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Overlanders from around the USA and beyond converge on Mormon Lake Ranch for a weekend of fun and learning.
1.1982 Adelaide Yard - South Australia loco AN 520 shunting The Overland consist in platform (John Parkes Collection - Chris Drymalik Collection s0747)
It snowed the second day on the track. The ranger said it only snows several days in a year on the track and we were being lucky to see it.
This is where the tents are stored. The tents are supposedly 3 person tents. Actually, it is somewhat hard to determine whether a tent is a 2 person or a 3 person tent. How do you know? Each manufacturer has their own standards. Me, I have my own tent on the tour because we have an odd number of people. Someone has to sleep without a tent buddy and it might was well be me. I hope it remains that way for the entire trip. I need the space. I need the peace and quiet. I need to be able to wake up at 4 AM and not have to worry about whether or not I am going to wake someone else up. I need to be able to put my stuff in the tent without worrying about whether I am infringing on the space of another person.
Yukon Transportation Museum
In the 1950s, LeTourneau Inc. developed several overland trains, essentially oversized semi-trailer trucks that could travel over almost any terrain. Their intention was to be able to handle logistics needs without being dependent on local road or rail systems, allowing them to operate in back-country areas. Following a demonstration of the VC-12 Tournatrain, the US Army had three experimental units built with an eye to the requirements of building the remote DEW line, starting with the TC-264 Sno-Buggy.
Impressed with the results of the Sno-Buggy, in late 1954 the Army Transportation Corps asked LeTourneau to combine the features of the Tournatrain and Sno-Buggy into a new vehicle. LeTourneau called the result the YS-1 Army Sno-Train but the Army knew it as the Logistics Cargo Carrier, or LCC-1. The LCC-1 combined the wheels of the Sno-Buggy with the power system of the Tournatrain to produce a 16x16 vehicle with one locomotive and three cars capable of handling a load of 45 tons in total. The control cab was itself articulated into two compartments; a heated driving compartment in front for the crew of three, and a rear section containing the 600-hp diesel engine, generators and fuel tanks. The cab also sported a powered crane on the rear.
In spite of starting the project before the VC-22, the LCC-1 required much more customization, and was not completed until January 1956. After testing at the factory, it was handed over to the Army in March, and continued testing in snow at the TRADCOM proving grounds in Houghton, Michigan. After acceptance, it was sent to Greenland, and then traveled around the north for some time, making its last cargo run in 1962.
The LCC-1 eventually ended up abandoned in a salvage yard right behind Fort Wainwright, Fairbanks, Alaska. Today, the LCC-1 now has a permanent site at the Yukon Transportation Museum in Whitehorse, Yukon.