WF&P Logo News Letter Index

Jim Strain, club president, gives a weekly report of happenings at the railroad.

Another beautiful Sunday brought 957 passengers out to ride the WF&P. Out of towners Lew Schneider and Chris Brophy were both in attendance for the day and got to see no less than 5 steamers fired up. These being 928, 400, 535, 180 and 403. Steve Marx was excellent, as usual, handling the TM chores. Again thanks to all who volunteered as we had plenty of help.
 
Most photos attached are from Jimmy Scott and I included a few from the late run with 180 and a very full 4 car train. I was not able to stay for this run but Jerry Fritschle sent me a great rendition of the trip and I've included it below.
 
Best of luck to Chris Brophy as he headed back to Ely, Nevada today to pack up and move to Alamosa, Colorado. His first assignment after arriving at the San Luis & Rio Grande is to help move two former Grand Canyon RR steamers that SL&RG just purchased and are residing in the Northwest (I forget exactly where). Also thanks to Chris for all the help he has provided the last two weeks, it's great to see how much he has learned and how he puts that knowledge to very good use.
 
One photo is attached of the St. Louis Live-Steamers who were running on Saturday. This was there 2nd and final operation for the public this year but plan an expanded schedule next season. Congratulation to all on completion of the first phase of the railroad.
 
Today's work day was very busy with Welch and Lorance working on the carbarn; Scotty had Paul Smith, Neubie and Patterson helping him on rolling stock while Errante, Brophy and Tabernacki kept the machine shop humming.
 
Sunday's 180 trip by Jerry Fritschle,
 
Twilight was beginning to fall on this autumn afternoon, and a successful public operation of the WF&P had been completed.  However, a significant crowd remained.  A four-car consist remained set out, for a special excursion to be pulled by 180.

When Chris brought the locomotive to the train, he found it full.  Not only were members on board, but also several members of the general public who had lingered.  There was, for a time, some concern as to whether everyone would be able to board.  However, everyone was finally settled in.  Behind the train, Hunter sat in diesel locomotive 13.  Hunter would follow us, like a vulture, in case the steamer faltered.

Chris opened the throttle, and 180 took out the slack, traveling only a matter of some feet before hitting the grade to Meramec Junction.  The stack talk grew louder as the locomotive bit into the grade.  The engine was definitely laboring, but our slow steady pace tended to inspire confidence.  Still, it was a relief to hear Chris throttle back for the relatively flat run from Meramec Junction to Bluffs.

Behind us, Hunter followed at a safe distance, like a vulture.

The grade increases once again at Bluffs, cresting just before the east switch, and once again 180 put its back into it.  Once past Bluffs, we would be able to drift to Mohan, and a significant hurdle would have been overcome.  Mohan was reached in due time.   Somewhat to our surprise, though, Chris brought the train to a stop.

Behind us, at a safe distance, Hunter also stopped, and lurked.  Would he be able to pounce and be the hero of the day?

Sadly, for Hunter, it was not to be.  Despite the quip from some wag that everyone would have to put in another quarter (I'll take the Fifth regarding who that was), Chris only needed a moment to rebuild some pressure, that he had lost while  quenching the engine's thirst.  A better balance of fire and water would be maintained in the future.  Within a moment he had 180 ready to leave Mohan, for its final challenge, the climb to Summit.  Mohan main, eastbound, is upgrade where we had stopped, and 180 grunted loudly to get us moving.  For a second, water came out of the stack, as Chris had given enough throttle to make her prime.  Once we were moving, though, he was able to throttle back, the exhaust dried out,  and the assault on Summit began.

Behind us, Hunter followed at a safe distance, like a vulture.

The valiant locomotive sounded like an engine twice its size as we climbed the grade.  Actually this climb seemed a bit easier than the earlier climb to Meramec Junction.  Certainly the locomotive had a nice warm cylinder block by now, which was not cooling the steam (as might have been the case earlier), and had really hit its stride.

We knew that once Summit was topped, it would be downhill all the way to the wye.  Once again, hearing the locomotive throttle back was the sign that the conquest had been achieved.

Behind us, Hunter followed...well, you know.

The train stopped at Yeatman, and the locomotive was cut.  13 was ushered  into the siding, to wait while 180 was turned.  As 180 backed past us, for the first time we saw its headlight ablaze.  This completed a beautiful picture.

Everyone on board the train was having a wonderful time.  Several family members, notably Brad's mom and grandparents, were on board.  Our “general public” visitors also regarded the experience as a wonderful bonus, after having also ridden the last regularly scheduled train.

With the turn completed, Chris hooked up 180 to our consist.  The pop valve told us that 180 was ready to take us out of the “hole” that is Yeatman.  Summit would have to be attacked from the east this time.

We started very easily, as westbound trains from the wye start on a bit of a downgrade.  Before even leaving the wye, though, the slack was tight and the engine was talking.

Behind us, Hunter followed.  This would be the vulture's last chance to feed.  How would 180 fare on the westbound run?

The grade levels off briefly at the twin road crossing.  Chris did not throttle back, though,  for here is where we got an opportunity to take a run at the hill.  The train accelerated to what was by far the fastest speed of our run.  Within moments, Hunter was out of sight.

180 was in its optimum form now.  Chris had the fire and throttle in perfect tune.  While the climb was not without drama, there was never any doubt.  The only question was whether there would be an unexpected failure.  Also in question was whether we would once again stop at Mohan, for the engine to gather itself.

Not to be.  We rolled through Mohan without a moment's hesitation.  Unless we stalled on the climb to Bluffs, a non-stop run was now inevitable.  Once we reached Bluffs, it would be downhill all the way home.

By now, Hunter was forgotten.

As we rolled through Bluffs, it was just getting dark enough that one could imagine seeing the headlight of the engine starting to take effect on the rails ahead, which had a nice shine from the day's operations.

180 reached Glencoe to the sounds of applause.  Chris and Steve could be heard de-briefing, discussing the tune-up work that the locomotive still required, but there was no question that the run was successful and admirable.  This diminutive engine put on quite a show, like the “Little Engine That Could,” that is different from that put on by a larger power; 928, of course, would have pulled this train in its sleep.

We hoped that Hunter had fun running 13, anyway.  The vulture would not eat today.


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