I was thinking that I should offer a description running the Snow and Steam trains from the perspective of 9's engine crew. I think it typifies winter railroading in Maine at the turn of the 19th century.
The temperature was in the single digits when we started at about 7 AM. The weather the night before had left a coating of ice and sleet and then snow. Fortunately the snow wasn't too deep but enough to require another plowing of the line as it was several inches over the rail in many places.
7 and 9 were hauled out and the fires started. Planning ahead, firewood had been brought inside the shop a couple of days before to thaw and dry out.
Consequently, Dan made quick work of lighting the fire and after a while steam was raised. Also thankfully, Bryce had oiled around before 9 was brought outside. Mike brought over a scoop of coal and we filled up the tender bunker. It was cold enough that I was grateful to be in the cab and wished I had added another layer of clothing. I imagined it must be pretty chilly out on the plow train.
Once we were ready to go, we had to go up to the north yard to pick up our train. With the grade and snow, I anticipated a fair amount of slipping to climb up to the barn, but with the track crew doing such a great job of clearing the rails it wasn't bad.
Water was taken on the way in and we spotted the train at the station.
After getting the go ahead, we pulled out. The train was very stiff from the cold and the solid bearings and it took a unusually heavy throttle to keep moving. Once past the yard limit, the first challenge was the crossing at Jane's Way, where there was still enough snow and ice to cause 9 to loose her feet for a bit. After that it was clear that the snow was still covering the rails and traction was going to be poor. With a loud bark 9 would dig in, slip a little, then dig in, slip a little and this was the pattern all the way. At times the drivers were spinning faster than we were going, but not in an uncontrolled way.
We tried to gain some speed for Cockeye Curve, but with more steam about all that would happen was more slipping. On the first curve she settled into a steady pace and was able to hold that up to the next crossing at MLM. Dan was shoveling furiously all this time, and the gauge stayed at about 110 pounds despite the load.
Once again we tried to make a run for the grade after Hummason Brook, but again the poor traction and cold bearings kept us at a moderate slog, but she dug in and we made it to Alna Center, where we were going to stop but then thankfully we didn't and were able to crest the grade. At that point I realized that we were at full throttle all the way up to Alna Center. I actually had to use steam to keep up the pace down the Ladder and all the way to Top of the Mountain.
Again snow on the rails stopped us short of the platform, so I had to back down with sanders going and then was able to make it up to put the car steps on the platform. The horse drawn sleigh was waiting, as was the plow train with 52.
Dan did a great job of firing, keeping the pressure above 100 despite having to use full throttle for much of the trip. Snow was packed in around all the running gear.
The trip back was interesting also, starting up the grade southbound out of TOM it felt like a brake was on. After stopping and inspection, we backed up a bit and tried again. Either it was just the drag or whichever brake was sticking unstuck, and we made our way back to Alna Center. Again, a lot of throttle was needed.
We took the siding and waited for the northbound train with No. 7. In the distance, we could see her just south of Trask's Crossing, and seemed to not be moving. After a bit much steam and smoke was seen and it became clear she was making her way towards us.
After 7's train passed, No 52 and the morning's plow train, which was waiting in the siding ahead of us, departed for Sheepscot and we waited another 10 minutes and proceeded south. It was still necessary to use steam all the way back, which I don't remember ever needing to do before.
When we reached Sheepscot we pulled into the station. I looked in the coal bunker and realized it was half gone!
The second trip was much more normal, with the snow off the rails and the bearings warmed up. When we got to TOM the second time, I asked Dan if he would have liked to do this 5 or 6 days a week, as they did in the 'good' old days. All I got was a look.
Personally I am very grateful for all the effort put in by the many volunteers that make this all possible. It is an amazing amount of work that goes into all the preparations. Doing it in winter is both exciting and daunting.
