> Do you suppose theyÂ’ll have a diesel behind
> Thomas? IÂ’ll never forget our group ride on
> the railroad in June, 2000. When we arrived
> at the depot in Williams the train was
> waiting to go, but with two diesel units and
> no steam. I asked one of the employees about
> that because they feature steam so much in
> their publicity, and was told that the steam
> locomotive would appear shortly. Sure
> enough, #4960 was later coupled to the train
> ahead of the diesels, and we made the trip
> that way. I asked the guide on our car why
> the diesels were included, and was told they
> might be needed for extra power, or if #4960
> developed trouble.

> Not only did this mar any enroute photos of
> “steam power”, it made me wonder if they
> didnÂ’t have much confidence in #4960.
> Perhaps IÂ’m wrong, but it looked like the
> length of the train was well within the
> pulling ability of #4960 (certainly no
> longer than many IÂ’ve seen on the D&S
> with one locomotive) and the route to the
> Grand Canyon seems to be rather level,
> without the kind of grades found on the the
> D&S and CTS routes. I couldnÂ’t help but
> think of these and many other railroads that
> depend totally on their maintenance and
> operation of steam power that doesnÂ’t need
> to be propped up by diesel.

As this is a non-powered "Thomas", a diesel will provide power from the opposite end of the train. Tour guides are generally not the most knowledgeable people to ask operational questions. One of the trainmen would have been able to advise you of the maximum number of cars that any of the Grand Canyon Rwy locomotives can handle. Your train probably was over the tonnage limit of #4960. I will guarantee you that Robert Franzen doesn't have to "prop-up" any of his locomotives. If you look at a track profile of the GCRwy, you'll see that it is anything but a flat railroad.
Don C.


old_fxrs@msn.com

I'd figure that the tonnage rating was what required the diesel locomotives. We run into that situation with our operations here at TVRM with our interline passenger trains. The one currently operable steam locomotive has a low tonnage rating that requires it to have assistance operating over Missionary Ridge on the old Central of Georgia line between Chattanooga and Chickamauga, Georgia. The ruling grade at that location is something like 1.2% but the train consist requires a diesel helper to get over the ridge. Also, there is no way to turn the locomotive on that line, so the diesel pulls the train on the return trip rather than us running the steamer in reverse for 30 or 40 miles.

The other ruling grade is at East Chattanooga coming up the ridge off the old East Chattanooga Belt Line. For the first mile, the grade is about 1.0%. On the final half mile before the junction with our main line, the grade exceeds 3.0%. As long as the consist is no more than three coaches, the 610 will make it up the grade. If the consist is four coaches, we have to consider the total weight of the consist (heavyweight vs, lightweight). Making the grade becomes almost impossible with five coaches. Five heavyweight coaches would drag the train down to the point that a diesel helper would be needed, but the locomotive might make unassisted with a mixed consist of heavyweight and lightweight cars. Why take an unnecessary chance and work the locomotive unnecessarily hard?

Tennessee Valley Railroad Museum
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