As I mentioned in the first two installments, what most struck me about Steamtown on a perfect late summer Friday was the utter silence of the place. There were indeed few visitors, but more importantly there was no rail activity other than the (very quiet) diesel-powered Yard Shuttle which was discretely and almost furtively moving around the site.
For Steamtown to excite any real passion or understanding it must seem alive, active and it must tell its story in a way that is cumulative, emphasizes the chronological history of railroading and most importantly explains what was steam and why that matters.
Clearly the most important need is live steam operation on a regular and routine basis. But ironically I'd like to return to that later. Yesterday we shared a walk through the back yard/dead line(s) at Steamtown. Regardless of the condition of the equipment seen there, several unexploited possibilities exist to dramatically improve Steamtown's interpretation of the story of steam.
In a real way the collection is more complete than the "too many Canadian engines" notion might suggest. The average visitor has little idea why one engine was big, another fast and yet another small--but powerful, like the much discussed CN Hudson tank #47. Steamtown needs to reallocte its locomtive displays so they better explain their roles and that includes the rusty relics if there is any intention to retain them.
I suggest setting up several display lines organized around functions of the engines in service, and thus with each limited to a particular "class" of steam power. Already a start at this exists in the grouping near the parking area that displays the UP "Big Boy" # 4012 and the Grand Trunk Mountain #6039. At present these engines are blessed with interprtive signs and the GT 4-8-2 is in fresh paint. But the nearby NKP #759 also tells the late-steam "Super Power" story and could join this line.
When it finally emerges from restoration B&M 4-6-2 #3713 is also possible here, although it also could join a display of faster passenger engines. The other obvious candidate for this grouping is the Reading T1 #2124 across the parking lot.
Then consider a pasenger engine display. Here the recently run CPR Pacific #2317 could emerge from the roundhouse, to join the CPR "Jubilee" 4-4-4, rescued from the dead line, and the CNR 4-6-4T #47. This line-up would also provide a central place to display Canadian power and explain its differences, such as fully-enclosed cabs and how/why the CN/CPR ran steam into the early 1960s.
The "odd man out" would be CN 2-8-2 #3254, the last big engine in the NPS collection to run on the mainline. While she awaits restoration she could remain in the roundhouse, but be better displayed so she could be photographed in full-length, and seen as if waiting for the next day's run.
As I noted yesterday, it's time for the other CN "Mikado", hulk #3377 to be stripped for useable parts and sold for scrap--especially if her tender no longer exists. This is the one relic in the Steamtown collection I would unhesitatingly expel!
Next let's assemble and interpret a line of short-line and branch-line engines. Steamtown owns not only the IC 2-8-0 #790, which is in beautiful newly restored paint, but also the NKP 4-6-0 #44, the Lowville and Beaver River 2-8-0 #1923, Maine Central 2-8-0 #519 (with a still visible "Speedline" logo on its tender), Norwood and St. Lawrence 2-6-0 #210 and Rahway Valley 2-8-0 #15. Except for the Illinois Central engine all need TLC, but the point to bringing them out of the dead lines would be to allow visitors to see, appreciate and learn from them and hopefully be inspired to contribute to their at least cosmetic restoration.
Another grouping would be industrial and logging engines. Steamtown owns a Meadow River Lumber Shay (whose cab was long ago crushed by snow in Vermont), as well as Brooks-Scranton Lumber 2-6-2 #1 and no less than six industrial tank engines. These "strange beasts" were among the last active survivors and several are already in good condition, at least in terms of paint and the absense of massive rust.
This leaves unspoken for two key engines. Baldwin 0-6-0 shop switcher #26 should be back in steam momentarily and I hope can be run on the short Yard Shuttles daily. This will return life and live steam to the Park. Nothing is more important to reviving visitation and to a real understanding of what steam was. Until some way can be found to either fund/finish a mainline engine she is Steamtown's most essential asset.
The other treasure, that may be the most significant engine in the collection in terms of regional appropriateness, is true Lackawnna 2-6-0 #565, which is in partially disassembled state in the roundhouse. This engine should be the center-piece of an exhibit that really tells the tale of the DL&W and the anthracite roads. Panels in the museum already begin this story. Properly used #565 can make it real. And if one of the "Phoebe Snow" diners could be borrowed from the EL Diner Preservation Society, the later story of the Lackawanna could be interpreted as well.
I clearly undertsand that this plan puts on close display engines that now verge on being "junk", but part of the story of steam is its fall/fate and in any event making them visible should encourage (shame) Steamtown and any new Friends group of supporters to raise funds for their, at minimum, cosmetic restoration.
The final line-up would be first generation diesels, which are as noted in the previous post the equipment in the best current condition at Steamtown. None that I saw in the yards qualified as rusting junk. Obviously most of these engines are also NOT Steamtown's property, but with the agreement of various NRHS groups and the new Delawware Lackawanna Ry they could certainly be signed and explained in terms of how/why they supplanted even "Super" steam like the "Big Boy" and NKP #759.
In the next post I'll share some ideas on a different approach to putting operable mainline engines in place at Steamtown and share a few observations on the associated Electric City Trolley Museum, the adjacent Lackawanna Station Hotel and on viewing the amazing DL&W "Super Mainline" and its viaducts which allowed the "Phoebe Snow" to run at 70mph through the Pocono Mountains.
Carl Fowler
Further to this post, the ideas above intentionally require very little expenditure from Steamtown's very tight budget. A response to the second of these posts correctly points out most items need to go under cover. But any new buildings are not practical now. My hope is to offer ideas that might be doable now/soon by the NPS without major new appropriations.
Railvt ... As I noted yesterday, it's time for the other CN "Mikado", hulk #3377 to be stripped for useable parts and sold for scrap--especially if her tender no longer exists. This is the one relic in the Steamtown collection I would unhesitatingly expel! ...
...
Railroads wold keep old class engines for spare parts. NPS has already sanatized to old shop complex. At least part of the complex should be left as authentic.
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