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Steam & Excursion > 2102 Steam in the Snow


Date: 02/04/25 17:25
2102 Steam in the Snow
Author: co614

Just wondering if any fellow TO members will be riding Saturday's ( Feb. 8 ) Steam in the Snow Iron Horse Ramble. Forecast is for light snow temps in the mid 30's, perfect weather to show off the magic of steam. I'll be riding with 3 long time team mates in o/w coach # 4 wearing our ski masks and goggles with our windows wide open. 

     Hope to see some of you there.  Ross Rowland 



Date: 02/04/25 17:35
Re: 2102 Steam in the Snow
Author: HotWater

Sure wish I could attend THAT!



Date: 02/04/25 18:10
Re: 2102 Steam in the Snow
Author: steamfan759

Ross -  I am riding along with my brother Keith and my son.  We are riding in the dome car and we hope that there is still snow on the ground.  We wanted to ride this trip as it might be the only time that they run a winter trip.  I worked one winter trip on the Ohio Central over 20 years ago and we nearly froze.  My fingers turned blue feeding the alemite gun and everything was coated with ice.  It was the last time that JJJ ever ran a winter trip.   Look forward to seeing you!

Ron



Date: 02/04/25 19:07
Re: 2102 Steam in the Snow
Author: wcamp1472

I've run 4 seasons of winter trips supervising 24-hr operations on Benson's ex-Reading 2102.
Most were bitter and cold, but servicing still got performed.

Luckilly, we had no freeze-up incidents of any kind,
and yes, we supplied steam heat to the coaches .... as they 
were equipped with steam heat.  

What made an immense difference was feeding steam to the
coaches 8 hours in advance of the departure time.   
We fed steam heat to the coaches at relatively low pressures,
and stayed connected to a steady water supply to the two tenders.... until departure time.
Cars were warmed, and when underway, we increased steam heat pressure so 
coaches stayed warmed, at higher track speeds.

Winter trips required triple steps in preparation, and 
diligence in maintaining adequate coal fire intensity, and 
diligent attention to water supply.  Grease-equipment meant 
keeping all equipment and supplies warmed --- until actually 
used.

We had extra capacity supply tanks for the 2 mechanical lubricators ,
so they had plenty of warmed lubricant.  The expanded capacity 
supply tanks could last 5 days, in excursion schedules, before 
needing refills.   These too, were steam heated. 

So, if you're prepared, winter-trips can be handled smoothly.
But, yes, we burned coal at a lightly greater rate when sitting 
around.   Also, during the the excursion, steam heat to the train
consumed our coal supply a bit more quickly. 

The fire and firebox were relatively hot, as if it was summer 
weather.   Coal consumption was not particularly greater,
even though it was not the summer weather.
A heavy train gives us the strong draft that makes 
3,000 F.  fires --- so that works for both winter and summer.
( A lite train has virtually no strong draft, so you burn more 
  coal to burn-off the lite flammables, but you're not actually 
   burning the carbon ..... temps tend to be too cool... ).
  No Train, No Draft.

2102 always performed well for every trip of the 
5 years ( 1970s) that I was Mechanical Supervisor for 2102.
I got to be fireman on segments of all our trips,
5 years in the cab....

Today, as a passenger in today's trips, I can continually visualize
what's going on in the cab --- because 2102 talks to me, about our
track conditions.

She's a wonderful locomotive, and the booster works 
just FINE..

W.



Edited 3 time(s). Last edit at 02/04/25 19:36 by wcamp1472.



Date: 02/04/25 19:25
Re: 2102 Steam in the Snow
Author: EdDickens

Excellent work Wes. As I was reading the account of your fond memories, my mind was there enjoying every detail.

Thank you

Ed

Posted from iPhone



Date: 02/05/25 07:03
Re: 2102 Steam in the Snow
Author: TractiveEffort

This thread creates flashbacks to incidents where, when switching and uncoupling cars, a casual brakeman would forget to uncouple the steam heat connection prior to lifting the pin and hand-signaling the engineer to pull away.  Fortunately, the heavy glad-hand connection usually proved stronger than the nipple and sleave arrangement which connected to the car steam pipe and was easier to replace than a damaged glad-hand!



Edited 1 time(s). Last edit at 02/05/25 07:21 by TractiveEffort.



Date: 02/06/25 13:45
Re: 2102 Steam in the Snow
Author: co614

Your steam heat comments reminded me of an ill-fated HICO Steam in the Snow adventure we ran in 1968 from NJ over the spine of the Poconos to Wilkes Barre Pa. doubleheaded with Strasburg # 90 and Steamtown # 127. Classic near zero temps plus a pretty healthy wind so it felt well below zero.  Coming home near the top of the mountain not far east of Wilkes Barre # 90 broke a part of her lead tender truck causing it to derail. VERY fortunately it happened at very slow speed. Also, we had just serviced to the two steamers at the turn around point ( Wilkes Barre) so the 127 next to the train had a full tenderof coal & water so he was able to keep a full 120psi on the steam heat line to keep the 700 passengers warm. As the mechanical guys were very unsure of how long it would take them to do some kind of field repair so that the 90 could move, we decided to walk the 1.5 miles to the nearest farmhouse and use their phone to call Martz Bus Lines and order 20 buses to get the folks back to Newark NJ where they boarded. 

   The Martz man I talked with at first thought it was a prank but luckily he knew the farmer whose house I was in and that convinced him. About 90 minutes later 20 buses came up the county rd. next to the farmhouse and we were able to slowly and safely off load the train onto the buses and get everyone headed home. We finally were able to move at about 5 in the morning and get the crippled 90 to Jim Thorpe where a full repair could be made while the 127 took the train back east.

   The following weekend we ran the same trip ( sold out) and everything went perfectly.

   Great memories. Ross Rowland 



Date: 02/06/25 13:47
Re: 2102 Steam in the Snow
Author: RBMN-ENGR

FYI 2102 will cut off at Port Clinton on the return trip with diesels taking the train the remaining 15 miles to N. Reading. Saves the need for a 2nd. steam crew.

Posted from Android

Chris Bost
Leesport, PA



Date: 02/06/25 15:26
Re: 2102 Steam in the Sno
Author: wcamp1472

On the trip Ross described above, it was the first HICO ran with
speakers and a public address system, throughout the train.
Jersey Central coaches had conventional center-rmounted 
light fixtures and 32v bulbs all powered from a 32v generator 
on the motive power.  Our crew improvised.

We mounted a medium-sized A/C diesel generator in the centrally-located 
souvenir/ baggage car ---- and ran 110v power to the cars.  
8 in front of the generator and 8 coaches, aft.  We changed the 
bulbs ( temporarily) using 120v bulbs.  It was the first excursion 
where we had both a P/A system, lights, and steam heat.

Since passengers had boarded at different departure stations, they were 
sitting in various coaches, scattered.  The P/A system allowed the orderly 
arrangement of customers destined for various stations.

 All the Folks for various destinations could all be notified as a bus was
being loaded for their particular stop.  All the families could be advised as
various stations were announced.   They gathered in orderly fashion,
and as each bus load left, it got easier.  

They started loading passengers who had boarded at the origin point, first.  
The P/A system performed perfectly, loading busses, one at a time, in an
orderly fashion .... it was dark, cold and blustery, but bus boarding worked smoothly.

Ross had assured those fans that wanted to stay on the train, that they,
could...but, our termination point was going to be at Raritan Commuter
Yard.

At the time Ross had requested the busses, he also asked the local 
KFC chicken restaurant if they would supply 1,000 complete chicken 
dinners for our passengers. ( it was near midnight) .... they agreed, and soon,
while waiting for the busses, the hot dinners arrived..

Ross, later, paid the costs & delivery arrangements, and people endured the 'interruption',
with lights, heat, camaraderie,  and patience as the busses arrived and departed.

The P/A system was the key to orderly destination boarding.
I can't imagine how things would have worked without that 
miracle of preparation... lights, heat and crowd information and
Ross's live up-dates.... kept everybody informed and fed.

There musta’ been 20 bus-loads,
or more, of paying customers & families.

Ross paid the entire bill for both the busses and KFC....
All was arranged on a 'credit' basis, deep into a dark, cold night... 
Ross paid them immediately, the following week.

For those interested:

The arch-bar tender-trucks have an inverted, steel channel, across the bottom, connecting the two side-frames.  The inverted channel is parallel to the truck bolster, and connects  the bases of the 2 side frames together.  That channel
Is called the “spring-plank”.

The coil springs sit on 
the steel 'spring plank', and had covered the existing partial 
crack from inspector's view.

The only way to have seen the
original crack, was to have removed
the springs —- covering the ends of the spring plank.

At the sub-zero freezing temperstures, the original crack in the affected truck frame had a complete failure, of the original, partial crack,-- the bitter cold and track work led to the final breakage.

It took a while for the re-railing crew to uncover the extent of the damage 
to the truck and the broken spring plank.  The track was against the immense, rock, mountainside, on the engineer's position.   It was hard to get equipment and folks
to work in that cramped space ---- dark over there, too.

They removed the broken spring plank, tied the 2 side-frames together -- strongly & securely,
reconstructed the truck & very and slowly , and #90 proceeded to Bethlehem roundhouse.  

The 127 and train, then proceeded to our terminal at Raritan, early Monday Morning.

Was a memorable night for me, and the fried chicken dinner was delicious!
Was a long, cold trip, that night.

W.

 



Edited 2 time(s). Last edit at 02/06/25 22:14 by wcamp1472.



Date: 02/06/25 17:22
Re: 2102 Steam in the Sno
Author: wcamp1472

Additional comments regarding handling steamers during 
rerailing attempts, following being derailed & upright....

As a newbie to railroading and a camera totin' fan,
I soon learned to put the camera down, and study 
about locos and repairs.

I was very fortunate to have been able to assist and be around 
Ben Kantner, retired General Boiler Inspector, Reading Co.
Ben was George Hart's locomotive supervisor over Hart's small collection 
of excellent condition, late model, Canadian Steamers.

So, Kantner often times coached me on simple jobs, and taught me a lot.
One lesson that he stressed to me, very early, was firing and a case 
where a steamer or cars became derailed, but upright.

He emphasized that using a loco to re-rail itself, takes full boiler pressure ...
in order to tightly control the very small movements, often necessary
in re-railing operations.  Often times, re-railing crews will need a very small 
movement...in order to reposition wedges and blocking --- moves of a 1/2 "
or less can be requested.....  So, moves like that are only possible with
full boiler pressure, and full main-reservoir air pressure.

I've had subsequent minor derailments --- and his advice was SO CORRECT..
I was able to re-rail locos, large and small, and guide them safely back to the rails.

Always keep full boiler pressure, when using a loco during re-railments. 

On the night, discussed above, I watched from the ground as the re-rail crew
struggled with a loco who's boiler pressure had sagged excessively.

No. 90 was operated by the Strasburg RR crews, so I kept my mouth 
shut.... They weren't about to take any advice from a youngster like me.
But, because of low pressure, it probably took twice as long, compared 
to a loco being rerailed, with full piston pressure, when needed.
The re-rail crew requested very short moves, forward --- but, by the time 
cylinder pressure was enough to move it, the sluggish pace soon had the
loco several feet beyond the original, intended distance.... of an inch, or so --- as needed.

If derailed with a steamer, ALWAYS keep boiler pressure at maximum,
during re-railing efforts.  Keep your brake cylinders fully charged,
and when a move is requested,  very slowly reduce the brake cylinder pressure,
and,  when the loco slightly moves, be prepared to re-apply full brake cylinder pressure.

That way you can move 1/4" at a time!   Instead of rumbling ahead, 7 or 8 feet, with 
low boiler pressure, and empty brake cylinders....

W.

 



Edited 2 time(s). Last edit at 02/06/25 17:51 by wcamp1472.



Date: 02/06/25 22:42
Re: 2102 Steam in the Snow
Author: 8injector

Ross, I will be lineside following since my plans have been up and down for the past month. Always purchase a ticket to support the  Mueller operations to keep events like such going. We will run into you in Jim Thorpe always do at some point. Really looking forward to after a long cold winter of repainting cars and tenders in Indiana.  See you Saturday..... JR



Date: 02/07/25 13:47
Re: 2102 Steam in the Snow
Author: co614

Current plans are for our group to stay on board the train while in Jim Thorpe as the forecast is for blustery winds in the mid 30's with a wind chill of 15-20. Feel free to come say hello. For the wye move and most of the 3 :45 layover at Jim Thorpe we'll be ensconsed in one of the large Pullman rooms getting thawed out from hours of hanging out of the open windows. Hope to see you there.  

      Calling for heavy snow starting around 3pm. Should make the return trip very picture perfect.   Onward & Upward. Ross Rowland 



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