A couple of things...
First, a thank-you to "Penny Trains" for the posting of the "C.K. Holliday" under restoration at Disneyland. As a life-long railfan and steam freak Walt Disney insisted on a live-steam railroad for Disneyland, and then Walt Disney World in Orlando. There's been rumors of both steam 'roads being converted to "steam profile" locomotives, probably unfounded. Walt would come roaring back from the dead "...kickin' ass and takin' names..." as we used to say in the Marines if anyone tried. Don't think it wouldn't happen! I wouldn't take the risk!
Second, kgb's idea of a steam tank engine isn't such a bad one, a short run "Out-and-back, taste-of-steam" is a fairly practical option for some organizations, and a small six-coupled steamer is a fairly economical machine to run. I'm surprised Steamtown didn't resurrect CN 47, a 4-6-4 tank engine instead of the 0-6-0 they did restore just for that "...taste of..." purpose, but what do I know, I wasn't part of the process. What it would cost to build a new tank engine I don't profess to know.
Third, Overmod's comments. David Kloke crossed my mind earlier but I really don't know just how active he is in producing new 4-4-0's. He's built three so far, whether he's planning any more I couldn't say, so I didn't bring him up.
If I remember right "low-cost operating steam" to save wear and tear on originals was brought up as far back as the '90s in "Locomotive and Railway Preservation" magazine, and with parts standardization as well. No-one's picked up on the concept of course, at least not yet.
As much as I'd love to see a new Hudson myself, we get back to the problem of where to run it. Without a sympathetic host 'road with lots of trackage to let it run free on why bother? You don't use a racehorse to pull a milk wagon, if you get my drift. A small six-coupled engine like a 2-6-0, 2-6-2, 0-6-0, or a 4-6-4T is more practical for most purposes. A new or restored 4-4-0 would be adequate as well.
The last I heard "Plandampf" is moribund over in Germany, Deutschebahn is cold on the idea. Hope I'm wrong on that, though.
Anyway, good discussion, all!
The C&O 614 would be a great "best of both worlds". It's a Hudson, it already exisits so no need to try to build a new boiler, it's unique, and close enough to the Western MD to be used there, or any other railroad friendly to steam. As for Amtrack rules, those can be changed at the stroke of a pen from Congress, or the Smithsonian Institute (what's wrong with a moving museum.. could reach a lot more people!).[quote user="xboxtravis7992"]
To clarify what I am trying to ask in the title... I have been wondering do we need more mainline steam programs/restorations than what we currently have going on right now? With the success of Big Boy this week I have been starting to wonder, "what's next?" and I began to sort of tally in my mind some of the 'big steam' that has ran mainline runs in the last ten years or so, or is currently under restoration/replication. To sort of show what I mean a list of ongoing programs I can think of include:UP Steam (UP 844, UP 4014 both under steam; with UP 3985 sidelined for possible rebuild down the line)Oregon Rail Heritage Foundation (SP 4449 operational, SPS 700 and ORN 197 under restoration/rebuild)ATSF 3751 (rebuild)
ATSF 2926 (restoration)
Milwaukee Road 261 (operational last I heard)
Iowa Interstate (two operational QJ locomotives)
Ft. Wayne Railroad Historical Society Nickel Plate 765 (operational)
NW 611 (operational)
Altoona Memorial Museum PRR 1361 (restoration)
T1 Locomotive Trust (recreation project)
Western Maryland Scenic 1309 (restoration... I don't know if this will ever see 'mainline' service but I think its worth mentioning due to its sheer size)
Tennessee Valley Railroad Museum Southern 630 (operational, last used on mainline under former 21st Century Steam program)
Nashville Steam Preservation Society 576 (restoration)
Looking at this current list, I really am struggling to think of 'that many' more steam engines to pick for restoration that I think could make strong candidates for such a program. If we go the replica route I think a NYC Hudson would be a strong candidate but I wouldn't dare suggest it take priority until the PRR T1 is finished and has proven its worth. As for mainline steam that is currently preserved the candidates seem really small... CP 2860, Reading 2101, TP 610, NW 1218, CO 614, etc. come to mind but only because they were used in mainline steam programs in the past.
This leads back to my opening question... Do we need more programs? Or is it best to focus on maintaining existing programs than chasing down the next mainline steam candidate? Sort of my opinion on the matter, with the current restrictions due to Amtrak's current policy; and UP being the only Class 1 currently supporting a steam program I really think we have hit about the max amount of mainline steam projects that can be supported in the US. Really the only thing I want to see outside of what is ongoing right now is a possible replica of a NYC Hudson someday. But, I am really curious to hear if any of you think there is still more untapped potential out there. This is definately an idea I would be happy to be proven wrong on so to speak.
Flintlock76a small six-coupled steamer is a fairly economical machine to run... a small six-coupled engine like a 2-6-0, 2-6-2, 0-6-0, or a 4-6-4T is more practical for most purposes.
That's very right, EXCEPT that the NYC/B&A 4-6-6 is no more a 'small' engine than a PRR G5 is. The ex-CN tank engine at Steamtown (or the Jubilee) are contenders, but all the argument so far has foundered on their inadequacy to pull the length of consist that Steamtown operations would require even for marginal operating-cost break-even over the routes that would pay out of Scranton. Other operations would love them ... once very expen$ively fixed to run, on light oil, with all the mod cons for inexpensive maintenance and easy safe operation...
A new or restored 4-4-0 would be adequate as well.
The only one even remotely qualifying for what's necessary was Repton. Which aside from looking a bit weird to American railfan eyes was repatriated to a land that cares properly for her, long ago.
The last I heard "Plandampf" is moribund over in Germany, Deutsche Bahn is cold on the idea.[/quote]
As is the Swiss community that was considering steam operations, according to Andreas Schwander. Alas. Gives you some idea of how practical the idea would be over here, where there's less ecological but much more stringent financial concern... and much more legislation and NIMBYism.
Good points Mod-man.
However, as far as Steamtown is concerned the "out-and-back" runs I mentioned are exactly what they're using the 0-6-0 for. The long-distance, for lack of a better term, aren't being done with steam at this time, the 2-8-2 and 4-6-2 they were using for the same are out of service. For the long distance runs they're doing now, when they do them, they're using borrowed diesels, either from the Delaware-Lackawanna (who run vintage ALCOs, interesting in their own right) or from other sources. So lack of pulling power on a long consist isn't an issue at the moment.
I don't know. Maybe steam for excursion runs isn't as important as it used to be since mainline steam has been gone for over 60 years and the nostalgia factor isn't there anymore, at least as far as the general public is concerned.
And again concerning "Plandampf," I heard the demise of the same was a corporate decision on Deutschebahn's part, ecological concerns and NIMBYism didn't have much to do with it. I also heard it wasn't a very popular decision with the Germans, they love their vintage steamers!
I'll bet Juniatha raised hell over it, wherever she is! I'll bet Sir Madog (Remember him? "People in Hamburg don't tan, they rust!) raised hell over it too!
Flintlock76 ... as far as Steamtown is concerned the "out-and-back" runs I mentioned are exactly what they're using the 0-6-0 for.
And you're suggesting what? that we spend multiple millions on a strange prototype to take over the job an 0-6-0 already does cheaper?
The long-distance, for lack of a better term, aren't being done with steam at this time, the 2-8-2 and 4-6-2 they were using for the same are out of service.
Doesn't matter; they'll be run with the premier small-excursion engine in the world, 3713, for which the funding is already appropriated and, in large part, already spent/utilized. And when they run it I shall be there.
The only thing comparable to that (aside from 576, another done deal ultimately) would be the aforementioned 4-8-4 now at NH&I, with which something should be done before another penny is spent on new small 'spec' builds.
Maybe steam for excursion runs isn't as important as it used to be since mainline steam has been gone for over 60 years and the nostalgia factor isn't there anymore, at least as far as the general public is concerned.
You must not have chased any of the UP steam expeditions. The 'general public' comes out of the woodwork, and many of them prove to have continued interest in restored steam.
How you monetize that is another issue, discussion of which I temporarily reserve to those who have lacking souls.
... concerning "Plandampf," I heard the demise of the same was a corporate decision on Deutsche Bahn's part [please, please note the two words], ecological concerns and NIMBYism didn't have much to do with it.
I was referring to the United States version of the idea. Yes, they lost the combination of political will and interest to promote the idea, in part because any carbon has become bad carbon in recent years. Perhaps the saddest thing is that all the old heads who know how to run Plandampf operations in their sleep will have passed on by the time Europe goes to take up the idea again.
Long, and effectively, may they rage. Juniatha in particular has the combination of training, experience, and attitude that will be necessary to make the trick work when it becomes time.
I think I've been misunderstood.
Let me back up a bit. I'm not suggesting Steamtown go with a new build. That doesn't make sense, given the material on hand.
If and when Steamtown goes back to being Steamtown, and not "Steam N' Dieselville," I'd say a good set-up for them would be like this...
Short rides, for those who want the taste of steam, but not the "full meal." A three-mile in-and-out, pulled by a six-coupled, the 0-6-0 or the restored 4-6-4T. The 4-6-4T wouldn't be used on the longer excursion runs. Remember the Jersey Central "Scoot?" That's the type of run the tanker was made for, and it could run at a better speed than the switcher. An 0-6-0 can get "wobbly" if you push it too fast.
For the cross-county excursions, say Scranton to Carbondale, that's what you want big power for, and when Boston & Maine 3713 is done they'll have their power for those runs.
Now bear with me just a bit longer...
Keep in mind Steamtown's a big place, it's got the museum and the nearby Scranton attractions. If people take the long ride, they may not have the time for anything else. If they take the short ride they will have time for everything else. Both options, short and long rides, have to be available.
I can speak from personal experience having been to the Durango and Silverton twice. If you ride the train, you can't see the museum, the train ride takes all day. If you visit the museum (which is superb!) you can't take the train. It's either-or. Which is why I advise people if they go to the D&S allow two days, or at least a day-and-a-half. Steamtown should be able to avoid that situation.
I may have downplayed the public interest in steam a little too much, if I did it was a poor choice of words on my part. I'll be the first to say steam brings 'em out like nothing else does. Still, there are rail museums and excursion lines around the country that don't have steam engines on the roster and don't seem to miss them. I should should have said that. And I'm certainly aware of the crowds Big Boy drew, but I'd imagine there were a LOT of UP PSA's letting everyone in the area know about it. The railfan grapevine's not THAT big.
I'm well aware of the 4-8-4 at NH&I. What they do with it is up to them, they've had it long enough.
That's enough of that now.
The next question is, what should Steamtown do with the junkyard they're in posession of?
Okay, so when I hit the Powerball, we’ll work on slide-ruling down the B&A 4-6-6t down to something that will only need 80 lb rail for the Mid-Continent Railway Museums and Abilene and Smoky Valleys out there, and then we’ll work on the J1 Hudson for the more ambitious groups who need to pull 10 cars on heavier rail.
I read you kgb', but if I hit the Powerball that 4-6-4T at Steamtown's gonna get a resurrection, and it's gonna get a make-over into an erzatz Jersey Central 4-6-4T! Hey, my money, my rules. And besides, it'll go well with all that Jersey Central rolling stock they've got up there.
And then I'll go looking for a USRA Pacific somewhere I can turn into an Erie engine!
Actually, ’76, if the 4-6-6T is slide-ruled down to run on 80 lb rail, it is going to be very close to CNR 47. Keeping the 3-axle bunker will just give a little more range for those Polar Express weekends! C’mon Powerball!
Flintlock76 "C.K. Holliday" under restoration at Disneyland.
Actually, it was a completely new build. Both engines were built at the Disney Studios backshop:
The Wilmington Iron Works and the Dixon Boiler Works, both of Los Angeles, fabricated the boilers. Granted, that was 1954/55 and locomotive shops and their employees still existed who had been building steam locomotives.
A look at the Ripley's cab:
After the original 2 were built, Disney started acquiring locomotives for rebuilding, mostly from south of the border sugar plantations.
For example, this locomotive:
is dear to my heart as I rode on and behind her many times while she worked the Cedar Point and Lake Erie Railroad as the "Maud L."
Trains, trains, wonderful trains. The more you get, the more you toot!
Interesting, I didn't know "C.K. Holliday" was a new build, I assumed it was a "rescue" like the Disney World engines.
And isn't the "Ward Kimball" a stunner? I wouldn't mind owning it myself! Most engines back-dated to an earlier appearance don't look "right," but the "Kimball's" an exception. It looks like it always looked that way.
How ‘bout that woodside station wagon parked out on the street behind the Ripley!
Oh yeah man, that woody's a classic in it's own right! I wonder what happened to it?
Probably chopped up for Toyotas a long time ago.
That woodie wagon appears to be a 1949-50-51 Ford, but it's possibly a Mercury. But without a doubt, made by Ford. The car with the split windshield could be a Studebaker, I'm guessing. Didn't the Ward Kimball actually belong to Ward in his backyard railroad?
Ward Kimball owned two steam engines at one time, the "Emma Nevada," a 2-6-0, and the "Chloe," an 0-4-2T. Both were eventually donated to the Orange Empire Railroad Museum.
Ward's railroad was called the "Grizzly Flats," and here's the story...
https://en.wikipedia.org/wiki/Grizzly_Flats_Railroad
xboxtravis7992.. I have been wondering do we need more mainline steam programs/restorations than what we currently have going on right now?
I would hate to see so many that the novelty wears off, and public interest wanes to the point that excursions no longer draw sufficient revenue to be self sustaining.
I'm not sure where that point is, but I'm sure that it exists. Hopefully we will never find it.
The experience needs to be novel enough that demand for ridership is maintained, which supports ticket price levels that make the excursions worth all the work to organize and operate.
Personally I don't see myself paying for 10 steam excursions over the next 10 years...and suspect that a great many people feel similarly.
I've even seen talk by some of the well-known restoration operators to delve into narrowguage "amusement park" type operations for the bulk of their tourist operation.
Somehow riding the captive two foot guage tour past the standard guage stationary display "big duke" just doesn't capture my imagination.
Convicted One xboxtravis7992 .. I have been wondering do we need more mainline steam programs/restorations than what we currently have going on right now? I would hate to see so many that the novelty wears off, and public interest wanes to the point that excursions no longer draw sufficient revenue to be self sustaining. I'm not sure where that point is, but I'm sure that it exists. Hopefully we will never find it. The experience needs to be novel enough that demand for ridership is maintained, which supports ticket price levels that make the excursions worth all the work to organize and operate. Personally I don't see myself paying for 10 steam excursions over the next 10 years...and suspect that a great many people feel similarly. I've even seen talk by some of the well-known restoration operators to delve into narrowguage "amusement park" type operations for the bulk of their tourist operation. Somehow riding the captive two foot guage tour past the standard guage stationary display "big duke" just doesn't capture my imagination.
xboxtravis7992 .. I have been wondering do we need more mainline steam programs/restorations than what we currently have going on right now?
The question would need be answered this way...look over at the U.K. and see how they do it. There doesn't seem to be a shortage of people willing to ride mainline steam trips over there and they have several that are run annually along the same routes to the same destinations. I could see that happening here going to places like the Grand Canyon from Los Angeles, Ca or even from L.A. to Las Vegas, NV, Oakland - Reno...doing those trips behind steam 3 or 4 times a year would be practical and I doubt if you'd run out of people willing to take them, but then it's possible, you aren't selling it as a steam trip though but a journey to a destination that happens to be pulled by steam.
Flintlock76And isn't the "Ward Kimball" a stunner?
This is the way I remember her:
The story from: https://www.steamlocomotive.info/F22004.cfm
"The Cedar Point & Lake Erie Railroad, circling the grounds at Sandusky, Ohio's Cedar Point Amusement Park, was inspired by the Disneyland Railroad." "Beginning in 1960,Roose( George L., real estate magnate who bought and revitalized Cedar Point) crossed the country looking for small steam engines for the CP&LE. His first purchase in 1961 was the Maud L. (now at Disneyland) that he acquired from Arthur LaSalle's American Railway Equipment Association of Billiard, Florida. It was rebuilt by LaSalle and ready for service in time for the CP&LE's opening day in 1963."
Concerning the original Ward Kimball:
"The latest addition to the CP&LE is the only locomotive yet to be named. This 2-4-4T No.55, a 1927 Davenport, is a converted tank engine that was formerly Walt Disney World's Ward Kimball. It began life as a homely 0-4-OT working for the N&S Coal Company of Mulberry, Kansas, and later was sold (along with the company) to the Mackie Clements Fuel Company which gave it the number 55. After retirement it was stored for years and deteriorated badly.
In the early 1970s No.55 was one of several historic steam engines acquired by the Marriott Corporation that they intended to repair for use in their Great America theme parks. They subsequently contracted with the Keystone Light Railway Company of Hermoinie, Pennsylvania, to overhaul the engines. No.55, the worst of the lot, was the first selected for renovation. It was heavily modified by Keystone to resemble a 2-4-4RT like those that had worked on the Chicago Elevated. Unfortunately, Marriott balked at the high cost of the restoration, and contracted with another company to convert some other (possibly Davenport) tank engines to diesel power, leaving No.55 as the oddball steamer of the bunch. Although it was delivered to the Great America park north of Chicago in 1980, it never ran at any of the Great America parks, and years of storage caused significant deterioration to its cab and plumbing. (Three of the unrestored engines owned by Marriott were eventually donated to the Illinois Railway Museum, which sold them to raise funds. They have since been cosmetically restored and placed on display in museums in Oxnard, California; Denver, Colorado; and Worthington, Minnesota.)
A reprieve for No.55 came in the early 1990s when it was sold to an individual who had it returned to running condition by Shop Services. Later the 2-4-4RT was traded to Disney in exchange for the Retlaw-1 narrow gauge coaches, and No.55 was subsequently shipped to Walt Disney World, where it was christened the (first) Ward Kimball and put into service in 1997. Unfortunately, the locomotive did not work as planned, and in 1999 Disney arranged to trade No.55 to Cedar Point for the much smaller Maud L. (which is scheduled to become the "second" Ward Kimball). For now, the former N&S Coal No.55 is in storage, but it may join the five other CP&LE steam era in the operating fleet. It is the only oilfired locomotive owned by the railroad" Carstens Publications 2004
This is what loco 55 looks like today as C.P.& L.E. #1, the G.A. Boeckling:
http://www.trainweb.org/amtrakpix/roadtrips/062113A/rosterphotos/CPLE1A.html
Interesting story about the "Ward Kimball," ex "Maud." When the text mentioned #55's rehab into an ersatz Chicago Elevated 2-4-4RT I knew there was something about the "Ward Kimball" at Disneyland that was familiar. It looks an awful lot like the steam engines that ran on the New York elevated around the turn of the 20th Century, just not as big, those NYC engines were standard gauge. And it goes without saying by that they were nowhere near as ornate, just "basic black" as it were.
Anyway, I found some old film from 1899 of the same.
https://www.youtube.com/watch?v=8VJaNgmAqvY
Not Disney World, but Wayne’s World:
Maybe this gets closer to the universal new build steam for the small out-and-back operations to be funded by the railfan billionaire Thursteam Howell III.
With all due respects, CNJ 225 looks like it was assembled from an assortment of spare parts of at least six different classes of locomotives.
A diesel equivalent might be one of the re-powering jobs from the mid-1950s.
"A camel is a horse designed by a committee!"
Yeah, I suppose you could apply that to CNJ 225! The thing is, the inspiration for that CNJ engine WAS the Canadian National's engines of a similar type.
The CNJ had been running a shuttle from Newark to Elizabethport and back for a number of years, eventually it was called "The Scoot," and had been using 2-6-2T engines, some of which went back to 1904. Well, they needed something better, looked North, and said "That'll do nicely!"
They did!
Boston and Albany also had some similar 2-6-4T and 4-6-4T suburban locomotives.
Logically (I know, I know) there are people starting from scratch when there are plenty of has-been excursion engines that are now dormant but could probably be brought back to life cheaper but there isn't the money available.
Here is an older CRRNJ 2-6-2T that has a somewhat British flair to it, built in 1902:
Further east, Boston & Albany had a large fleet of 2-6-6Ts that could run on 80-pound rail, built in the early 1900s and rebuilt by Lima in 1920:
In 1928 B&A upsized a bit with five 4-6-6t units which were the culmination of tank locomotives for suburban service in North America (looking a bit like a down-sized Hudson) - these required 100-pound rail:
Meanwhile, north of the border in Montreal CNR developed their plucky 4-6-4t units in 1914, capable of running on 80-pound rail:
When CRRNJ went for increased power for their tank engines, they worked with Baldwin in 1923 to develop a unit very similar to the CNR 4-6-4t units, but a bit heavier, needing 90-pound rail - some of their "chunkiness" comes from what looks like the very wide Wootten firebox needed to burn anthracite culm:
Perhaps a new-build oil-fired version of the B&A 2-6-6t would be the most suitable for our theoretical "railroad museum steam in 2120" funded by railfan billionaire philanthropist Thursteam Howell III:
Atlantic and Hibernia Has anyone done a serious study to examine the size of the steam locomotive market? Suppose money were no object I started a company for new build steam? How many locomotives (standard gauge) could I sell in a year, or two? Kevin
Has anyone done a serious study to examine the size of the steam locomotive market?
Suppose money were no object I started a company for new build steam?
How many locomotives (standard gauge) could I sell in a year, or two?
Kevin
Other than the two 1955 Disney built locomotives, the other ones that come quickly to my mind as 'modern American steam builds' are all either replicas of things like The Rocket or Tom Thumb, the two steamers at Promontory Summit and the Leviathan which was built following the Promonotory examples. Of course the PRR T1 currently underway to is worth mentioning again here. I know there are more, that is just what comes to mind. Its not that new build steam isn't happening, its just happening so sporadically for even just 3' gauge let alone standard gauge stuff to sort of make it not a reliable buisness in my opinion. Even shops such as Wasatch Rail Contractors that have done work on operational and static steam displays for standard gauge equipment, seems to run a small side buisness of live steam and small amusement park engine repairs to keep the lights on for the bigger projects; and mind you their entire buisness is really focused on repair and restoration of existing engines with very little ventures into new builds.
Now if you could somehow convince a tourist railroad to buy some 0-6-0, 2-8-0 or 2-8-2 new build using vegtable oil fuel or something you'd probably find a market somewhere for it. But I am willing to bet the number of US tourist lines looking into completely brand new power right now is small with most of them preffering to restore older engines. While restoration of a vintage steamer is pricey, most places can aquire them at near scrap value making them cheaper to obtain than any new build has a chance to be.
Yup. Sometimes it is just fun to have a “what if” discussion, which is what part of this thread was doing.
At the same time, the Brits are realizing that for steam to be around after another 30 years or so when all their current stock of steam locomotives are 90-100 years old, it is going to require a modicum of new build construction, so that is what they are doing to ensure steam is around for the public to enjoy in 2100.
Eventually that will happen in the US. Maybe not for another 20-30 years or so, but eventually.
No matter what is new built or restored to operation - there needs to be a place for the locomotive to operate. Without owning track the projects are doomed to be 'stuffed and mounted'. Memorials to a bygone era. Getting the engines is the easy part - getting the railroad to operate them on is the cost that no one thinks of.
Never too old to have a happy childhood!
There's one other thing concerning the success of a steam operation that no-one's mentioned yet, including me. It's a phrase real estate professionals use all the time...
"Location! Location! Location!"
As I see it, for a steam operation tobe successful, it needs more than "one-time" visitors. It's going to need visitors that come multiple times, and a good population base to draw a good amount of "one time" visitors as well.
A location within easy driving distance, say two hours or at the maximum three hours, of a major population center is almost imperative. It's no wonder that an operation like the East Broad Top is just about inactive, if it's not in the middle of nowhere it might as well be.
A good location is almost as important as trackage is.
Unless I'm mistaken, the rebuilt (1920) Reading 2-6-4Ts had more than 6 tons bunker capacity and could run on lighter than 65lb rail. It might be interesting to see if the weight of the 'full' boiler went up or down with the increased tube spacing, and whether the benefits of better circulation were realized in practice.
True all that. The successful operations that will hopefully be here 50 years from now all own their own track and typically (though some exceptions) run smaller power (no Mountains, Northerns, Berkshires, Articulateds). A few representative operations which by no means is a comprehensive list:
Valley Railroad
New Hope & Ivyland
Strasburg Railroad
Great Smoky Mountains Railroad
Everett Railroad
Tennessee Valley Railroad Museum
Mid-Continent Railroad Museum
Lake Superior Railroad Museum
Boone & Scenic Valley Railroad
Abilene & Smoky Valley
Durango & Silverton
Cunbres & Toltec
Niles Canyon
Even the Grand Canyon Railway runs a light Mikado as its largest unit, and then only occasionally.
Granted a few places will be running larger steam on a more frequent basis. Reading & Northern will run their Northern 2102 a bit more frequently than most large power can get out, because they own the track, as will the Western Maryland Scenic with 1309 (although it will be interesting to see how fuel and maintenance costs compare to a 2-8-0). And the Black Hills Central run the 44-inch drivers off their logging Mallets out of necessity due to the terrain.
But even Jerry Joe Jacobsen ran his light Pacifics the most frequently when he owned Ohio Central, and places like the Cuyahoga Valley Scenic Railroad and Steamtown might run steam more often if they had smaller power to run. (Though the 765 visits are fantastic!)
The big units we all love - 614, 765, 261, 844, 4014, 3751, 4449 all get out sporadically, and for that we are most thankful.
Reliable lighter power for the operating museums will continue to be crucial to keep steam operating in to the latter half of the 21st Century.
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