You Call, We Haul, That's All!
Railfanning
Railfanning
Want to see your railfan story here? Send YOUR OWN article and photos to drew@nordelmodelrr.org
Forget about the cab forward, the challenger, and the big boy, this nameless class of locomotive that still operates today really can do what none other can. Built in 1875, “2-cog-cog-2” #2, nicknamed “Ammonoosuc” has been climbing grades up to 38%, while up to 30 feet from the ground, for almost 150 years. Up until 2008, the line was completely operated by steam. Today, however, a fleet of biodiesels power through heavy operation, while 2 of the 3 steamers of the 2008 fleet still remain in service. Along with the changes brought by the diesels, revamped coaches were deployed, the line using a mixed fleet of air and hydraulic brakes. However, for the steam excursions, everything is still done the exact same way it was in the 19th century, with jack braking (you know, before safety was invented).
We arrived with plenty of time to spare before our mid-day journey up the Mount Washington Cog Railway, in eastern New Hampshire. All trips on the line consist of two to three engine/coach sets traveling up the mountain together, and we were lucky to have caught the early morning trains coming down the last incline into the station. It is important to mention that there are no couplers used on this line, as it is all, from base yard and engine houses to the top of the mountain, on a steep downhill grade. All that is used is a steel plate on the downhill end of the coach and a rubber nub on the uphill end of the engine. The early morning consists consisted all of biodiesel, and the line’s one and only new coach with hydraulic brakes. Heading down the hill in the direction of the yard, we were able to see our steamer for the day, #2, being prepared for the journey just outside of yard limits. When we approached, the engineer walked up to us and invited me into the cab, and wow was it different. It looks like a mix-match of parts from all the types of steamers you’ve seen. It really is amazing to see how the old-timers were able to put together all of these parts to make something that - still, in this day and age - can do something that cannot be accomplished by any other piece of machinery..
A short time later, we had boarded our coach. At first, you have to hold yourself in your seat, as all of them are slanted forward, but as soon as you start to hit the big incline, you are pushed right back. What a ride. Forget about those modernized, safety conscious coaches used with the biodiesels. The wooden roof got shaking, the incline kept increasing, and the steamer pushing us up sounded like nothing I could begin to describe. We were encouraged to stand up and walk around. Well, let me tell you, they don’t lie about that 38% grade. I was pushed right back down into my seat, upon even thinking about standing up. Walking around in those conditions has to be one of the most surreal experiences that I’ve ever had in my life.
The view from the peak is incredible. Most of the time, weather is harsh and visibility is low. I went in late summer, and there had been snow at the peak the night before. But, somehow by pure luck, we were able to see for miles upon miles in every direction. That is a view you’ll never forget. I described the way up as surreal, but I’d think a better use of that word would be to describe going down the hill (and may I mention that 38% grade again). The seats are turned around, and we head down the mountain, roof shaking. Without any modern form of “safety-minded” brakes, our steamer jack-braked itself down the incline. Within our coach, at the rear, are two brake wheels, one is kept at constant tension, while the other is constantly adjusted all the way down based on what is required. At one point, the coach had to detach itself from the engine, while keeping moving all the way, because of how steep the grade was. But, after about an hour, we reached the base station, and our day had come to an end. Just like they did 150 years ago, we had made our way up, then came all they way down, with just wood, steel, and coal. It’s worked for this many years, and I’m sure it’ll work for many, many more.
For just over a month in late September and October of 2019, Norfolk Western 611 came to Strasburg to hold its first major event since April of 2017, when Amtrak heavily restricted private charter trips on its mainline. Adding to this event, Strasburg’s 475 was returned to its original appearance as it would have been in Norfolk Western revenue service, with a center-mounted headlight and new paint job. With both of these locomotives present as they appeared on the N&W, this event was coined the “Reunion of Steam”.
I was lucky enough to head down and make a weekend out of it. Pulling into the overflow parking lot at 8am, I looked to my right and there it was, in all of its largeness (there is really no other word to describe it). Soon after, we were able to see 611 being given bucketload after bucketload of coal… I lost count after about 7.
My father and I started our day off by jumping into a hostling tour of Strasburg #90, where the engine was prepared for a day of service hauling packed 10-car trains. We got to see it get greased up, blown down, and then got to hop in the cab to go over the hill and back. We were told lots about the 611 during this time, including some mechanical problems, caused primarily by coal. We were told that Strasburg’s coal was very soft compared to the hard Virginian coal that 611 was built for, leading to much more coal consumption than usual, which caused the expected extra buildup in the ash pan and flues.
After this, we went over to hop behind the 611 for a “shuttle” ride half way down the line and back, a push/pull run. The huge cloud of smoke paired with the sounds of the engine were truly something to see.
Later on in the day, I had the experience of climbing up into the engine and blowing its whistle. Who says that you need a 5 or 6 chime, that Hancock 3-chime is beyond amazing to me. The inside of that cab is completely different from anything that you’ve ever seen before, with so many extra moving pieces that you’d never think of. And on top of that, all of it is clean, inside and out. You wouldn’t believe how clean that cab interior, tender, and boiler are, and this thing burns coal!
The next day, we arrived later in the morning and spent the day with the “revamped” 475. Got a chance to get in the cab of this one, and was surprised by what I saw. The controls on 475 were especially spread apart as opposed to other more “modern” engines. Whereas on 90 and 611 the throttle is next to the brakes, which are next to the sanding valve, on the older 475, these controls are relatively spread apart. I had a great experience with this trip!
Always wanted to see 611, so when I heard that it was coming to Strasburg, I was ready. After all the festivities were over, my dad and I went to find a good spot to watch 611 head back to Strasburg for the last time that day. 475 passed first, going off down to “Paradise”, PA. Next came 611, backing down the track until about halfway down the Strasburg mainline. The consist stopped on quite a grade, and 611 yanked it right back up the hill like it was nothing at all. It was really something to see, and a great way to end the weekend.
If you ever have a chance to see this engine, I highly recommend it. It really is something that you will never forget.
I was lucky enough to head down and make a weekend out of it. Pulling into the overflow parking lot at 8am, I looked to my right and there it was, in all of its largeness (there is really no other word to describe it). Soon after, we were able to see 611 being given bucketload after bucketload of coal… I lost count after about 7.
My father and I started our day off by jumping into a hostling tour of Strasburg #90, where the engine was prepared for a day of service hauling packed 10-car trains. We got to see it get greased up, blown down, and then got to hop in the cab to go over the hill and back. We were told lots about the 611 during this time, including some mechanical problems, caused primarily by coal. We were told that Strasburg’s coal was very soft compared to the hard Virginian coal that 611 was built for, leading to much more coal consumption than usual, which caused the expected extra buildup in the ash pan and flues.
After this, we went over to hop behind the 611 for a “shuttle” ride half way down the line and back, a push/pull run. The huge cloud of smoke paired with the sounds of the engine were truly something to see.
Later on in the day, I had the experience of climbing up into the engine and blowing its whistle. Who says that you need a 5 or 6 chime, that Hancock 3-chime is beyond amazing to me. The inside of that cab is completely different from anything that you’ve ever seen before, with so many extra moving pieces that you’d never think of. And on top of that, all of it is clean, inside and out. You wouldn’t believe how clean that cab interior, tender, and boiler are, and this thing burns coal!
The next day, we arrived later in the morning and spent the day with the “revamped” 475. Got a chance to get in the cab of this one, and was surprised by what I saw. The controls on 475 were especially spread apart as opposed to other more “modern” engines. Whereas on 90 and 611 the throttle is next to the brakes, which are next to the sanding valve, on the older 475, these controls are relatively spread apart. I had a great experience with this trip!
Always wanted to see 611, so when I heard that it was coming to Strasburg, I was ready. After all the festivities were over, my dad and I went to find a good spot to watch 611 head back to Strasburg for the last time that day. 475 passed first, going off down to “Paradise”, PA. Next came 611, backing down the track until about halfway down the Strasburg mainline. The consist stopped on quite a grade, and 611 yanked it right back up the hill like it was nothing at all. It was really something to see, and a great way to end the weekend.
If you ever have a chance to see this engine, I highly recommend it. It really is something that you will never forget.
Completed in 1884, this stretch of three-foot narrow-gauge railroad was considered an engineering marvel for its time. In 1973, the Colorado Historical Society began restoring the railroad as of its 978-acre Georgetown Loop Historic Mining & Railroad Park.
These F-7s were originally built for the Chicago and Northwester Railway, numbered 402 and 403 powered by V16 engines with 1500 hp each. The tagline "400 miles in 400 minutes," the distance between Chicago and Minneapolis, was the basis for numbering these locomotives. Photos from Colorado's Royal Gorge.
The Cumbres & Toltec is a National Historic Landmark and runs for a 64- mile day trip you’ll never forget. The coal-fired steam engine carries you through steep mountain canyons, high desert, and lush meadows as you zig zag between the Colorado and New Mexico border. You will see spectacular and rare western scenery which can only be viewed from the train’s unique route.
Mailing Address: If you need to mail an item to Nordel, please contact one of the club officers on the Contact Us page and that person will provide you a current mailing address.