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I doubt it but never say never. I think some of 1218's parts were lost not sure which one's. Hot Water probably knows.
1)We can't even get enough money to build the maintence building.
2)NS is now very anti-steam. The engine is not even allowed to run locally
3)Stupid city council moved the bus depot right in front of the museum eliminating the parking used for special events that the museum needs for funding.
4) The bus depot has brought a large amount of drug traffic to the front of the museum. Every morning the staff has to collect piles of used needles in front of the museum. The museum has complained and the council said the museum should more tolerate of those who struggle with issues. They called the complaints racist.
Raising money to fund a train that was stripped of its insides, without anywhere to run it when the museum is struggling to stay afloat isn't going to happen.
Scott Smith
The 611 was returned to service to great fanfare here in Roanoke and now It can't run here anymore. You have to go to Strasburg or Spencer to see her run. I do not think money would be spent on an engine you cannot run anywhere.
@scott.smith posted:
Don't forget that a few months ago it was suggested to the state to bring the museum under state control. That could either make fund issues worse or better. I remember seeing some fans on FB asking if the museum would be relocated if such a take over happened.
Interested in what exactly happened to it's "insides"? Saw it run in Chillicothe Ohio a while back and it was awesome.
Scott can answer this better than anyone which he pretty much has but I believe that parts were robbed off of 1218 for 611 and those parts were/are no longer available or can be reproduced. Again read Scott’s previous post.
@RJT posted:Scott can answer this better than anyone which he pretty much has but I believe that parts were robbed off of 1218 for 611 and those parts were/are no longer available or can be reproduced. Again read Scott’s previous post.
They were not robbed for the 611. The 1218 was to be restored back in the late 80's or early 90's. The president of NS Goode decided to end the program for safety concerns. He saw kids charging towards the locomotive as to arrived and thought it would lead to a disastrous event. The 1218 had already been broken down for the restoration. Instead of allowing the work to proceed he had the internal workings auctioned off. UP bought some of the parts.
Scott Smith
@scott.smith posted:1)We can't even get enough money to build the maintence building.
2)NS is now very anti-steam. The engine is not even allowed to run locally
3)Stupid city council moved the bus depot right in front of the museum eliminating the parking used for special events that the museum needs for funding.
4) The bus depot has brought a large amount of drug traffic to the front of the museum. Every morning the staff has to collect piles of used needles in front of the museum. The museum has complained and the council said the museum should more tolerate of those who struggle with issues. They called the complaints racist.
Raising money to fund a train that was stripped of its insides, without anywhere to run it when the museum is struggling to stay afloat isn't going to happen.
Scott Smith
unfortunate sign of the times Scott...try to hang in there joe
Thanks Scott. I understand now and remember that happening. The weird thing is that we have more steam operational than ever but fewer places for it to run. The one in Nashville, the SF steamer in Albuquerque, the list goes on. Maybe they could all run with 1309 on WM? 261 has to run on short lines at this point. 4449 hasn't been out in forever. Indeed, why restore more of them when the ones we have (save the 4014 and 844) can't stretch their legs?
@scott.smith posted:1)We can't even get enough money to build the maintence building.
2)NS is now very anti-steam. The engine is not even allowed to run locally
3)Stupid city council moved the bus depot right in front of the museum eliminating the parking used for special events that the museum needs for funding.
4) The bus depot has brought a large amount of drug traffic to the front of the museum. Every morning the staff has to collect piles of used needles in front of the museum. The museum has complained and the council said the museum should more tolerate of those who struggle with issues. They called the complaints racist.
Raising money to fund a train that was stripped of its insides, without anywhere to run it when the museum is struggling to stay afloat isn't going to happen.
Scott Smith
Sad, I’ve visited once but after reading this I’ll never visit again. If the city won’t support their Heritage and the museum it may be time to take drastic measures. Two options as I see it. Move or dissolve the museum and sell the assets.
@Dougklink posted:Interested in what exactly happened to it's "insides"? Saw it run in Chillicothe Ohio a while back and it was awesome.
Short version. In late 1991/early 1992, 1218 was torn down for an overhaul. Then plan (as of Spring 1994) was that 1218 would be back for the 1996 season. NS was planning for a flue extension for 611 in 1995, and then 1218 would return the following year. The engine was still in the torn down state when the plug was pulled on the steam program in the fall of 1994.
Here's the current state from what I've been told...
Running gear work is finished. Firebox was tack welded back in place. Would need finishing. Needs a front and/or rear tube sheet. This isn't a big deal--611 got a new rear sheet in 2014. Flues and tubes are gone. They would need replacing anyways. Less work to do. Superheaters are gone. This is probably the single most expensive thing to replace. A few appliances were sold at the auction. They can be replaced. The engine was reassembled to the point that it looked good cosmetically. A lot of extra parts were stored in a boxcar, which VMT has.
So if you want to run it. Finish the firebox work. Do your 1472. Cut and flange 2 sheets. Order tubes/flues and make new superheaters. Source a few appliances. There's probably a bit more, but it's not as bad as you think. The knowledge and people are out there to do the work. Oh...the biggest one...find some track where it can make enough money to justify doing the above work. Strasburg and Spencer are not viable options to justify the cost of rebuilding it.
In the meantime, it's protected. Visit the museum. Give a donation. Tomorrow may be a brighter day.
Well said. Thanks!
@kgdjpubs posted:The knowledge and people are out there to do the work. Oh...the biggest one...find some track where it can make enough money to justify doing the above work. Strasburg and Spencer are not viable options to justify the cost of rebuilding it.
In the meantime, it's protected. Visit the museum. Give a donation. Tomorrow may be a brighter day.
This 100%. VMT is great and a must-see for anyone visiting Roanoke. It's in an urban center whose crime and drug problems pale in comparison to others (e.g., B & O Railroad Museum in Baltimore). But there's a lot of cool stuff to do in and around Roanoke too. Visit one of the many outstanding breweries immediately around the Museum -- VA and NC make some of the best craft beer in the country! Drive up to Mill Mountain and see the Star and the city from the overlook. Check out the restored Virginian station. Stay at the Hotel Roanoke, N & W's crown jewel (Christmastime is especially magnificent). Peek thru the fence at the Roanoke Shops (yep, still there for now, albeit shut down). Venture out a little and drive on the Blue Ridge Parkway. And of course, visit the O. Winston Link Museum too!
If / once there is a place to run 1218, the money will be there for its restoration. It's not running on NS trackage any time soon, unless it's en route to go run somewhere else.
@scott.smith posted:1)We can't even get enough money to build the maintence building.
2)NS is now very anti-steam. The engine is not even allowed to run locally
3)Stupid city council moved the bus depot right in front of the museum eliminating the parking used for special events that the museum needs for funding.
4) The bus depot has brought a large amount of drug traffic to the front of the museum. Every morning the staff has to collect piles of used needles in front of the museum. The museum has complained and the council said the museum should more tolerate of those who struggle with issues. They called the complaints racist.
Raising money to fund a train that was stripped of its insides, without anywhere to run it when the museum is struggling to stay afloat isn't going to happen.
Scott Smith
Hang in there Scott. There are many people all over the country who love the museum and its collections and most importantly the history of railroading in Roanoke. The history of railroading *IS* the history of Roanoke, and that's not going to change.
Why is NS so anti-steam?
@leonxu4198 posted:Why is NS so anti-steam?
Liability. The 1986 derailment of a 23 car passenger train pulled by 611 during an employee appreciation event injured 177 NS employees and their family members. That was the beginning of the end for heritage steam under the modern NS.
No, it has nothing to do with that 1986 accident. NS ran a lot of steam in 2011 through 2015. I know…I ran a lot of it in NKP 765.
It is the nonsense surrounding PSR, which is supposed to mean “Precision Scheduled Railroading” but in reality is more like “Pretty Sh***y Railroading.” NS, and most of the other Class 1 railroads, are hurting for crews right now because so many people have left the industry because of PSR. In fact, NS is hurting for crews so bad that they approved for service a female conductor candidate who actually FELL OFF a moving freight car during training. Talk about scraping the bottom of the barrel.
The railroads are entirely focused on improving shareholder value right now, while crews and customers are taking it on the chin. And many of their experienced crew people have simply left the industry and found other work.
@Rich Melvin posted:No, it has nothing to do with that 1986 accident. NS ran a lot of steam in 2011 through 2015. I know…I ran a lot of it in NKP 765.
It is the nonsense surrounding PSR, which is supposed to mean “Precision Scheduled Railroading” but in reality is more like “Pretty Sh***y Railroading.” NS, and most of the other Class 1 railroads, are hurting for crews right now because so many people have left the industry because of PSR. In fact, NS is hurting for crews so bad that they approved for service a female conductor candidate who actually FELL OFF a moving freight car during training. Talk about scraping the bottom of the barrel.
The railroads are entirely focused on improving shareholder value right now, while crews and customers are taking it on the chin. And many of their experienced crew people have simply left the industry and found other work.
To be clear, I said the 1986 accident was the beginning of the end of NS heritage steam, not the end. And given your personal experience, obviously you would know more than me. However, I will say that while you're correct about PSR, liability is intrinsically tied to shareholder value. All it takes is one high-profile incident to make a very expensive mess for a Class I. Ask the UP Steam Team about their biggest fear -- it's some moron running onto the track and getting hit, and having the whole shindig permanently cancelled because an idiot couldn't be bothered with following basic safety instructions.
@BlueFeather posted:To be clear, I said the 1986 accident was the beginning of the end of NS heritage steam, not the end. And given your personal experience, obviously you would know more than me. However, I will say that while you're correct about PSR, liability is intrinsically tied to shareholder value. All it takes is one high-profile incident to make a very expensive mess for a Class I. Ask the UP Steam Team about their biggest fear -- it's some moron running onto the track and getting hit, and having the whole shindig permanently cancelled because an idiot couldn't be bothered with following basic safety instructions.
Yet,,,,,,,,,,,,,the UP did NOT cancel the "whole shindig", and has continued to tour both the 844 and even more often, 4014.
@BlueFeather posted:Ask the UP Steam Team about their biggest fear -- it's some moron running onto the track and getting hit, and having the whole shindig permanently cancelled because an idiot couldn't be bothered with following basic safety instructions.
Unless your eluding to this fact. Someone did get killed by 844 by standing too close to the tracks while filming.
A few years later UP runs 4014 all over the line drawing spectators out in droves.
Incidents are what insurance is for. Insurance doesn't cover revenue freight trains that are delayed by excursions for railfans.
Both UP and NS (and any Class I who would run heritage operations on their ROW) need to consider a multitude of factors, including liability, PSR and heritage's potential effect on those efficiencies, staffing, potential marketing benefits, etc. For now, UP has made a different choice than NS (lucky for all of us), but they're different railroads, and they always have been. You guys have certainly read it, but the excellent book "The Men Who Loved Trains" by Rush Loving Jr. gives great insights into how these huge railroads make decisions in this modern era, specifically re: the East Coast railroads and NYC / PRR --> Penn Central --> Conrail --> NS / CSX. To Rich's point, shareholder value seems to be the #1 decision point the execs at the very top of the pyramids use, while historically it was often the upper middle managers who were railroad "lifers" who knew their systems that knew how best to actually run the show.
@RickO posted:Unless your eluding to this fact. Someone did get killed by 844 by standing too close to the tracks while filming.
A few years later UP runs 4014 all over the line drawing spectators out in droves.
Incidents are what insurance is for. Insurance doesn't cover revenue freight trains that are delayed by excursions for railfans.
My point is, stuff happens. The Big Boy attracts many thousands of people when it visits a major city. Revenue freights don't. The chance of an accident goes up significantly when you have that many people around, all fighting to get as close as they can for a cellphone pic of the locomotive. Many of them know nothing about trains and how dangerous they can be. There's a reason that NS didn't publish 611's schedule en route to / from Strasburg and it had nothing to do with PSR.
@BlueFeather posted:...For now, UP has made a different choice than NS (lucky for all of us), but they're different railroads, and they always have been...
Hidden in that sentence is the bottom line as to whether a railroad will run steam or not. It has less to do with insurance, liability, PSR, etc. than it does with the man at the top. If the boss wants to run steam, the railroad will run steam.
Norfolk Southern is a textbook example. When David Goode was the CEO, the steam program he inherited ground down to a halt because he didn't want to run it. What happened when Wick Moorman took over as CEO? NS ran steam all over the system. Why? Because the boss wanted to, that's why.
I've seen this pendulum swing back and forth over the decades several times. In the late 80s and early 90s, we could run 765 almost anywhere we wanted to on CSX, but not a mile on NS. That's because the CEO at CSX at the time was OK with it, but the CEO at NS was not. In the 2000s, we ran all over NS and couldn't run a mile on CSX. The CEO at CSX did not want to run steam, but the CEO at NS at the time enjoyed it. The pendulum had swung.
It will swing again...it always does.
Isn’t the current NS CEO about to retire??? Things could swing back sooner than you think, or maybe not.
Good points although the other part of the equation these days seems to be system capacity, i.e. the delay of the 4014 trip.
@Rich Melvin posted:Hidden in that sentence is the bottom line as to whether a railroad will run steam or not. It has less to do with insurance, liability, PSR, etc. than it does with the man at the top. If the boss wants to run steam, the railroad will run steam.
Norfolk Southern in a textbook example. When David Goode was the CEO, the steam program he inherited ground down to a halt because he didn't want to run it. What happened when Wick Moorman took over as CEO? NS ran steam all over the system. Why? Because the boss wanted to, that's why.
I've seen this pendulum swing back and forth over the decades several times. In the late 80s and early 90s, we could run 765 almost anywhere we wanted to on CSX, but not a mile on NS. That's because the CEO at CSX at the time was OK with it, but the CEO at NS was not. In the 2000s, we ran all over NS and couldn't run a mile on CSX. The CEO at CSX did not want to run steam, but the CEO at NS at the time enjoyed it. The pendulum had swung.
It will swing again...it always does.
💯
@Dougklink posted:Good points although the other part of the equation these days seems to be system capacity, i.e. the delay of the 4014 trip.
There's 15,000 reasons not to run a trip if you don't want do. All it takes to make a trip happen is the one at the top telling those under to run it. It doesn't matter if it's the busiest line on the system. If the top brass want it to happen, it will happen. If they don't, it won't.
I'd venture a guess that the "system capacity" is a convenient excuse for the real reason, which is the STB hearings and the "bad look" that it shows running a steam engine when your freight customers are being delayed because there aren't any crews available and the system is plugged up as a result. One pilot crew for the steam engine isn't going to matter in the long run....but it looks bad to the feds when you are "playing trains" while the customers are angry.
@superwarp1 posted:Isn’t the current NS CEO about to retire??? Things could swing back sooner than you think, or maybe not.
just did. Time will tell.
Not to open a can-of-worms... but how does the Amtrak insurance thing factor into the entire operating on Class I side of the conversation? I have heard it tossed around a few times, but no explanation of how it got to this.
Example: PRR 1223 and 7002 ran over Amtrak to Philadelphia in the late 80s? What changed? Was it just CEO preferences as mentioned previously or bigger factors?
@Prr7688 posted:Not to open a can-of-worms... but how does the Amtrak insurance thing factor into the entire operating on Class I side of the conversation? I have heard it tossed around a few times, but no explanation of how it got to this.
Example: PRR 1223 and 7002 ran over Amtrak to Philadelphia in the late 80s? What changed? Was it just CEO preferences as mentioned previously or bigger factors?
As far as I know, those Strasburg trips, along with similar Blue Mountain & Reading trips and later 765 trips in 1988, were under Conrail, not Amtrak.
The insurance required by the Class 1s in the 1980s was somewhat affordable. Rich or Jack can certainly give better numbers, but it was somewhat in the range of a $30-50M policy by the late 80s. You could also amortize it over the entire season, and when you're running 20 or so mainline trips a year, it was doable.
By the 1990s, the required insurance to run on a Class 1 was somewhere in the $300M range. That was basically unaffordable, especially since they weren't going to approve enough trips to spread the cost out. Nowadays, it's over $500M.
The only way to get around that was to run under Amtrak's own insurance. It involved jumping through more hoops as now Amtrak was being involved in the operation of the train. More recently, Amtrak said we just don't want to do this any more. Thus being the situation we find ourselves in today.
With NS subsidizing, or at least partially subsidizing, the insurance during the 21st Century Steam Program, you could have excursions again...and Amtrak wasn't involved at all. That option is gone now.
With so many abandoned ROW's across the country, couldn't some of these be linked together to form a line onto which these engines may run without having to have a lot of access on a Class 1 railroad?
There must be an area of the country which these various lines could be linked to form a decent run through areas of the country which remain picturesque and would draw tourists - especially for a large mainline steam engine.
I'm not a professional railroader - so I'm not going to pretend I know anything I'm talking about.
Just had a thought that there are miles and miles of ROW sitting around doing nothing - so why not acquire them and put them to good use.
Here's 1218 and 611, photos taken in the same spot a couple miles west of 'Crawford', where the Southern crossed the SCL south of Callahan Fla. 1218 is in the Southern yard in Jacksonville, Fla, my sons, about 10 and 6 at the time (now 43 and 39), the steam gauge showing pressure up (pictures a bit dark) as it sits waiting for the following days run. I just photographed the pictures in the frame they are in, too lazy to open it up and scan them.
@Allegheny posted:With so many abandoned ROW's across the country, couldn't some of these be linked together to form a line onto which these engines may run without having to have a lot of access on a Class 1 railroad?
There must be an area of the country which these various lines could be linked to form a decent run through areas of the country which remain picturesque and would draw tourists - especially for a large mainline steam engine.
I'm not a professional railroader - so I'm not going to pretend I know anything I'm talking about.
Just had a thought that there are miles and miles of ROW sitting around doing nothing - so why not acquire them and put them to good use.
The two big things that stand out to me as an obstacle to this are cost related to owning the ROW as well as maintenance on the tracks, among other things.
@Allegheny posted:With so many abandoned ROW's across the country, couldn't some of these be linked together to form a line onto which these engines may run without having to have a lot of access on a Class 1 railroad?
There must be an area of the country which these various lines could be linked to form a decent run through areas of the country which remain picturesque and would draw tourists - especially for a large mainline steam engine.
I'm not a professional railroader - so I'm not going to pretend I know anything I'm talking about.
Just had a thought that there are miles and miles of ROW sitting around doing nothing - so why not acquire them and put them to good use.
You may want to write to Jeff Bezos or Elon Musk or the like and ask them if they'd be interested in putting up the tens of millions of dollars it would take do carry out such a project. 
@breezinup posted:You may want to write to Jeff Bezos or Elon Musk or the like and ask them if they'd be interested in putting up the tens of millions of dollars it would take do carry out such a project.
Make that hundreds of millions. It ain’t gonna happen.
@Allegheny posted:With so many abandoned ROW's across the country, couldn't some of these be linked together to form a line onto which these engines may run without having to have a lot of access on a Class 1 railroad?
When the big roads spun off all those short lines and regionals, they made very sure there would be no way to “reconnect” them into a competing railroad. Strategic pieces of railroads were removed in many places, just to make sure. Probably the best example was the removal of the ex-Erie’s bridge over Interstate 75 in western Ohio.
Reconnecting a few of them would likely be impossible because in many cases the railroads gave up their ownership of the underlying property where they removed their tracks and it reverted back to the original owners.
Even if it was logistically possible, the railroad itself would need new ties, maybe some new rail, and an operating staff to bring it back to service. Where does the money come to pay for the track work and the staff? The profit from steam excursions wouldn’t cover payroll for a week.
Rich's thoughts are to be heeded. In addition, I believe one of the major reasons for so much underused line being abandoned by the major railroads is to rid themselves of a sizeable chunk of property taxes. If the mythical excursion railroad could gain county tax abatements forever they would still be in need of insane amounts of money to operate. And who believes that taxes would be excused...hmmm?
We are now in a situation for the first time where basically no excursion train, steam or diesel, can run on a class 1 railroad except for UP’s train. That now makes most freight only lines without Amtrak or commuter service unrideable. Amtrak had Autumn Express excursions through October 2017 that partly ran on NS freight only lines but then the charter ban happened in March 2018. I just might never get to ride the NS lines between Allentown and Harrisburg and Philly, or toward NJ unless the proposed Amtrak Allentown-NY service starts. I missed every single excursion on those lines in the 80’s and 2000’s except for the 765 excursions from near Bethlehem to Pittston.
Guys,
It was simply a thought - to use some abandoned section of ROW as an excursion line. It wasn't meant to tie everything together. Yes you'd be starting from scratch as I suspect much of the line may have been removed. Tie in to a Class 1 would only be needed to transport the equipment to and off of the new line.
There may be a piece of a line (currently owned by a Class 1) that is rarely used today that could be leased or purchased with the provision that they may use it when needed. You don't know until you try and find a unique piece of line and come up with some business model that would be viable for both parties.
There has to be a solution as this is a vast country full of opportunities and people willing to work for a good and common cause.
Rather than lamenting about the current state of affairs, why not think positively about how to address the problem looking at alternative out of the box solutions?
If you start to think about alternative non conventional solutions, you may be surprised what you will come up with that may present itself as a feasible solution.
Obviously it will cost money - but if successfully marketed and run, it could also make money.
Maybe its the optimist / engineer in me that feels there is always a solution - if we only simply look for it.
Well, I think Rich has said it very clearly. It all sits on the bottom line. IIRC Hot Water had commented just about the same response when the discussion was about the UP and some other steam engines in the US. It runs for no real value to the railroad because it is a loss in revenue compared to diesels, that has almost always been the case.
We always seem to talk about each railroad like they are the same thing, which can apply only to certain aspects of them, but not all. Parts have been taken from other engines, no one makes parts, certain shops/companies can make replacements but they are expensive, etc., etc. Whatever the problems are, there are not many solutions. I know the folks at Strasburg have said that they do do work for some folks, but it is not like they manufacture parts for Big Boys, Class A's, Hudson's or any other old steam locomotive(someone might tell me I'm wrong on some of that).
What can we do but sit and wait. See what comes and what our great locomotive experts like Hot Water, Rich and others who know what is what.
@Dave NYC Hudson PRR K4 posted:We always seem to talk about each railroad like they are the same thing, which can apply only to certain aspects of them, but not all. Parts have been taken from other engines, no one makes parts, certain shops/companies can make replacements but they are expensive, etc., etc. Whatever the problems are, there are not many solutions. I know the folks at Strasburg have said that they do do work for some folks, but it is not like they manufacture parts for Big Boys, Class A's, Hudson's or any other old steam locomotive(someone might tell me I'm wrong on some of that).
By and large, the outside is just window dressing. When you take them apart, it's all basically the same thing. There really aren't many "special" parts for a specific locomotive any more for the later engines compared to the earlier engines. It's still small quantity custom orders for renewable parts. The tolerances will change from engine to engine regardless of when it was built or its size. In the big picture, firebox work is firebox work. Boiler work is boiler work. Running gear work is running gear work. Appliances are basically the same--air pumps and injectors are basically air pumps and injectors.
There is a little bit of a difference in construction techniques and a few modern things when you are going from basically World War 1 era designs to 1940s era designs--welded boilers vs riveted boilers, superheaters, differing types of valve gear, dealing with higher boiler pressure.
There's just more work on a bigger locomotive, but if you can do machine work, you can restore a bigger engine just the same as a smaller one. Just be prepared to write a bigger check.
@kgdjpubs posted:By and large, the outside is just window dressing. When you take them apart, it's all basically the same thing. There really aren't many "special" parts for a specific locomotive any more for the later engines compared to the earlier engines. It's still small quantity custom orders for renewable parts. The tolerances will change from engine to engine regardless of when it was built or its size. In the big picture, firebox work is firebox work. Boiler work is boiler work. Running gear work is running gear work. Appliances are basically the same--air pumps and injectors are basically air pumps and injectors.
There is a little bit of a difference in construction techniques and a few modern things when you are going from basically World War 1 era designs to 1940s era designs--welded boilers vs riveted boilers, superheaters, differing types of valve gear, dealing with higher boiler pressure.
There's just more work on a bigger locomotive, but if you can do machine work, you can restore a bigger engine just the same as a smaller one. Just be prepared to write a bigger check.
I understand the machining bits, but I would say the hard part is finding someone to do what is needed. Not many places where they would be willing or able to make certain parts. I know price will always be one of the big obstacles.
Also another problem is having someone who "knows" what they are doing. Experienced people are dwindling, and just because a blueprint can be read doesn't mean that the person doing the work with it will know something that the experienced folks do. I remember watching the restoration of Sierra;#3, and there was some ups and downs and guessing on some of the things. Granted I wouldn't be able to tell you what or if things could have been better or worse. I'll leave that to the experts.
I think folks just have to accept the fact that sometimes locomotives put out to pasture will not return to service. Every year restoration and operation gets more expensive.
Rusty
@Rusty Traque posted:I think folks just have to accept the fact that sometimes locomotives put out to pasture will not return to service. Every year restoration and operation gets more expensive.
Rusty
Yup, the folks at Strasburg had an engine that they were under contract for by the owner. They had said that they work until the money runs out, notify the owner, he pays, they work, rinse and repeat. I don't remember how long they said it has been there, but it is a relatively smaller engine almost like a small switcher size. The owner has his own little private railroad, so that means he has some kind of money, but not enough to throw at his engine without regard.
Send it to the UK! They seem to be able to fix any steam loco, even build a new one from scratch!!!
@Big Jim posted:Send it to the UK! They seem to be able to fix any steam loco, even build a new one from scratch!!!
You gonna pay the freight?
Rusty
Meanwhile, back at the ranch...
Rusty
One reason for the success of steam excursions in the UK is the government owns the ROW. Everyone that runs a train, commuter, intercity and etc pays a fee. Steam can run provided it meets the needed safety requirements.
Yeah, the UK is an entirely different animal when it comes to rail. It is like comparing Ty Cobb to Derek Jeter. Whatever the future holds for steam in the US, it is still probably going to be what it has become, a small entity in a much larger world. I don't know what the longest runs of steam are, but given all the regulations, company's willingness, and whatever else factors in, steam is getting smaller and smaller. Don't know what else there is to be said.
Things may change in the UK as their Department For Environment, Food and Rural Affairs want to move away from using any coal use in country. That means UK steam locomotives also.
Rusty
@Rusty Traque posted:Things may change in the UK as their Department For Environment, Food and Rural Affairs want to move away from using any coal use in country. That means UK steam locomotives also.
Rusty
I understand that all the coal mines in the UK have been closed, and the "historic rail operators", i.e. those with steam locomotives, now have to import their coal fuel.
@Hot Water posted:I understand that all the coal mines in the UK have been closed, and the "historic rail operators", i.e. those with steam locomotives, now have to import their coal fuel.
Or convert to oil...
We seem to have strayed just a bit, so I think we should get back on 1218.
So, when was the last time 1218 ran under its own power?
Does all the time it has been sitting affect the inside of the boiler, pipes, tubes or anything else relating to the boiler?
Some said parts have been pilfered, sold off and what not, and we've touched on machining new parts/manufacturing new parts, cost and other such things.
We've also debated on where would 1218 be set to run the rails should it be restored(at least I think someone said something). Question for that part, is there anywhere besides mainlines(not saying it would run there) where it would be too restrictive because of something like rails wouldn't be able to handle it?
I don't think I can ask anything else that I can think of at this time. Any of you have anything else to add?
@Dave NYC Hudson PRR K4 posted:We seem to have strayed just a bit, so I think we should get back on 1218.
So, when was the last time 1218 ran under its own power?
You would probably have to Google search that.
Does all the time it has been sitting affect the inside of the boiler, pipes, tubes or anything else relating to the boiler?
Not really, as there is nothing inside her boiler now, i.e. no flues, tubes, nor superheater units. In fact, There may not even be a front flue sheet or a rear flue sheet inlace.
Some said parts have been pilfered, sold off and what not, and we've touched on machining new parts/manufacturing new parts, cost and other such things.
She just needs expensive boiler work.
We've also debated on where would 1218 be set to run the rails should it be restored(at least I think someone said something). Question for that part, is there anywhere besides mainlines(not saying it would run there) where it would be too restrictive because of something like rails wouldn't be able to handle it?
No. But remember that there is always J Class #611 available, if the NS ever decided to "allow" steam trips again. Thus, why waste money on 1218?
I don't think I can ask anything else that I can think of at this time. Any of you have anything else to add?
I can tell you last june, at Strasburg, we were riding behind the N&W 611. (Beautiful locomotive, by the way) and I ask the engineer about getting the 1218 going, All he said was, are you gonna write the check?? I think that it hasn't ran since the late 1980's. maybe 1992 at the latest,
I am a little concerned about the Pere Marquette 1223 in Gran Haven Mi. I live about 150 miles from it. The future for it doesn't sound to good, from what I have been reading.
@Dave NYC Hudson PRR K4 posted:We seem to have strayed just a bit, so I think we should get back on 1218.
So, when was the last time 1218 ran under its own power?
We've also debated on where would 1218 be set to run the rails should it be restored(at least I think someone said something). Question for that part, is there anywhere besides mainlines(not saying it would run there) where it would be too restrictive because of something like rails wouldn't be able to handle it?
Last operated November 1991. Two weekends of excursions after the big 25th Anniversary event in Chattanooga.
There are some places where it could not run, even on mainline trackage. For example, it wasn't allowed on the NS line between Asheville, NC and Bulls Gap/Morristown, TN even though the 765 and even the T&P 610 operated on that line. 611 couldn't run on that line either. Like any engine, you'd have to do a clearance check before saying definitively whether it could run somewhere. The clearance points on steam engines aren't necessarily where you think they would be.
@Hot Water posted:
Thanks again Hot Water. I've been a passenger on 611 twice and even got a cab tour the last time out. That was very informative, I recorded the whole rundown on what the person said about day to day operations and such. Yeah, with 611 running about, 1218 is a big cost that they can just say no way to. Why fix when something that they deem better as probably better crowd draw. Ah, but what the heck do I know?
@kgdjpubs posted:Last operated November 1991. Two weekends of excursions after the big 25th Anniversary event in Chattanooga.
There are some places where it could not run, even on mainline trackage. For example, it wasn't allowed on the NS line between Asheville, NC and Bulls Gap/Morristown, TN even though the 765 and even the T&P 610 operated on that line. 611 couldn't run on that line either. Like any engine, you'd have to do a clearance check before saying definitively whether it could run somewhere. The clearance points on steam engines aren't necessarily where you think they would be.
Thanks for when it last ran. Are those spots you say where it didn't run the mainline for NS? If it is, both Rich and Hot Water have answered those questions time and time again as 611 doesn't have the necessary safety features that 765 has(or paired with the diesel, forget exactly what Rich said).
@Dave NYC Hudson PRR K4 posted:Thanks for when it last ran. Are those spots you say where it didn't run the mainline for NS? If it is, both Rich and Hot Water have answered those questions time and time again as 611 doesn't have the necessary safety features that 765 has(or paired with the diesel, forget exactly what Rich said).
I'm saying that certain NS mainlines were restricted for certain engines both during the time of the original program and today. There were places that you could run 1218 but not 611. There were places where neither 611 nor 1218 could run, but 765 could. There were places that 4501 could run, but 765 could not. There were places where 630 or 722 could run, but 4501 could not. You had to check everything, and it was dependent on the engine itself.
It had nothing to do with safety features, or diesels, or anything else. It had everything to do with clearances, axle loadings, curvature and such. Some routes, like Manassas to Front Royal, originally couldn't accommodate either engine. Later, the track was upgraded and both engines ran there. Originally, the 1218 could run Salisbury to Asheville, but the 611 could not. After 1989, that line received some upgrades and 611 could run to Asheville. Neither 611 nor 1218 were allowed to run on the N&W Punkin Vine from Winston-Salem to Roanoke, even though there is at least one documented instance of a J running on that line in regular service.
The short version is that you can't presume any engine can run on a particular route until you do a check of all clearances on all tracks that you will be using. I remember an article years ago that Rich wrote where there was ornamental lighting installed on a platform in Pittsburgh that 765's cab roof would not clear, so they had to go past the platform on an adjacent track and then back in. The clearance choke points aren't necessarily where you think they would be....so you have to check everything.
Note: on some portions of the PRR, cab signals were required to lead on that particular line. Thus being part of the reason 611 was towed to/from Strasburg. 765 got cab signals installed, so it was able to run the PRR leading during the recent steam program. 611 did not. Both engines could be operated on the line though.
@kgdjpubs posted:I'm saying that certain NS mainlines were restricted for certain engines both during the time of the original program and today. There were places that you could run 1218 but not 611. There were places where neither 611 nor 1218 could run, but 765 could. There were places that 4501 could run, but 765 could not. There were places where 630 or 722 could run, but 4501 could not. You had to check everything, and it was dependent on the engine itself.
It had nothing to do with safety features, or diesels, or anything else. It had everything to do with clearances, axle loadings, curvature and such. Some routes, like Manassas to Front Royal, originally couldn't accommodate either engine. Later, the track was upgraded and both engines ran there. Originally, the 1218 could run Salisbury to Asheville, but the 611 could not. After 1989, that line received some upgrades and 611 could run to Asheville. Neither 611 nor 1218 were allowed to run on the N&W Punkin Vine from Winston-Salem to Roanoke, even though there is at least one documented instance of a J running on that line in regular service.
The short version is that you can't presume any engine can run on a particular route until you do a check of all clearances on all tracks that you will be using. I remember an article years ago that Rich wrote where there was ornamental lighting installed on a platform in Pittsburgh that 765's cab roof would not clear, so they had to go past the platform on an adjacent track and then back in. The clearance choke points aren't necessarily where you think they would be....so you have to check everything.
Note: on some portions of the PRR, cab signals were required to lead on that particular line. Thus being part of the reason 611 was towed to/from Strasburg. 765 got cab signals installed, so it was able to run the PRR leading during the recent steam program. 611 did not. Both engines could be operated on the line though.
Thank you for the clarification. I know clearance has been an issue for 611 in certain spots, Hot Water I think explained that when 611 came to Strasburg the first time. I also know Rich has indicated track grades for a few areas that are tolerable but only for certain speeds, but I don't believe that was mainlines. I do know though that Rich had said that certain engines without the safety features were not allowed to run under their own power on the NS mainline(611 being the particular engine in question).
Oh, other reason, insurance.
People are too sue happy today and the big railroads have lawyers whose job is to minimize risk and liability for the corporation. I’m surprised Wick was able to pull off 21st Century Steam. Now, it’s a liability again to NS. But Wick didn’t consider it a liability but goodwill. I think some bad apples ruined the program because they risked their lives for a picture. But steam excursions are no fun without open windows anyway. The places where 765 and 611 run now allow open windows.
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