the trip concludes.

I was invited for a cab ride. Since the locomotive is oil fired, the cab is remarkably clean. Cab ride video is always challenging because of the brightness of the windows and the generally dark interiors. In a smaller cab such as 401’s, it is even more difficult. Then add in the jointed rail and general vibration of a steam locomotive, and, well, it is what it is, but a great experience. 

Overall I really enjoyed my visit. All the museum volunteers were friendly and helpful, and very enthused about what they were doing. The grounds looked well maintained, and aside from some of the equipment that had really been outdoors a long time, most of what I saw appeared to be in at least cosmetically good shape. I liked seeing the new construction, especially on such a grand scale. 

Southern 401 is great looking locomotive. The restoration was worth it. We owe the folks who made it happen a great deal of thanks! The museum is always looking for new members, volunteers and contributors to carry on the mission. 

Put Monticello Railway on your list

Even if 401 isn’t running when you visit, I think you will find much to see and enjoy here. My time was pretty consumed with video documentation of 401, and I regret not allowing an extra day to explore all the other equipment available at this fine museum.

Our trip to the Monticello Railway Museum is documented in our program Steam at Monticello, which is a chapter on the DVD Steamin’ Summer Volume 3. 

.

Thanks,

Steve Mitchell

Yard Goat Images

http://www.yardgoatimages.com

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The big event in railroading during the hot summer of 2011 was the Train Festival in Rock Island, IL. The four-day event was held along the Mississippi Riverfront in downtown Rock Island on park land and the adjacent rail yards.

Among the highlights were seven steam locomotives: QJs 6988 and 7081 from Iowa Interstate Railroad (IAIS), NKP #765 from Fort Wayne Railroad Historical Society, Flagg Coal #75 and Lehigh Valley Coal #126 from Gramling Locomotive, and privately owned Viscose #6 and Leviathan #63. The Illinois Railway Museum arrived with the streamlined Nebraska Zephyr train-set with its stainless steel-clad E5 #9911-A plus two classic diesels from their collection. In addition, modern equipment was on hand from Iowa Interstate, BNSF, and Iowa, Chicago & Eastern. Amtrak sent two units painted in Heritage 1 and Heritage 2 paint schemes to mark their 40th anniversary.

Two daily round trips from the Festival to Walcott, IA over the famous Government  (Arsenal) Bridge led by one of the big steam locomotives brought many opportunities to ride and railfan in both urban and rural settings. There were also day-long trips, notably Bureau Junction, IL trips, one led by #765 and the other with the Nebraska Zephyr. A third trip led by newly “Americanized” QJ 6988 to Iowa City was also popular. All trips during the Festival were sold out in advance.

On the Festival grounds there were equipment displays, vendors, food, children’s activities, and a live-steam demonstration. 

The other significant opportunities for viewing steam railroading were the ferry moves by the large locomotives. The QJs came from Newton, IA as a double-header, first hauling a passenger consist to Iowa City, then a record setting freight train to Rock Island. After the Festival the QJs completed the trip to Newton during a one-day fast paced jaunt to Newton with the tool and water cars, two IAIS business cars, and a short freight train.

As for #765, it started out near North Judson, IN where it had served earlier in the summer at the Hoosier Valley Railroad Museum. It took a somewhat convoluted route to get it to Logansport, IN where it reached the Toledo, Peoria & Western (TP&W) for it’s straight west shot to East Peoria to gain IAIS tracks. It was on the TP&W when the excessive heat caused the railroad to limit the speed to about 10 miles per hour, then finally halted all traffic on the railroad as the temperature climbed above 100 F. The locomotive continued its trip after sundown and arrived at East Peoria in the wee hours, then pressed on to Rock Island. After the Festival, #765 made a much speedier trip back to Logansport. 

The Festival itself was a joy. The site was ideal spreading out along the river. Plus it was across the street from downtown businesses and restaurants, with plenty of low cost or free parking. The displays were arranged for easy access plus there were vantage points for a wider view from Centennial Bridge over the rail yard, or from the Great River Trail on top of the levee.

The only negative was the record-breaking heatwave that descended upon the Midwest, plus some wild thunderstorms. But, it’s July, and those things happen. Bravo to the volunteers and especially the steam engine crews for carrying on despite the discomfort.

Despite the overall success of the event, apparently the promoters did not meet their expectations, and some creditors were left without being paid. Although the parties are working to reach agreements, it does put a large cloud over future events such as this. It’s been reported that other such festivals in recent years have had marginal or no profits as well, so we will all need to hold our collective breath that it does not mean an end to ambitious events of this kind. 

Our video record of the Rock Island Train Festival, excursions, and locomotive ferry moves can be found on our DVDs Steamin’ Summer Volume 2 & Steamin' Summer Volume 3. If you were there, maybe you’ll see yourself! And if you weren’t able to make the event, here is your best chance to see what you missed.

Thanks, Steve Mitchell, Yard Goat Images

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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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