They could doublehead on the Thomas trains, the 1187 and Thomas himself - that way they could maybe go further on the line?

Obviously I was joking, but now that I think about it, maybe 1187 could fill a role as another "Thomas" theme character. Its smaller size also makes it more approachable for the under -5 set.

Steaming capacity you say? From my humble experiences, this alleged scenario sounds like a textbook situation of poor firing. Of course, I could be wrong. It was only an 0-4-0 Reading camelback after all and wasn't exactly designed for "road" service, but when has that ever stopped Strasburg? (CN 7312). And, it's quite possible that the boiler design was ultimately not suited for what the engine needed.

As I recall, the firebox on this style of locomotive was not particularly small, hence its purpose of design. I've fired many small boiler locomotives in my day and a share of larger ones. That being said,I find it very hard to believe with five, six or hell, seven wooden coaches, that a low-driver 0-4-0 camelback can't maintain boiler pressure on a 4.5 mile railroad with minimal grades. With it's oversize firebox and short tube length, my experience would deem that it should have no trouble maintaining boiler pressure, even with a longer train. I think, that before it allegedly would "run outta steam" that it wouldn't be able to hold the rail, i.e lack of TE or tractive effort. This is just as condemning as lack of boiler pressure and IMHO more believable just for the sheer fact that it was a small engine with minimal weight over the axels.

Thoughts anybody?
DC

DC I suspect there's a combination of factors that led to the sidelining of RDG1187. I'm not sure if it ran up on tube/boiler time or other such potential repairs. Additionally an 0-4-0, just like the 0-6-0, is hard on fragile track, which was the case when the Strasburg began tourist operations. Remember, back then The Strasburg didn't have the same resources it has now. I have seen picures of 1187 in action with another locomotive on the rear. Not sure if that was a common practice for the 1187. But of course in todays world they have the expertise and equipment to do anything! Wish I could write the check!
Loco3750

According to Bert Pennypacker's Reading Power Pictorial (1973): Grate area 40 square feet; tender capacity 5.5 tons and 3500 gallons, 50" drivers, 200 psi, 16x24 cylinders, 104,800 lbs. on drivers, 20,890 lbs. TE. These A-4's and A-5's were allegedly frequently doubleheaded in yards to drag a heavy load.

Your biggest fallacy is assuming that the railroad has "minimal" grades. I'll let Poo-Bahs Anderson and Weaver confirm, but as I recall the grade westbound through Cherry Hill is somewhere around 1.5%. "7002" and 1223 used to have problems with this grade, being relatively high-drivered passenger locomotives.

Hey Donald. I'm only going by what I was told by Strasburg personnel about the 1187's steaming capacity. It is also stated in "The Road To Paradise" book that the Strasburg sells. The claim is she has the power to pull an 8 car train, but runs out of steam on the grade. The 44 ton diesel moved an 8 car train over the line in a rescue move. The 1187 is actually 8-10 tons heavier, tender not included, so I'm not sure about the tractive effort issue. My Dad was actually lucky enough to ride behind 1187 (#4 at the time). She pulled a 4 coach train without a problem. I would love to see her pull a 4 coach train again during the off peak season. Regarding the steaming capacity or tractive effort question, I think we could get the proper answer from Mr. Kelly Anderson.

Gentleman,

This isn't my first rodeo. I wouldn't dare bother somebody as prestigious as Mr. Anderson or Mr. Weaver about a simple topography question anybody with a brain could figure out on Google. I know the grade percentages and locations and stand by my statement.

Cjl330, I knew right away where you had heard that. I'm sure just about all of us have read the "Road to Paradise" in all its forms time and again.

Anywho, back to the discussion! I'm merely trying get to the bottom of this reasoning that it lacked steaming capacity as stated. Does that imply it lacks the ability to maintain working pressure under load? Was it an inefficient locomotive overall i.e a bear to fire? Perhaps, its particular design hampered its steaming qualities? Maybe I'm reading into this too much, but that is the beauty of this forum; education!

Best to all!!
DC

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Still, it is an artifact unique in the world of operational locomotives, and it deserves something better than being relegated to the RIP track. If it can be brought back to a service condition, restored to operation, even restored for covered display, it makes sense to begin sooner, rather than later. She is far more valuable as an intact artifact, rather than an exposed hulk on a to-do list.
I am not criticizing Strasburg or the railroads management policy, which I feel is intelligent and measured. I am merely making an observation.

Honestly, while I'm very pleased to see she remains in good condition, I'm also surprised that she hasn't been deemed surplus and regulated out of the engine house.

Spend the money to restore with no intention of operating? That doesn't sound like a sound business practice. Unless you're talking about a simple coat of paint.

For the longest while, Strasburg 4 sat over at the RR Museum of Pa. painted as Reading 1187. That paint job didn't last long in Pennsylvania weather, as I recall. Also, many fans assumed that the loco had been donated to the Museum.

Only the shareholders know for sure what the official position is, but one could ask if there's any reason the #4 hasn't finally earned retirement and a good home across the street? Come on, the thing has been in limbo for most of its 46.5 years at East Strasburg!

All I will say about #4 is that the plans for the locomotive are still in the discussion stage. We still own it, and no, it won't be made into Chevys.

Rick

After reading the posts by Mr. Anderson and Mr. Musser, I can definitely say I want to see 1187 running again. I wonder how her performance would be with a refurbished boiler with a new set of flues/tubes, and properly timed valves? I would bet she could reliably haul 5 coaches over the line. The 1223 didn't have much more tractive effort, she was high drivered, and she could be trusted with a 6 car train. At this time, I would like to ask Mr. Anderson and Mr. Musser: is there is anything that we in the railfan community can do to assist the Strasburg to restore the 1187 to operating condition? (Other than buying lots of tickets).

Perhaps the disscussions to restore 1187 would come true if Strasburg management knew that the only problem would be the parking lot wouldn't be big enough. Certainly the restoration of the LIRR PRR G5 39 and subsequent operation of said G5 through a lease arrangement would cause the parking lots to fill up! I wonder, is there enuogh of us out there?
Loco3750