As much as I occasionally like the idea of “its just so crazy, it might work”, I hate to see the otherwise productive discourses that we generally have on this board veer off into folly. The idea that Amtrak or NJT or other passenger railroad, is going to run steam WITH THEIR CREWS is completely infeasible. It’s a “nonstarter”.

The purpose of this board is to further the cause of preservation. Effort spent on unrealistic ventures isn’t helpful, if for no other reason than it detracts from what is possible. Moreover, pursuit of such things reinforces the rather deeply engrained notion in the rail industry that the preservation community is composed of primarily of “framers” who need to be treated like small children, lest they disrupt serious business for games of pretend.

IÂ’m not trying to be summarily dismissive, rain on anybodyÂ’s parade or to flame. However, a dose of reality is in order. There are substantial and compelling reasons that preclude ANY CONSIDERATION of a regular steam operation, staffed by the host roadÂ’s crews. Just consider the personnel issues alone:

Retraining- Running a P42 with main reservoir air, dynamics and onboard diagnostics is completely unlike running steam (even if you retrofit No. 30 brakes in the steamer). This would require extensive retraining of crews. Its akin to you or me stepping outside your On-Star equipped, idiot-light loaded, radial tire and 4 wheel, antilock disc brake and automatic transmission equipped 2003 automobile and running a model T Ford with drums, a pedal actuated transmission and its antiquated brakes and “no diagnostics”. on any interstate @ 65mph. Moreover in NORAC, (and I assume other operating rules) the engineer is the supervisor of everybody in the cab. To supervise a fireman, you need to know how to be a fireman. So, we have to train the engineer on two jobs. Oh yeah, don’t forget the road foremen. Before you ever get to see whether steam actually increases passenger revenue you have massive retraining costs. (the crews aren’t going to work for free)

Redeployment -Somebody has to fire the engine. Professional engineers work a long time to take ” the seat”, are they going to vacate it to support this venture? I don’t think they will just “jump at the chance” to say oh yeah, hand me a shovel. These guys are professionals, not framers. Of course that means an additional paycheck on every run.

Work Environment.-You now face the issue of a substantially changed work environment. Your average jeans and shirt Amtrak engineer is going to leave his air-conditioned cab to face the weather, boiler heat and cinders, and physical exertion he/she is not used to engaging in as a part of his/her work. The legal department will no doubt provide you with estimates of future liability for in-route cardiac infarctions, anthrasilicosis (black lung), emphysema and the various syndromes and conditions that will be invented or discovered by enterprising labor lawyers.

Safety- This cannot be overcome. No matter what you do, a steam engine presents reduced visibility with its protruding boiler. Moreover there is always the exposure related to a boiler explosion, no matter what the FRA has done with the revised regs. Radio transmissions in a P42 are clear and audible, in a 4-8-4, well thatÂ’s another story. Gee, more fun for those stiffs in legal, huh?

Culture- The Amtrak engineers I know are take great pains to conceal their enthusiast leanings for fear of being branded a foamer. These guys rely on each other to be totally dispassionate on duty and and at the bargaining table. Foamers get distracted and are just too happy to be there.

Collective Bargaining- Finally, donÂ’t forget that the Amtrak guys are unionized. If IÂ’m on the BLEÂ’s governing body, IÂ’m going to need to see some seriously overwhelming reason (job security or hazardous duty premium) to overcome my misgivings about the extra effort, discomfort and diminished safety to be imposed on my members. You canÂ’t just impose a steam engine on these guys-they have a contract which, if it doesnÂ’t explicity specify that they operate diesel-electric or electric engines-will certainly be held to do so implicitly by the NLRB or the courts.

This of course ignores the issues related to persuading Mr. Gunn, the lack of service facilities, lineside fuel and water outlets, marketability, the risk of litigation by irritated neighbors, the potential for determination by the EPA that steam used in revenue service is subject to the 2005 emission standards....and everthing else cited below.

superheater@rrmail.com