LNE. I think the main holdup is it needs wheels and they're a non-standard size. All new windows have been made for it but not installed yet.

Couple recent announcements about goings on at Steamtown:

-the Iron Horse Society has announced several upcoming events, including an ice cream train in August and a special bourbon tasting in the back shop that includes a conversation with new superintendent Jeremy Komasz and a behind the scenes look at the restoration and preservation processes at Steamtown (July 11, only 9 tickets left if you’re interested).

-the Nickel Plate Road Historical & Technical Society has announced they will be holding their yearly convention at Steamtown this year. Dates are September 4-6, more info to come.

-this Saturday (July 5th) Steamtown will be having a public unveiling of Bullard Company 2, the smallest locomotive in the Steamtown collection, which recently emerged from the shop after a years-long cosmetic overhaul (project started before COVID, probably the chief reason it took as long as it did). There will be special Bullard-focused events and activities as well as yard shuttles, handcar trips and tours of UP 4012’s cab.

Ooh good deal

Another fun update: At the IHS bourbon tasting event at Steamtown this past Friday, it was announced that the cosmetic restoration of Meadow River Lumber Co. 2-truck Shay #1 is actually an operational restoration. Work should be completed by the 2027 season, which is the same time BLW 26 will be going in for its 1472-day teardown.

The refurb has been ongoing for about a year and a half now

Amstead Rail has the correct size wheels. Last I knew was that all of the yellow paint on the caboose was lead based. The contract that was written to do some body work and paint did not include the lead-based paint abatement.

Talk about unexpected! Fantastic stuff! This locomotive should be a face of positivity for Steamtown.

A photo showing said announcement, taken from Reddit.




That turnaround seems pretty ambitious considering the condition of the Shay, and I remember reading somewhere that the 1 was in pretty poor shape as far back as when Nelson Blount bought it.

Also Iron Horse Society was hinting that CP 2317 might get fast-tracked for a return to operation before the 3713.



They also mentioned that CN 3377 has been moved back out of the shop; it was apparently found to not be a suitable candidate for restoration.

Very interesting turn of events to say the least. The Shay seems an odd choice based on the reports of its condition over the years, but still very glad to hear it will be restored. However, it sounds like 3713's operation will be delayed even further and that it will continue to sit disassembled for the forseeable future, which is disappointing. Was there any discussion of what would happen to 3377 now? Will it at least be re-assembled and given a cosmetic restoration, or put back outside to decay even further?

Thanks,
John

Shays are a personal favorite, but I think the following is more cold hard analysis:

Advantages:

Potential as a somewhat unique draw in a multi-state area.
Light weight, and easy on track and tolerant of imperfections.

Disadvantages:

Low speed makes any extended steam excursion impossible.

Limited hauling capacity (about 17K reported starting TE, roughly 2/3 of Baldwin 26’s),

More complicated mechanically with a learning curve for both shop and T&E staff.

Unique draw appeal is limited to enthusiasts and railfans-the average visitor is likely to think it’s a diesel hybrid. (One guy asked me once if the fire in a rod engine was for show, with a diesel concealed in the tender-I think he bought one to many TYCOs)

From an interpretive standpoint, not the proper instrument of interpreting passenger service or the anthracite or mining industries- subordinate focus/foci” of the overall interpretative mission.

Opportunity Cost:

Assuming similar restoration effort, alternatives:

Something like IC 790 would be capable of running excursions, with similar TE to 3713 and with an operating envelope more in line with modern heritage operating speeds. No local connection and not a type typically associated with passenger services.

A tank engine such as Trap Rock 43 is a locally produced (Vulcan Iron Works), similar to the hundreds of "lokies" that switched out Anthracite collieries. Tractive Effort and small of 13K lbs would be an even more series limitation than the Shay.

In a perfect world, devoid of cost, new construction would I think be the best answer to providing operating interpretation, especially now that there are multiple proofs of concepts operating or under construction: (Kloke engines/Tornado/5550)

Glad to see things happening, so that's absolutely a positive.

however the shay is odd and seems somewhat limiting. maybe they just thought It'd be cheaper and quicker to restore.
I'm surprised they wouldn't try to focus on the 3713 ( it's pretty far along right?)
then another smaller engine, or just be sitting ready to do the 1472 on 26 over a winter, with funding, materials and such in place.

If going for a "new" candidate, it does seem a missed opportunity to not pick the DLW 565 or even the maine central 2-8-0.

I have nothing at all against canadian steam power, but it is interesting, they would continue to maybe pick the 2317 over the 3713.

Overall very positive news. I'm curious as well about 3713, not that I have a particular preference for that locomotive (and I'd love to see 2317 back in action) but I just hate the idea of all the work done to date going to waste. (Much as it frustrated me when the Porter 46 effort just died 20 years ago at the Pine Creek RR in NJ after they'd gotten it mostly restored!)

IC 790 is a nice static display, but I understand that it's not a likely candidate for operational restoration. Here I am in the cab last year!

I feel the same way about 3713 and it just bothers me that it's kind of in limbo now after 30 years on and off of fundraising and work. I was also thinking 565 would have been a tremendous positive statement due to its local significance and unfinished cosmetic restoration. Rahway Valley 15 also would have been nice, but it would be great to see 2317 back also.

John

In this facebook post https://www.facebook.com/groups/AOTTORC ... 1042179957
which has news and 33 photos of the Shay, is this portion of a comment in response to the inevitable 3713 question:

Alex Ziemrowski "as mentioned by others, 3173 still needs significant funds to reach completion- Iron Horse Society funded full project estimates by 2 highly reputable locomotive restoration firms, which are in the 2.5-3M range plus/minus 25% (in 2023 dollars). The Shay can be done for a significantly less amount, and potentially be ready before 26 heads into her 1472 (of which the funding for this work is already in place apparently)."

If there is still a need for $2.5M at this point, this begs the question as to if the present scope of work has changed and if so, what was added and why.

This project is begging for a performance audit.

I agree, something doesn't make sense here. It seemed like quite a lot of work was already performed. Does any of this work have to be re-done (AGAIN!?) What still remains that would cost ~ $2.5 million to complete? Isn't LIRR # 39 budgeted for a little over 2 million to complete the project? Not nearly as much work seems to have been done on # 39 as had already been done on 3713.

John