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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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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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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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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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I regularly participate as a vendor at Model Train Shows. Chances are, if you’re reading this, you’ve probably been to one or two shows yourself.

You probably also know people who are not into railroading. They probably have some preconceived notion of what we’re all about, based upon some strange uncle who seemed to live in his basement watching trains go round and round. If you really want to amaze one of these people, drag them to a railroad hobby show so they can see the incredible diversity, not only in the participants, but also what is being offered. I’ve been around awhile, and I’m still amazed by at least a couple of things each time I go to a new show.

OK, so we’ve got “electric” trains. Think of all the many different gauges. You can have an elaborate layout that fills your basement, or fits in a briefcase. There are also huge differences in quality (and cost), from the basic set that runs under the Christmas tree to individual highly detailed locomotives costing thousands of dollars.

Maybe you’re into modeling a world for your trains to run in. You’ll need everything: houses, barns, fire stations, fire hydrants, no parking signs, telephone poles, dogs (all breeds), cats, birds, cows, people, cars, grass, rocks, water, drive-in movies, garbage cans, the list goes on. You can buy many of these things ready-made, in various sizes and quality. Or you can buy kits, or parts to make them. Or you can buy the materials to make the parts, to make the object.

Moving away from model railroading, we are also interested in collecting things, like dining car china, timetables, maps, conductor’s punches, bells, whistles, locks, railroad watches, lanterns, tickets, calendars, paintings, photographs, engineering plans, printed items such as napkins, towels, pillow cases, matchbooks, stationary, waybills, pens, pencils, glassware, advertisements, etc.

Yard Goat Images creates and sells DVDs. There are lots of DVDs for sale here at the show too. Railroad DVD subjects include many about modern day freight parades past a particular location, or on a segment of a railroad, or in a part of a city or state. Some DVDs focus on a particular type of diesel engine, or diesel engines from a particular manufacturer, or diesel engines of a particular railroad. Other DVDs are made for casual railfans who are interested in railroading but not in a particular part of it. 

Soo Line 1003 passes a rural Wisconsin crossing, October 16, 2010

Another segment of the DVD industry presents programs originally shot in 16

mm by railfans who came before us, or sometimes professionally by photographers employed by the railroads, or by railroad film icons such as Emery Gulash. And then of course, there’s good old Yard Goat Images, specializing in today’s steam engines performing in mainline excursions, special events, and museum operations.

Let’s move on to the people who attend model train shows. I think they are some of the most interesting and genuinely friendly people on earth. First, there are the little kids, too young to understand much about trains, but are mesmerized by watching the TV screen with a steam locomotive or a model train going around a loop. They are there with Mom & Dad or the grandparents. If they come with the grandparents, they each get one of those wooden train whistles to take home to entertain Mom & Dad. Many of these kids are tomorrow’s “us”. Many of “us” got trains into our blood by being mesmerized somewhere, somehow, and here we are. If we want to see our railroad heritage preserved after we’re all gone, then “Thomas” is our friend, too.

I’m always very excited to see the “Mod” displays, where each modeler is responsible for a section of trackage and scenery. At events like model train shows, the modular units are all hooked together and trains roll.

A young railfan grabs a shot at Hammond/Whiting Indiana Amtrak station, July 19, 2009

The part that excites me is seeing the teenage and young adult club members who are among this segment of rail enthusiasts. They’re using the high tech knowledge they grew up with and applying it to our “electric” trains, resulting in far more realistic operation.

I enjoy watching some of the seasoned hobbyists at the model train shows. They know what they want and where to get it. They arrive early and head to the sellers they’re interested in, and make their purchases. If you’re selling something they’re not into, they barely glance as they hurry by. But afterward as they walk past with their packages, they might slow down, sometimes even get into a conversation. I enjoy this because I learn where they grew up, how they got interested in trains, what part of the hobby fascinates them, how much “stuff” they have, and some of their other interests. Many are current or former railroad employees, or the son or daughter of a rail worker. I found that many rail enthusiasts also have other passions, such as ham radio, old cars, steamships, airplanes, samurai swords, motorcycles, guns, computers, etc.

Well, I hope I haven’t offended anyone. I just think we are all lucky to have found one or two things about railroading to fall in love with, and make it a lifelong passion.

Mine is steam….I love it.

Thanks, Steve Mitchell, Yard Goat Images

Canadian National 3254 heads to Scranton during the NRHS convention, June 24, 2010

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Recently I had the pleasure of spending a day with the folks at the Laona & Northern Railway in woods of northern Wisconsin. The railway operates the Lumberjack Steam Train to bring passengers from the tiny town of Laona to the Camp 5 Museum.

My day with the Lumberjack Steam Train Crew

They were expecting me as I rolled up to the big green engine house at 7 AM on a hot summer morning. Inside,  #4, the Vulcan 2-6-2, built in 1916, sat over the inspection pit, waiting for another day of work. 

Pete, the engineer, and Davey, the fireman, quickly got started. Davey invited me and my camera into the cab as he began the firing process. First, newspapers, then cardboard entered the firebox, then kindling wood from a pile outside the building. A torch was used to light the newspapers, and soon dark smoke was traveling through the smoke vent on the roof of the building. Davey shoveled the first of the coal into the firebox. As the fire consumed its fuel, the smell changed from paper and wood to the unmistakable smell of coal. 

While waiting for steam pressure to build, Davey continued the morning ritual by greasing and lubricating the engine. Working around the engine, grease was forced into fittings to keep the locomotive’s parts operating efficiently.

Shovel more coal.

Now it’s time to clean the engine. Hoses and brushes were used from top to bottom. The cab was hosed and wiped down. The water being sprayed inside the building onto the the hot locomotive made for a pretty sight through the large open door.

Shovel more coal. Pressure’s coming up.

More lubrication. More wiping.

Time to move out into the sun. Pete slowly backed the engine from the building as my cameras recorded the scene. Back inside the engine house I set my camera at the far end of the pit. The pit, the water on the floor, and the engine just outside in the sun....wow!

As #4 basked in the morning sunlight, more wiping, ash was cleaned, and the first visitors began arriving. Soon a crowd gathered to see the locomotive, pose in front of it, and to the delight of the kids, pull a cord strung outside the engine to blow the whistle.

Riding the Lumberjack Steam Train

Finally, train time. The locomotive pulls a short train of coaches and cabooses to Camp 5. Camp 5 is an interactive museum which interprets the logging industry of Wisconsin. Visitors will see historic logging equipment, railroad equipment, buildings and structures, all relating to what would have existed at a typical logging camp. There are also farm related exhibits, including a former slaughterhouse, because logging camps were largely self sufficient. (Vertically integrated in modern terms). Kids will enjoy the farm animals, tractor pulled wagon rides to the outlying areas of the site, and the food stand. The grown ups will be interested in the museums, exhibits, short film presentations, and some shopping opportunities. 

Meanwhile the Lumberjack Steam Train comes and goes all day, and the sounds contribute to the atmosphere.

Pete and Davey were gracious hosts, and truly love their jobs. The day was very hot, and they were quite covered with soot by the last trip. I set up one of my cameras through the rear door of the engine house to record #4 as it rolled over the pit.

Beautiful!  See a sample from our video here. Our entire adventure with the Lumberjack Steam Train is documented on the Wisconsin Steam Stories DVD.

Thanks, Steve Mitchell, Yard Goat Images

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