Maybe they hate steam engines. The only way I'd hate one would be if I was trying to sleep near a heritage railroad/railway and the engine woke me. I grew up on model TTTE and how could I hate them after the kind of childhood I had?

I was able to ride a couple times with my uncles as a kid... rides were on diesel locos but great rides just the same!

Its too big Wont fit in the tunnel

Indeed.

Ah 4014 is soon gonna be reborned

@@TechnoYacy Already rollin' on the rails :)

melted cheetah I already know :)

Axis.... Apparently, you have never seen the Union Pacifics "Challenger" (4-6-6-4 articulated) No.3985 (pronounced - thirty-nine eighty-five) if you think that a Northern class (4-8-4 wheel arrangement) like the one in this video is "MASSIVE"..... then there is the Union Pacifics No.4014 (4000 class - 4-8-8-4) which is now very close to coming out of the shops at Cheyenne to begin it's first live steam tests (has already completed the hydro tests and easily passed) for the FRA certifications, power tests (after live steam pressure test certification) and shake-down runs. The UP 4014, is TWO of what you see here, under one boiler.... all 1,239,000 lbs of it at 132 ft 9+inches long! It will be heading (if all goes well) the special 150th Golden Spike Anniversary Train westbound for Ogden, UT for the festivities on May 10th - 12th (2019)... and will be double heading with UP's 844... which is not only a Northern (4-8-4) class like this one in the video here, but holds the distinction of not only being the UP's last steam locomotive received (in1944), but The ONLY operating steam locomotive on Any Class One railroad, anywhere.... that has NEVER been retired from active service!! The UP's Challenger (No.3985) is currently sitting in the steam shop at Cheyenne (WY.), and is in need of extensive firebox work..... which will begin as soon as the crews return with the 150th Anniversary Train from Ogden,UT and elsewhere in late May.... however, UP has decided to do a full teardown, rebuild and upgrade of the Challenger, just as they have, and are doing on the 4014... (there were only 25 of them built.. and only for the UPRR.). The name "Big Boy" was written in chalk across the side of the front, top steam dome on the first one built (N0.4000), just before it left the ALCO plant in Schenectady, NY in Sept. 1941 and headed for UP's headquarters in Omaha, by an unknown (who did it?) worker at the ALCO plant. Nebraska (arrived Sunday evening, at approximately 5:20pm on Sept. 12th, 1941)... for inspection and acceptance before going on to it's "home" in Cheyenne... where all 25 were based out of, although some were kept at Green River for the run west, over the Wasatch Mountains into Utah to Ogden and SLC (Salt Lake City) yards. They were initially to be classed (when ordered by Otto Jabelmann - UP's Chief Mechanical Engineer and designer of the Challengers and the 4000 class) as the Wasatch Class (as they were specifically designed to haul tonnage freights over Harriman and the Wasatch Mountains), but when the No.4000 arrived in Omaha, "Big Boy" was still on the dome, and the class became known around the world as the UP Big Boys.

@@Romans--bo7br This comment was completely unnecessary. You could've written it a lot shorter, you know.

I admire your wishful thinking, but that won't happen anytime soon.

@@bossmansal67 It could be possible, a red prototype steam locomotive finished near the end of the steam era, called Red devil in south Africa could produce 5000 horsepower all on its own, not even considering its immense increase in power once it got moving. It has a 2-8-2 wheel arrangement, but it was too late and of no news to the rise of the diesel power world with common diesel locomotives at the time producing barely 2000 horsepower because of the willingness of railway cooperations to cut costs and manpower in the short term to significantly improve profits.

How are you going to "boycott" superior technology?

@@MarcABrown-tt1fp The continuous tractive effort of red devil is a *pathetic* 37,000 pounds-force, but the continuous tractive effort of an AC44C6M is 180,000 pounds force. The AC44C6M has dynamic braking, a comfortable cab, and M.U. functionality. In the long run though for cost and environmental purposes, electric locomotives, powered by catenary would be the best. The T.G.V. is king of speed with a record of ~357 miles per hour.

Pipe dream im afraid, BUt we should remove all park locos and preserve them properly, preferably operational!

You just look at what you have and replicate it as best you can.Sometimes may even have to work from photographs!

Quite possible there are original documents still in existence. Some railroads saved this stuff or donated it.