Photo taken at Missoula, Montana in September of 1952:

http://abpr2.railfan.net/abprphoto.cgi? ... np1382.jpg

One of four Northern Pacific S-4 class 4-6-0's donated by the railroad, number 1382 ended up in Helena, Montana. Anyone know its current condition?

Les

Les,

I spent a lot of time in the early eighties with this locomotive and it is in rather good shape. It was recently painted and is still in Beaty Park next to the former NP depot which is now Montana Rail Link.

She has a sister being rebuilt to operation in Tacoma, Washinton at present. She also has a sister in Missoula, Montana.

I think that she would make a great excursion engine for the segment between Helena and Great Falls known as the Wolfe Creek Canyon. It is one of the prettiest spots God ever made.

Take care,

JD Johnson, Morehead and North Fork Railroad Historian

As Ten-Wheelers go, the photo hints that this is one of the larger examples of the type. What are the locomotive's specifications?

How far outside of Helena (or Great Falls) is Wolfe Creek Canyon? The entire line between Helena & Great Falls is some 90 miles, yes? This is also a line segment presently out of service because of a washout closer to Great Falls, "nicht wahr?"

The Wolfe Creek Canyon is closer to Helena. I am not sure where the line is washed out but even if you just went 30 to 40 miles north of Helena, you would see some spectacular scenery that in my personal opinion is every bit as beautiful as any narrow gauge line in Colorado.

JD Johnson, Morehead and North Fork Railroad Historian

Everyone,

Here is the link to the Northern Pacific engine in Tacoma, Washington.
www.nprymuseum.org

They are coming along nicely with this engine even though they have had great trouble with the railroad.

Take care,

JD Johnson, Morehead and North Fork Railroad Historian

I don't know about being one of the larger examples of a 4-6-0, but here are the specs:

Drivers: 63"

Pressure: 200#

Cylinders: 21 x 30

Tractive effort: 35,700

Weight: 194,850#

Weight on drivers: 146,000#

NP #1382 was built by Baldwin (s/n 20596) in June of 1902


Les

Why was the engine converted to oil firing?

The 1364 is not in Tacoma it is in Toppenish, WA.

Richard

Richard,

You are correct. I guess I got my towns mixed up. I apologize to anyone I may have offended.

I hope to see her running sometime soon.

Thanks for the correction,

JD Johnson, Morehead and North Fork Railroad

The 1364 was in Tacoma for quite some time, and the original restoration project (1970's) was started there, which is probably why Tacoma came to mind.

The canyon is Wolf Creek (no "e"). The washout, if I recall, is near the very small town of Ulm, just a few miles southwest of Great Falls.

I agree with JD in that this is some of the very most spectacular scenery anywhere and would make a great tourist run. In addition, it is near the Gates of the Mountains and great museums in both Helena and Great Falls which highlight Lewis and Clark and the western artist Charlie Russell.

However, even in rural Montana the NIMBYS flourish. There is a strong movement afoot (pardon the expression) to convert this precious rail line to a trail. I hope that sanity prevails. With the freight demands on the MRL and the BNSF in Montana, I don't think we want any more track pulled up. This might be needed very soon.

I might add that I just checked out the 1364 in Missoula yesterday. Looks to be well cared for and complete, perhaps excepting some cab work (window sashes and glass seem to be missing). Paint is in good shape and the locomotive is protected by a fence (though no roof).

I must be getting sleepy. The S-4 in Missoula (that I checked out yesterday) is 1356.

Senior moment. . .

The Northern Pacific Railway Museum initially formed as the Yakima Valley Rail & Steam Museum and hosted Great Western 51. Initially the 51 was coal fired. On its inaugural run on the old NP mainline from Toppenish to Gibbon and back, coal cinders set approximately 50 fires. The train was followed by a speeder with some limited firefighting ability. The fires seemed to occur in groups of 3 or 4. The first one was no problem, even occurring in dry cheat grass. By the time the speeder crew would get to it, the fire would usually be only 4-6 feet in diameter. The second fire could not be attended to until the first was out and it would usually be 10-15 feet in diameter. By the time it was out the third would be 30 or 40 feet in diameter and could still be handled. The problem was the fourth one! By that time the fire engines and crews that were trailing the train and had to be called on to put it out as the speeder crew tried to catch up to the train and the next series of small fires. When all was said and done the largest fire was 3 or 4 acres. Fortunately, there was no serious damage; nonetheless further runs for the day were cancelled and the locomotive was converted to oil firing. On the remaining runs over the following year there were no further fires.

After this experience it was obvious that there would be no operations unless 1364 would be converted to oil firing. A second consideration was that the coal was very expensive in this area. Oil firing was done very successfully with used motor oil (1989-1991). I haven't heard too much lately but suspect EPA may object to used motor oil now so the previously almost free fuel will probably have to be replaced by more expensive reprocessed oil or bunker oil.
Doug Shearer
Toppenish WA