Please discuss the C&O 2716

From what little I have heard, it would require AT LEAST as much work as 765 got in the early 2000's and probably somewhat more.  That would likely get you around the million dollar mark and beyond, even with free labor for all the grunt work.

$$$$  and you'd need a place to run her.

Various patches and heavy repairs were made to the firebox of the 2716 in 1995 and that part brought her up to pretty good shape.  FWRHS only got to run her at Logansport and a couple of on-site fire ups before the 2716 got ensnared in the new 1472 day boiler rules in the aftermath of the Gettysburg boiler explosion.  FWRHS was not willing to put that much money and effort into a leased engine so she was eventually returned to KRM.

Driver tires and most of the running gear were very good.  The drivers need all new springs.  The entire engine sits something like 3-5" lower than she should because of the tired springs. 

Personally, I would rather see the Kentucky Railway Museum restore to operation their beautiful Pacific #152. 

Truthfully, the 152 would likely suit their needs a lot better than 2716, but it sure would be nice to see a C&O Kanawha back in steam. My question is, how much (if at all) has the 2716 deteriorated in all the years since FWRHS sent it home?  I also seem to remember that when the FWRHS went to return it, it was rejected for movement for some defect and I know it sat in East Wayne Yard for a good while before finally shipping out.  NKP779, am I remembering this right? 

Dieselbob: You are remembering things very well.  At that time, arrangements were not finalized with CSX and it was delivered prematurely.  There were no defects per se. Once done, it moved without a problem.

Ok, thanks for the info.  For some reason, I was thinking there was some wheel defect or something.

I thought 2789 was being lined up for restoration at some point, although twin K4 operation would get me and my camera out of the house in short order !

They moved 2789 from Peru to North Judson somewhere around 1990-ish, when the CSX was getting ready to abandon the line through Peru. I had hoped they would get some momentum and get this one restored, but it has yet to come to fruition. If I hit the Powerball, that engine would see steam again if it's in any kind of shape.

The comment re driver springs brought to mind something usually not noticed on the Van Sweringen berks, including NKP and C&O. Some individual NKP engines had all leaf driver springs, several NKP Berks had coils on the #4 driver set, and some had coils on the rear two driver sets. I also understand that on at least one C&O order, either three or four driver sets all had coils. No one I have talked to, including those with complete sets of NKP Berkshire drawings, know why.....

Hudson5432 - very observant.  And no, it is not obvious why that is so.

I never noticed it when these engines on NKP were in service. However, looking at my old slides and especially those I took of the drivers, it sticks out like a sore thumb! One guess is that the ride was better with coils, especially at the #4 position, but no one to ask......