Leased steam locomotives

The Bevier and Southern Railroad leased (either 2 or 3, I don't remember) CB&Q O1a Mikado's and also had some ex-IC 2-6-0's.

When the Santa Fe absorbed the Kanas City, Mexico and Orient, it inherited a fleet of the Orient's ex-NYC 2-8-0's, becoming Santa Fe's 2504, 2506, 2507, 2535, 2550, 2552 and 2559 classes.

Also, the Santa Fe purchased 3 Pennsy 2-8-2's, 7 N&W Y3's and 3 B&M 2-8-4's to ease wartime power shortages.  6 of the 7 Y3's then went to the Virginian.

The UP also purchased some Y3's and C&O 2-8-8-2's.

Rusty

In 1982, the Fort Wayne RR Historical Society leased NKP 765 to the Southern Railway for 22 trips.

But that's not quite what you're talking about, is it? 

The D&RGW leased DM&IR 2-8-8-4s during WWII and SP leased CB&Q 2-6-2s.

ChipR

The C&O leased some RF&P 4-8-4's towards the end of steam. One of the RF&P engines was numbered 614 which conflicted with C&O 614. Since the C&O had retired some of it's 4-8-4's by the time, the famous 614 as we know today was numbered 611 until she was retired from the active roster.

The N & W s1 0-8-0's were formerly  C & O class  C-16 switchers.

While not leased the SP purchased some Berkshires from the B&M in 1944.

Chris

Rusty - Ahh, yes. Rode a Burlington 4960 fantrip to Galesburg in Dec 1960, and, lo and behold, another O1a was getting new flues in the roundhouse. It's destination: lease to the B&S!   Note: December 1960. !, and !!

Chip - Ah, yes, again. The WPB didn't want highly productive big locomotives like the Missabe Yellowstones sitting idle during the winter months of WW II, so some were sent to the Rio Grande and some to either the NP or GN (can't recall). One of the Rio Grande loaners, #224, rolled over on the Big Ten Curves, after losing her air. She survived, to return to ore train service and to pull one of the two last Yellowstone fantrips on the Missabe (July 1961). Had the good fortune to ride that trip and to ride the cab of 224, briefly, but it was stuffed full with about 15 other fans + railroad crew!

pfandprr - excellent reconaissance on the RF&P locomotives. Think the last batch of RF&P 4-8-4's lingered on to 1959, when they were scrapped.

Charlie - Yes, the C&O 0-8-0's were too good to scrap. Other well traveled locomotives were the Wabash 2-10-2's, which ended up on the MoPac and Chicago +Illinois Midland, but these were sales. An Ann Arbor 2-10-2 ended up on the KCS. The CB&Q leased to 2-10-2's and 4-8-2's to the C&S and the FW&D; of course they were subsidiaries, so they got 'em whether they liked it or not! And P&LE 2-8-4's to The Big Four.

Rich - And sister NKP #759 was leased for the Golden Spike Special in '69!

Firefighter - Was 614 retired as 611?

Thank you to all responders.  Any tidbit about the WM 4-8-4's? They were thoroughly modern (built 1947), all roller bearing, quick turn-around locomotives, out of service by August 1954. Seems as though they would have been good lease candidates.

      Funny thing, John W. Barriger, maverick RR CEO, suggested in the 1950's  that American railroads invest in a small pool of diesels that could be loaned around to pick up the slack in motive power shortages. That was not done in that era, but steam locomotives got the job!

Chris - Yes, the B&M 2-8-4's were sent out west to the Santa Fe and the Espee. Their appearance changed cosmetically and significantly. The less told story was that those locomotives had a less then optimum factor of adhesion (less then 4) as the trailing truck/frame shifted some of the weight off the drivers and onto the trailing truck. Think that is why B&M unloaded them, as they were slippery!

Mark,

The C&S also leased 4-6-0s to the CB&Q, what is good for the goose is good for the gander.

ChipR

Great info Mark thank you, I hadn't heard about the adhesion problems.  As for the cosmetic changes to me the most significant was the removal of the coffin feed water heater.

Chris    

"Firefighter - Was 614 retired as 611?"

If I remember correctly she was retired as 611 and resided in the deadline at Russell, KY into the late 60's/early70's. I'm pretty sure she was renumbered back to her original 614 number when she was donated to the B&O Museum in Baltimore, MD.

Chris - Yes, the Espee removed the coffin FWH's, but lingering in the back of my memory is a Santa Fe ex B&M 2-8-4 with an Elesco added! And the Espee substituted whaleback tenders (from retired cab-forward 2-8-8-2's?)!

       Bubbling up from my decaying memory is that the Texas & Pacific leased a USRA 2-8-2 (w/o a FWH!) from the FW&D in 1957 for Red River flood duty. Then the TP bought a light FW&D Mike in 1958 and used it briefly in May 1958. I recall reading that it handled some big trains - 156 cars - through flood waters, at 1 to 2 MPH, while exhausting very few times per minute! Sanding the rail probably did no good!

Chip -  C&S 4-6-0's #326 and 328 ended up in Chicago commute service. #'s 330 and 331 worked Black Hills passenger trains out of Edgemont, SD and #329 worked Galesburg-Peoria passenger (or were they mixeds?) trains in the '30's and '40's. They were relatively modern 4-6-0's, so still had some service life left after being bumped from the C&S mainline. They were built in 1906 by Brooks, with slanted cylinders and slide valves, but rebuilt in 1919 and 1920 with new cylinders, Walschaerts valve gear, and Schmidt superheaters. 

Mark - I've never heard of the WM leasing any of the Potomacs to the Pennsy. Rumors have swirled for decades that some WM steam went overseas, but there's no documented proof that I know of.

Hi Mark, here are a couple photos I posted a while back of the SP Berks.  Thanks for the great info on the T&P...sounds like they gave that Mike a huge work out.

 After the Coffin FWH removal and switch to the whale back tender.

Before the SP changes.

Chris

And I believe the FWRRHS leased 2716 from KRM for a while in 1995-96??

Add the Pennsy getting some Y3's off the N&W and three NYC J1's winding up on the Toronto Hamilton and Buffalo.

Rusty

It's a shame that the Western Maryland Potomacs had such a short service life, just 7 years. They were quite heavy, 506,500 lbs for the locomotive, but had every modern feature available: pressurized lubrication system, roller bearings, cast enigine + cylinders and cast tender bed. They were well-liked by WM crews as they rode well and steamed well. They were amoung the last steam locomotives produced by Baldwin for domestic use.

The Car & locomotive Shop model captures the feel of the locomotive very well.

PRR Leased N&W 610 for resting.

N&W and I beleive C&O each leased a PRR T1 for teasting

PRR Leased a C&O 2-10-4 for testing.

Amtrak used AFT 4449 to get her home to Portland OR.  Was that a lease?  Also, 4449's return home, she ran on the Southern.  Was that an Amtrak or SOU train.

Did not SOU also lease 4501, AFT 610 and a C&O berk for its steam program?

The Alco's; F's; GEEPs; limited operating territory; and competitive pressure between Cumberland and Connellsville did them in.  Sounds like a familiar tune for the demise of big steam.

Poppyl

PRR leased a number of N&W Y6, including at least one Y6b back in 1950. These were used on the Sandusky line of fortune and fame...later to feel the heat of leased AT&SF 5011 class units.  The N&W lease was also rumored to have included one Class A loco.

The famous 1956 lease also included Diesel power from a number of other lines, including Wabash and their two FM TM ex-demos 551 and 552.  OTOH, nobody in recent times leased PRR steam power...given the near hopeless condition it was in !

Tests? yes...purchase? yes...lease?  ....not if you can help it !

Chip - Ah, yes, again. The WPB didn't want highly productive big locomotives like the Missabe Yellowstones sitting idle during the winter months of WW II, so some were sent to the Rio Grande and some to either the NP or GN (can't recall).

I know the NP leased Missabe Yellowstones after the end of the Great Lakes shipping season and I believe that the GN did as well.  During the war the GN and NP would lease steam locomotives back and forth as needed at particular locations to improve utilization and prevent long power balancing moves.

The GN made one of the most unusual steam locomotive leases ever during WWII when they leased the GE steam turbine electrics and put them in service between Spokane and the start of the Stevens Pass electrification in Wenatchee.

http://utahrails.wordpress.com...after-union-pacific/

The NKP was short on power during WWII and leased some C&O, Lackawanna and PM 2-8-2's.  They were mostly used on the line between Lima and Frankfort, Ind.  The NKP even managed to blow up one of the C&O mikes.

The 4449 trips on Southern were officially part of the Southern Railway Steam Program.  She operated an Atlanta, GA to Alexandria, VA one way trip in 1976, and a couple of Birmingham, AL to Chattanooga, TN turns in 1977.

As far as the steam program goes, that's a list of about 17 steam engines over the 28 year history, plus a couple more that operated over the Southern/N&W without actually being part of the Steam Program.

Kevin

Jim Wrinn Steam's Camelot gave a detail look into the Southern/Norfolk Southern Steam Excrusions from start to finish and is a very good book.

NKP 765, CP2839 , L&N 152 ,T&P610, C&O2716 I believe where all leased. There where other locomotives that was used on shorter excursion trips and ran on Sou/NS but wasn't part of the Sou/NS Excursion Program itself.