Introduction
Firstly, welcome! I hope what you find within these pages is good and true, and does a service to the organizations (see the disclaimer on the home page) that are mentioned within. To the beginners, I hope that I can inspire you to look for groups in your area that are working to do what many of the groups on this webpage are doing; bringing a steam locomotive back to life. This page is for you to learn about projects going on around the United States both for inspiration and for rail fanning. To the experts, I would like to say that I am not perfect. The information here is what I can find, and I will inevitably leave things out that some of you will see as important. There are many low-key projects that are going on around the United States that I do not have knowledge of. I would like your support; email me at [email protected] with corrections or suggestions and with locomotives that I have failed to include up to this point.
So, for those of you that are unfamiliar with the world of steam railroading, allow me to give you an introduction. Imagine, if you will, that you're at a crossing somewhere, flat lands on either side, taking a stroll with a friend. In the distance, you hear something rhythmic, working away at some location far away. Looking down the tracks, you see a headlight and what looks like a black mass, and suddenly, the echo of the whistle. As the beast approaches, the rhythmic churning gets louder and louder; the breathing more audible. With each blast of the whistle, the engine sings its song to the surrounding countryside. You sit and watch as this relic from a bygone era continues to beat away, the stack talk almost calming and soothing as the engine approaches. The earth starts to shake as the beast speaks again, almost right on top of you. As it passes, you hear the roar of the machine continuing down the rails, belching smoke and cinder, watching as this metallic mass that seems almost human works its way down the tracks. As the stack talk dies away and the whistle echos get more and more distant, the great beast seems to have returned to the time from which it came. Only by magic could such a marvel of engineering be possible. (Don't believe me? Listen to this YouTube clip of Strasburg #475 or this YouTube clip of Southern #4501.)
Such sights are, of course, rare in the United States today. Mainline steam service is hard to see, harder to plan and impossible to forget. To the men and women that work on them, the steam locomotive is a relative, a part of the family. How can a steam locomotive be, well, human? They have human characteristics, or what we would classify as human characteristics. In my chosen field of IT, we are told that humans solve problems by using tools that have human qualities. Programming, for instance, is done using three tools within a language; variables, conditionals and repetition. How do these show human thought? Variables store information; memory. Conditionals are If statements; questions. Loops offer repetition; practice. For the steam engine, the following are true.
Steam locomotives take time to start in the morning; they can't get up and go right away. People aren't always the best to be around in the morning either.
Steam locomotives require a fuel source (wood, coal or oil) and water. Humans eat and drink.
Steam locomotives breathe; the fire in the firebox requires oxygen. The moan of the whistle, the sound of the engine moving, steam locomotives sound and act like they're alive.
Steam locomotives require constant maintenance to be kept in good condition. The human body is no different; stretching, working out, running, etc. are required in some degree to keep the human body fit and healthy. Plus, a body in motion stays in motion. Steam locomotives run better a.) if they're actually working hard and b.) if they're moving in general. Like the human body, too much sitting around will hurt the engine more than help it.
Bringing back to life what was once dead inspired a classic tale of horror, yet that is what groups like the Fort Wayne Railroad Historical Society, the Union Pacific Railroad, the Tennessee Valley Railroad Museum, the Western Maryland Scenic Railroad and the Illinois Railway Museum, just to name a few, are doing. For all intensive purposes, the steam locomotives that are running today, with perhaps the exception of the Union Pacific #844, were dead. They were sitting cold in a town square or museum space somewhere before these groups and many others endeavored, at great commitment and cost, to bring them back to life. Not all of these groups have been successful; many have tried and failed quite miserably. But for the ones that did stick it through, that took out loans to finish their projects, that committed thousands of hours of sweat, love and tears to these locomotives, there's no greater sight than watching as they travel down the iron road for the enjoyment of the thousands who turn out to see a living, breathing piece of history. (See this video to understand what I mean)
The examples on the pages of this website chronicle those success stories, but steam railroading is an ever changing challenge. These groups have provided the world with their best work, yet to keep that work operating both money and manpower are needed. New faces and names in these groups are always appreciated and, if you have the money to spare, donations as well. Contact or donate to them directly; links to their webpages are provided.
So, for those of you that are unfamiliar with the world of steam railroading, allow me to give you an introduction. Imagine, if you will, that you're at a crossing somewhere, flat lands on either side, taking a stroll with a friend. In the distance, you hear something rhythmic, working away at some location far away. Looking down the tracks, you see a headlight and what looks like a black mass, and suddenly, the echo of the whistle. As the beast approaches, the rhythmic churning gets louder and louder; the breathing more audible. With each blast of the whistle, the engine sings its song to the surrounding countryside. You sit and watch as this relic from a bygone era continues to beat away, the stack talk almost calming and soothing as the engine approaches. The earth starts to shake as the beast speaks again, almost right on top of you. As it passes, you hear the roar of the machine continuing down the rails, belching smoke and cinder, watching as this metallic mass that seems almost human works its way down the tracks. As the stack talk dies away and the whistle echos get more and more distant, the great beast seems to have returned to the time from which it came. Only by magic could such a marvel of engineering be possible. (Don't believe me? Listen to this YouTube clip of Strasburg #475 or this YouTube clip of Southern #4501.)
Such sights are, of course, rare in the United States today. Mainline steam service is hard to see, harder to plan and impossible to forget. To the men and women that work on them, the steam locomotive is a relative, a part of the family. How can a steam locomotive be, well, human? They have human characteristics, or what we would classify as human characteristics. In my chosen field of IT, we are told that humans solve problems by using tools that have human qualities. Programming, for instance, is done using three tools within a language; variables, conditionals and repetition. How do these show human thought? Variables store information; memory. Conditionals are If statements; questions. Loops offer repetition; practice. For the steam engine, the following are true.
Steam locomotives take time to start in the morning; they can't get up and go right away. People aren't always the best to be around in the morning either.
Steam locomotives require a fuel source (wood, coal or oil) and water. Humans eat and drink.
Steam locomotives breathe; the fire in the firebox requires oxygen. The moan of the whistle, the sound of the engine moving, steam locomotives sound and act like they're alive.
Steam locomotives require constant maintenance to be kept in good condition. The human body is no different; stretching, working out, running, etc. are required in some degree to keep the human body fit and healthy. Plus, a body in motion stays in motion. Steam locomotives run better a.) if they're actually working hard and b.) if they're moving in general. Like the human body, too much sitting around will hurt the engine more than help it.
Bringing back to life what was once dead inspired a classic tale of horror, yet that is what groups like the Fort Wayne Railroad Historical Society, the Union Pacific Railroad, the Tennessee Valley Railroad Museum, the Western Maryland Scenic Railroad and the Illinois Railway Museum, just to name a few, are doing. For all intensive purposes, the steam locomotives that are running today, with perhaps the exception of the Union Pacific #844, were dead. They were sitting cold in a town square or museum space somewhere before these groups and many others endeavored, at great commitment and cost, to bring them back to life. Not all of these groups have been successful; many have tried and failed quite miserably. But for the ones that did stick it through, that took out loans to finish their projects, that committed thousands of hours of sweat, love and tears to these locomotives, there's no greater sight than watching as they travel down the iron road for the enjoyment of the thousands who turn out to see a living, breathing piece of history. (See this video to understand what I mean)
The examples on the pages of this website chronicle those success stories, but steam railroading is an ever changing challenge. These groups have provided the world with their best work, yet to keep that work operating both money and manpower are needed. New faces and names in these groups are always appreciated and, if you have the money to spare, donations as well. Contact or donate to them directly; links to their webpages are provided.
A Few Things...
If you are new to steam railroading or rail fanning in general, there are a few things that might be of interest to you. Firstly, do NOT get closer to the tracks than you need to be. Any engine, steam, diesel or electric, is a dangerous machine that will not be forgiving of mistakes. Because it's running at a museum or on a tourist railroad doesn't matter; it's still a full sized, very heavy machine generally moving at speed. Know your limits; stay away from the tracks! The Union Pacific Railroad reccomends 25ft as the safest distance, to avoid debris kicked up by the train as it moves past. If you are closer, whether by choice or circumstance, understand that the engine does overhang the rails; you absolutely need to be 10 feet away from the rails, and preferably 10ft from the end of the ties or the ballast holding the tracks in place, to avoid serious injury. The majority of steam railroaders, while volunteers, are trained. I'll echo what has been said many times, SAFETY FIRST!
There are, of course, other things to take note of. Almost all modern steam excursions on Class 1 railroads will have a diesel or two in tow. Most times, the diesels are there to provide an extra level of safety. They're primarily used for dynamic braking and to keep insurance costs down. If a generator car is not present, then the diesels also provide electrical power to the passenger cars, to keep the air conditioning and other appliances working. In case there is an issue with the steam engine, the diesels will be able to make sure the mainline stays clear. So, if you think that a diesel is ruining your perfect video or picture, remember this; without the diesel there, the steam engine may not be operating at all. Take into account also that a steam engine is most likely a very old, sometimes cranky and almost always needy machine; there are days they will not be able to run despite the heroic efforts of the crew. Do not berate the crew; they are working hard for your enjoyment. If anything, thank them for their efforts despite being a little disappointed. They have lives to live outside of steam railroading. Although many (like me) would prefer to work on the engines full time, that is almost always impossible. Steam crews work their tails off to make sure that you can see the engine run; a thank you goes a long way.
If you have the pleasure of chasing a steam locomotive, remember to thank the railroad that it ran on. Without the support of Class 1 railroads, there would be no steam excursions. Do not trespass on their property to get a better shot! Trespassing on railroad property will result in a probable arrest and legal case, with jail time likely. Also remember that the upkeep of the locomotive is a constant, costly process. Every 15 years, a steam engine needs to have its boiler inspected and re-tubed, a large expense without throwing in other needed repairs. Chasing is great fun and you can meet great people doing it, but that opportunity isn't there without the group maintaining the engine. If you donate the value of one ticket to the group and chase instead of ride, you will ensure yourself more opportunities to see the engine in action.
To those out there thinking of volunteering on these locomotives, I have one thing to say; go for it! Most groups welcome new faces and are willing and able to train you in anything that you want to learn. That being said, don't expect to be driving the engine on day one. At the IRM you first have to pass the operators exam. Once you've passed that, and with approval from the shop curator and foreman, you can start as a student firemen, progressing to a regular firemen after becoming proficient in firing the locomotives. After approximately 2 years of firing, you can apply to be a student engineer, eventually working up to regular engineer. Other museums have different guidelines and regulations, but you have to know both the people in the organization and the engine before they will let you fire it. Not only is that for safety reasons but for the continued preservation of the locomotive. I started by painting the fireman's side cylinder casting on the Frisco 1630, which included crawling into the frame behind the valve gear, and de-greasing the underside of Shay 5. About 2 months later, coming every other weekend, I helped put the interior of the smoke box back together on the Frisco 1630 and worked on the brake shoes of the UP 428 Consolidation. It simply takes time. (Pictures below available at www.irm.org, various steam shop blog postings. Credit - Nigel Bennett)
There are, of course, other things to take note of. Almost all modern steam excursions on Class 1 railroads will have a diesel or two in tow. Most times, the diesels are there to provide an extra level of safety. They're primarily used for dynamic braking and to keep insurance costs down. If a generator car is not present, then the diesels also provide electrical power to the passenger cars, to keep the air conditioning and other appliances working. In case there is an issue with the steam engine, the diesels will be able to make sure the mainline stays clear. So, if you think that a diesel is ruining your perfect video or picture, remember this; without the diesel there, the steam engine may not be operating at all. Take into account also that a steam engine is most likely a very old, sometimes cranky and almost always needy machine; there are days they will not be able to run despite the heroic efforts of the crew. Do not berate the crew; they are working hard for your enjoyment. If anything, thank them for their efforts despite being a little disappointed. They have lives to live outside of steam railroading. Although many (like me) would prefer to work on the engines full time, that is almost always impossible. Steam crews work their tails off to make sure that you can see the engine run; a thank you goes a long way.
If you have the pleasure of chasing a steam locomotive, remember to thank the railroad that it ran on. Without the support of Class 1 railroads, there would be no steam excursions. Do not trespass on their property to get a better shot! Trespassing on railroad property will result in a probable arrest and legal case, with jail time likely. Also remember that the upkeep of the locomotive is a constant, costly process. Every 15 years, a steam engine needs to have its boiler inspected and re-tubed, a large expense without throwing in other needed repairs. Chasing is great fun and you can meet great people doing it, but that opportunity isn't there without the group maintaining the engine. If you donate the value of one ticket to the group and chase instead of ride, you will ensure yourself more opportunities to see the engine in action.
To those out there thinking of volunteering on these locomotives, I have one thing to say; go for it! Most groups welcome new faces and are willing and able to train you in anything that you want to learn. That being said, don't expect to be driving the engine on day one. At the IRM you first have to pass the operators exam. Once you've passed that, and with approval from the shop curator and foreman, you can start as a student firemen, progressing to a regular firemen after becoming proficient in firing the locomotives. After approximately 2 years of firing, you can apply to be a student engineer, eventually working up to regular engineer. Other museums have different guidelines and regulations, but you have to know both the people in the organization and the engine before they will let you fire it. Not only is that for safety reasons but for the continued preservation of the locomotive. I started by painting the fireman's side cylinder casting on the Frisco 1630, which included crawling into the frame behind the valve gear, and de-greasing the underside of Shay 5. About 2 months later, coming every other weekend, I helped put the interior of the smoke box back together on the Frisco 1630 and worked on the brake shoes of the UP 428 Consolidation. It simply takes time. (Pictures below available at www.irm.org, various steam shop blog postings. Credit - Nigel Bennett)
Vocabulary (Beginners)
Now, for those who might be new to steam railroading, here are some terms that you may come across out on the road. These are far from all of them, but are at the very least a good start.
1472 Inspection - The Federal Railroad Administration (FRA) requires that a steam locomotive be taken out of service every 15 years or 1,472 operating days, whichever comes first. The locomotive will be torn down, inspected and rebuilt with the necessary repairs completed before the FRA will sign off on the engine's boiler certificate, allowing for another 15 years of operation.
FRA Form 4 - Boiler certificate for a steam locomotive
MU Box - A box that allows the engineer in the steam locomotive to control the diesel locomotive(s) behind him/her. Some, not all, steam locomotives have this.
Stack Talk - The distinct, rhythmic sound of a steam locomotive traveling down the tracks.
Valve Gear - The mechanical components that turn the wheels. Many different types exist, all with their own unique advantages and disadvantages. Made up of the many rods and valves that control the wheels.
Smoke box - Simply, the place where the steam goes after being used. Located at the front of the boiler, generally a different color than the boiler jacket.
Boiler Jacket - The boiler itself is not exposed; it's covered in insulation which is in turn covered by sheet metal, called the boiler jacket.
Firebox - The part of the boiler where the fire is maintained.
Backhead - The part of the boiler in the cab, where all of the controls are kept and maintained.
Stoker - A mechanical auger feeding coal into the firebox.
Mallet - (pronounced mallay) A type of locomotive with 2 sets of driving wheels. The first set pivots underneath the boiler to allow the locomotive to negotiate tight turns. The cylinder sets are different sizes, one for low pressure steam and another for high pressure steam. Also called a compound mallet.
Articulated - Similar to a Mallet, but both sets of cylinders are the same size. Also called a simple mallet.
Grates - The fire is built on cast iron grates in the firebox. They provide the floor of the firebox in a solid fuel burning locomotive.
Tractive Effort - How much force the engine generates at max output. Judge of how powerful the locomotive is.
Grade - Measures how much the line climbs over a certain distance, measured in percent.
Ruling Grade - The largest hill on the line is called the ruling grade. Generally known for giving dispatchers headaches.
Free Steaming - How easily the locomotive kept full boiler pressure. Some were more finicky than others.
Right of Way - The railroad tracks are referred to as the Right of Way for the locomotive.
1472 Inspection - The Federal Railroad Administration (FRA) requires that a steam locomotive be taken out of service every 15 years or 1,472 operating days, whichever comes first. The locomotive will be torn down, inspected and rebuilt with the necessary repairs completed before the FRA will sign off on the engine's boiler certificate, allowing for another 15 years of operation.
FRA Form 4 - Boiler certificate for a steam locomotive
MU Box - A box that allows the engineer in the steam locomotive to control the diesel locomotive(s) behind him/her. Some, not all, steam locomotives have this.
Stack Talk - The distinct, rhythmic sound of a steam locomotive traveling down the tracks.
Valve Gear - The mechanical components that turn the wheels. Many different types exist, all with their own unique advantages and disadvantages. Made up of the many rods and valves that control the wheels.
Smoke box - Simply, the place where the steam goes after being used. Located at the front of the boiler, generally a different color than the boiler jacket.
Boiler Jacket - The boiler itself is not exposed; it's covered in insulation which is in turn covered by sheet metal, called the boiler jacket.
Firebox - The part of the boiler where the fire is maintained.
Backhead - The part of the boiler in the cab, where all of the controls are kept and maintained.
Stoker - A mechanical auger feeding coal into the firebox.
Mallet - (pronounced mallay) A type of locomotive with 2 sets of driving wheels. The first set pivots underneath the boiler to allow the locomotive to negotiate tight turns. The cylinder sets are different sizes, one for low pressure steam and another for high pressure steam. Also called a compound mallet.
Articulated - Similar to a Mallet, but both sets of cylinders are the same size. Also called a simple mallet.
Grates - The fire is built on cast iron grates in the firebox. They provide the floor of the firebox in a solid fuel burning locomotive.
Tractive Effort - How much force the engine generates at max output. Judge of how powerful the locomotive is.
Grade - Measures how much the line climbs over a certain distance, measured in percent.
Ruling Grade - The largest hill on the line is called the ruling grade. Generally known for giving dispatchers headaches.
Free Steaming - How easily the locomotive kept full boiler pressure. Some were more finicky than others.
Right of Way - The railroad tracks are referred to as the Right of Way for the locomotive.