Could anyone provide a more detailed explanation of the modifications made to this engine? Perhaps a picture or two?

And can we avoid the discussion over whether one agrees with said mods / the 2100's current paint or not, that's been beat to death. I think we're all quite aware of everyone's stance on that matter by now.

Isn't a dynamo one of the most distinguising characteristics of a steam locomotive? That, along with the stack, is her talking. Oh, and the air pumps too.
Why would you NOT want to hear it?

Because it's a high pitched whine like a jet turbine. After the first 100 trips or so you get tired of it. :) It's fine while you're running, it's when you're sitting still it gets annoying. I know several engineers who routinely shut down the dynamo when they stop for more than a few minutes. I typically don't unless it's a long break, such as between trips, but I can understand why they do.

I'm not familiar enough with the cab electronics to get into specifics of what they can and can't do. As for photos, I don't know that I ever took photos while up on top of the tender. It's not a friendly place for cameras.

Or radios, as one unfortunate visitor found out when he looked into the water tank to see how full it was, only to have his rather expensive company radio fall out of his chest pocket and disappear with a splash...

"<Expletives deleted> Uh, do you think you guys could fish that out for me next time you empty the water tank?"

"Sure, but you don't think it will still work by then, do you?"

"No, but that way I can prove what happened to it..."

Do most of the excursion locomotives operating today have some sort of electrical "charging" system of the automotive type, or is all the juice supplied by the turbo-generator? Have they always had batteries?

Am I not as smart as I thought??

Speaking for our engine, we've always powered the headlights with the dynamo. The radio, however, is kind of an "aftermarket addition" to the engine (heh) and doesn't operate on the same voltage as the lights. As a result its been powered for a long long time with batteries -- lots and lots and lots of batteries. I believe we were using something like 25 D cells at one time.

I can't recall if we ever got a transformer set up to cut those out. Winter off-season fogginess.

And now for something.... completely different.

Interesting diversion, radios, dynamos and all... not looking to stop the thread but would really like to roll with the initial topic - what's new at Golden Pacific? Anyone in the know care to share the status and possible future for the return to operation of #2100? Status of the E units?

/Mitch

I can't speak for GPRR since I am no longer part of it.

However I will point out that the passenger cars, the F40 and the E9 are NOT owned by or are part of GPRR, They are owned by other parties. I have listed the F40 for sale on Ozark Mountain. The bi-level cars have been moved to Milwaukie OR, with the E9 remaining to CEECo in Tacoma for secured storage.

2100 is now owned by Charles (Chuck) Allard after he forclosed on the locomotive.

Everyone will have to just wait and see what, if anything, happens with GPRR.

Mike

Hey Mike,

Do you know if Mr. Allard has an interest in Steam Locomotives, or was it simply a financial transaction?

Cheers, Dave

Charles Allard is a Canadian out of Edmonton, Alberta as Tom Payne was. He is very prominent in the broadcast industry in Alberta and his father was the co-founder of the NHL's Edmonton Oilers.

The answer to your question is probably 'no'. My assumption is he was likely just an investor in one of Tom Payne's companies. Either the Ferroquus Railway or Thomas Payne Holdings.

You are correct. Mr. Allard was a large (2 mil.) investor in BOTH Ferroquus and Tom Payne Holdings. He forclosed on both companies and now ownes both.

He has turned down a offer of 300K for 2100 which is for sale but not listed with any brokerages.

Mike