Of course, I’d have to say Frisco #1522 with CB&Q #4960 a close second. Never got to ride behind #1522 but did see her a few times and can still see her sitting at our MOT in St. Louis. But did ride on steam excursions behind #4960 with my parents. And was able to ride behind her years later on the GCR, which was a thrill for me. I also like N&W #765, know some of the crew and finally got to see her a couple of years ago when she came to pull employee excursions. Since our railfan group was helping, we also got to ride one of the excursions.
And I’d have to add UP #844, also got to ride behind on steam special from Omaha to North Platte where we also got to ride across Bailey Yards from one side to other. Did see UP #3985 when she visited here also.
I have two: 1.) UPRR No. 844. The UPHS “Streamliner” had an article on the Hancock Three-chime (steamboat) whistle, stating that 844’s had “a flaw”. That ‘flaw’ makes her’s the most beautiful steam ‘voice’ ever. And, she’s never been off the UP roster.
2.) The Santa Fe’s 3776-class 4-8-4 of 1941. They handled “The Chief”, Nos. 19-20, and Nos. 7-8, The Fast Mail-Express, from La Junta to L. A., 1,234 miles, over Raton and Cajon, the ‘old’ line from Crookton to Williams via Ash Fork AZ (2.2+%) and across the tangents at over 100 mph, only needing helpers on Glorieta and Raton Pass’ 3.5% grades (helpers on Cajon were used to expidite 7-8, 19-20 on the heavily trafficed grades). They could be ‘turned’ in three hours to do it all again. No. 3780 made Santa Fe’s last revenue steam assignment from Belen to Mountainair, NM August 27, 1957. None were saved. 3765-class No. 3767 plus six 2900s, 1944, were saved, with No. 2926 being restored for operation at Albuquerque.
And, oh yes, Chief66’s favorite, the 3751 and her sisters made K.C.-L.A. trip with 23-24, The Grand Canyon Ltd., 1765 miles, the longest distance steam run in the country! Great choice Chief66.
Good point-“first time” steam excursion power to kindle a lifetime of rail passion. Mine was NKP Berkshire #759, Hoboken to Binghamton excursion, 1969.
765, without question. She was the first mainline steam locomotive I saw/chased in 1979, and I’ve been riding and chasing her ever since. Beautiful looks and sound. I’m happy to see 611 coming back to steam, but it doesn’t have the “look” of a classic steam locomotive, like 765 does, and 611 does not have that wonderful “shot-gun” exhaust.
#2 for me is C&O 614. I will never forget riding in an open window car behind her at 79 mph. Another great looking/sounding locomotive.
My favorite steam locomotive builder, as if you wouldn’t guess, is Lima.
The espee’s 4-8-8-4 cab forward, still on display at the Sacramento Rail Museum. When I was a kid, I watched them daily go double headed over the Redding trestle and through the cut, spewing thunder clouds of black diesel smoke as they began the climb to Shasta Lake and the Pit River Bridge. Ear-numbing sound and soot all over mom’s laundry hung out to dry.
American Locomotive Company’s Schenectady Works American 4-4-0. I just love the 4-4-0 Jupiter run here at Promontory Point. Baldwin also made a nice looking American 4-4-0 for Eureka & Palisades RR and Virginia & Truckee RR to name a couple. Hopefully someday the main line will once again connect to Promontory Point along the original right-of-way and allow Leviathan to visit Jupiter. Of course, who can not enjoy Challenger 3985 charge up Echo Canyon.
Concerning boosters - most all boosters, loco or tender where shut off by 15 mph. Loco boosters dominated tender boosters for these reasons: 1) extra steam piping and controls for tender boosters, 2) when a tender got empty, the weight over booster was lighter, allowing them to slip - alot! Loco’s weight never changed thus allowing the loco booster to maintain wanted performance (however those slipped now and then too).
Boosters did not have (that im aware of) any sort of cutoff (notice i said cut off, not cut out). Not needed, as in starting a train you dont use cut off. You want all the steam you can get in the cylinders (without slipping) until you get moving. By then the train is rolling fast enough that you need to cut out the booster.
Boosters were not synched to the drivers. Fed by their own steam delivery pipe they could operate seperately from the drivers, and did. Wheel diameters between driver and booster made this physically impossible. In a sense, you could move a steam loco by booster only.
Steam used by boosters (if i remember correctly) was in the range of 10% to 15% of total available steam. So a modern, superheated loco wouldnt even notice it had a booster.
Indiana Harbor Belt is probably the best known example of a tender booster. Which easily sticks out like a sore thumb. However, on a loco, they may be hard to see. The steam delivery pipe is a dead giveaway when not confused with injector delivery pipes. The steam pipe is always bigger.
Gotta go with the N&W 611. It’s the first locomotive Dad took me to see in '94 when it came through with the NS excursion. Been “in love” with it ever since. List goes as follows:
N&W J
N&W A
N&W Y6
pretty much anything made by the Roanoke shops of N&W
Hi guys! Newbie here, but I can’t think of a better place for my first post.
I can narrow my favorite locomotive down to two, and it is impossible for me to choose between them.
1A - C&O 614. Some of my fondest childhood memories are trainchasing the ACE 3000 test runs back in WV. I’ll never forget the thrill of standing with my dad and my younger brother watching that monster go by.
1B - NKP 765. Rode 765 a couple of times on the New River Train in the mid to late 80s. I grew up outside of Charleston, WV and lived on the Kanawha River. On excursion weekends, I could be in the upstairs bathroom of our house and look out the window to see the smoke rising from 765 on the other side of the river and catch a few short distant glimpses of the engine between houses as it roared past. I have a few old pictures from when I rode the NRT that I will try and post. Be gentle, I was only about 9 or 10 at the time!
It is my understanding that all that remains of the R& BMRR is owned by the Reading and Northern which is primarily freight and excursions with #425. The 2102 alledgedly sits in a barn in Port Clinton. I rode one of thosew R&BMRR excursions in the mid 80s pulled by 2102. I also have photos of a model of her in Reading dress in the lobby of the Baldwin Tower which still remains in Eddystone,Pa.I also have a souvenir record from the 1960s Iron Horse Rambles with Nos. 2100 and 2124. If I knew how to include photos I would as I think there are those who would appreciate seeing them.
The 2102 is first on my list, rode many excursion behind her. Be great to see her run.
Second, would be the 765. Can’t wait to see her this summer. Bought ttickets for the Youngstown - ashtabula trip. Should be a lot of steam this summer all over the us.
