The AAPRCO convention is underway right now in Scranton, PA. After a week of traveling from Chicago and exploring the shortlines of Vermont, the "Green Mountain-Pocono Express" arrived at Steamtown's yard Wednesday, Sep 20 at 4pm. Sometime around 8:00 am this morning, Steamtown's 2-8-2 no. 3254 hauled five coaches to the Delaware Water Gap and return. There were a few delays along the way, making us arrive back around 5:30, but it was a beautiful run. We rarely operate that early, so the sun added a new twist for those who were chasing the train. Two white diesels from the Delaware Lackawanna RR hauled the return trip.

Those who rode also had a good time. A D-L grain train movement to Pocono Summit kept us in E. Stroudsburg, so there was plenty of time to view the train, the town and the wooden switching tower. It was thought that the early-on delays might shorten the layover, but these folks were hungry by the time the train arrived at E. Stroudsburg, around 1:00. Train departed around 3:00.

Three Amtrak diesels will haul the 28 cars out of town this coming Sunday.

> Two white diesels from the Delaware Lackawanna RR hauled the return trip.

Why did they haul it back with diesels rather than steam?

Tim,

Congrats! A big time mid-week steam trip in the northeast! That's a rarity.

All accounts I have heard agree it was a great run. Scranton must look surreal with all the AARPCO cars in the yard.

Rob

PS: Nice shot by Dave Carney on RailPictures.Net




http://www.railpictures.net/viewphoto.php?id=159065

I'm sorry to say that it was a standard S'town offering. No run-bys(possibility of injury), no moving between cars(must stay in your original coach), no services(food-drink etc.) on the train, and typically late due to poor operating procedures many of which made no sense(i.e. a 4 sequence move near the DWG-E.Stroudsburg that could have/should have been done in 2) resulting in not only a late homecoming but a reduced time luncheon stop.
The reason they run West with dismals is that the NPS has never worked out a deal with NS to use the wye at Portland so they could turn the whole outfit.
Poor as it is,sadly it's as close as we get to mainline steam in the greater Northeast. Guess kissing your sister is better than no kiss at all???
Ross Rowland

All things are not as simple as they seem. Would you like to pay the dinero to use the NS' wye? Did it not say that people on the train had a good time? Can we not leave it as simple as that?

Joshua

For the "typical S'town offering" everyone seemed pretty content getting off the train. I chased the train for the first half of the day and it was quite a sight to see a steam engine pulling a string of vintage open window cars on a beautiful fall day. Beats a string of NJT Comet cars or a hodge-podge consist any day.

Speaking as someone who works with Steamtown on a day-to-day basis, I'd say the NPS operating practices could stand up against any excursion operator out there. They are safe & courteous and a pleasure to work with on an operating freight main line. As far as typically late, well in my experience as a dispatcher, Steamtown trains tend to run on time or early. Some early morning snafus may have held up departure, but the folks on the train did get their 2 hour scheduled lunch break. The train returned about 40 minutes late, a minor delay compared to some trips I've ridden.

After the trip I spoke to a few friends, fellow railroaders in fact, who said the trip went very well and that most people they saw or talked with were very pleased with the experience. Many "ohhs and ahh's" were heard when the train passed through the Water Gap. My friends from the trip were not private car owners, just members of the general public who were very pleased with what they got. Less than a dollar per mile, behind steam with open windows and ALCo assist.

For better or worse Steamtown does not have runby's. They do not advertise for them. You know what you're getting when you ride a Steamtown trip. As far as meal service, well lunch at a historic station isn't bad! As far as turning power at a wye, that has been approached before with no avail. Its not like Steamtown "forgot" to ask.

I do not work for Steamtown (and haven't for 7 years). I have nothing to gain or lose on the success or failure of these trips, nor have I any hidden agenda. Take this posting for what its worth.

I'm glad the trip ran. It wasn't a photographers special, just a nice fall train ride. I'm glad the people who chartered the train put their own money up to make it happen.

Dave Crosby

While I find much wrong with Steamtown's operations and trends, Thursday's trip was what should be the norm - a well run trip over a well maintained railroad with good scenery, historic value, and steam. The lunch stop went well. While most people choose to eat in the station, some people ate in the diner, pizza, and Chineese places along Crystal Street. The tower tours and the three historic groups set up on the platform added nicely to the experience. Personally, I enjoyed having the Alcos pull the train back to Scranton. However, it does point out that Steamtown has no working diesels. The NKP geep is nice, but perhaps a pair of F units to demonstrate what first conquered steam (hint: I know of 2 out of work F3's less than 30 miles from Scranton!).

This isn't meant to be a critique, just a question from somebody not familiar with the operation...

> The reason they run West with dismals is that the NPS has
> never worked out a deal with NS to use the wye at Portland
> so they could turn the whole outfit.

OK, so they can't turn the train, for whatever reason. Why not doesn't really enter into this question...

My question is why they wouldn't put the steam loco on the back (soon to be front) end of the train and pull it home. Does that engine not track well in reverse?

If they can't turn it, it would appear they run it home backwards as a light engine at some point. I'm guessing they do it at a slower speed, and the diesels haul the consist home at a faster pace?

Again, I'm not trying to say they're doing it wrong, just wondering what the factors behind the decision are.

Bob:
Whether the steamer led tender-first eastbound or westbound, it would track the same. However, running it in reverse for 60 miles or so, with a steep climb to Tobyhanna either way, would not be considered good form. The grade from East Stroudsburg is more challenging, given that E-Burg is about 300 ft. lower in elevation than Scranton. Toby is 1942 ft. above sea level

Now, I have been on several steam trips, such as NRHS conventions, where there was diesel on one end and steam on the other, and no one really complained. Steam on the out-bound leg of the trip seems to be more acceptable than on the return, but I'm not sure why. Perhaps in our minds, the real challenge is reaching the destination. Heading home is considered a piece of cake. And yet, any time a train is running, it is a challenge to operate safely dealing with all types of obstacles (people, autos, animals, nature).

The two white diesels I mentioned in the earlier post were M420 no. 2045, and RS32 no. 2035. The steamer filed in behind the two diesels after switching maneuvers in E-burg. Riders in coach 1157, with the boiler facing them, enjoyed the view. The AAPRCO cars really know how to fill a railroad yard, both track-wise and people-wise.
Tim O'Malley

Tim,

I have no issue with a tender or dismals (especially some white Alcos) on the lead in one direction, but I am still waiting for the trip when you guys run steam westbound. Ahh, to hear #3713 pound up Devil's Hole perhaps?

Rob