We have the first three covered, the forth one, we believe in creating our own luck and not waiting on it to find us.

Lots of questions about RJD America and what RJD Stands for. It is the initials of someone special that has passed on that is being honored. We will share this story later down the road in a tribute, but it is nothing more than that. The R is not for Ross and the J is not for myself as many have speculated. The initials have nothing to do with the rail industry or anyone that ever actually worked in it. Everyone wants to read deep into the meaning, and believe me when I tell you, there is no real depth. Sorry to disappoint.

If it's someone special who has passed and being honoured, why not just say it?

Let him have it the way he's comfortable with it, just the way we let Ross wait until Jason was ready to make the announcement. The important thing is that It Will Be Done. (Or perhaps more appropriately, So Mote it Be.)

I'd recommend that the 'first step' be an organized operations plan. It doesn't have to be a 'feasibility plan' like the one that made the T1 Trust 'seriously believable', but it should cover the same detail. Then the 'second' step is to establish a repository for the analogue of the 'engineering and standards committee' that gets legible copies of all the technical material and references in-hand, in-house without copyright issues. In all probability both of those things are being done.

I would be concerned about that assurance of 'money' -- 576 didn't get under way until the necessary funds to complete the work, and the necessary bonding and insurance associated with that, were assured. On the other hand, Ross worked in commodities for many years, and I am certain he knew how things would be done before he transferred ownership of the engine, so I take the statement as given.

In the matter of luck -- these efforts make their own luck through competence. I am quite certain that moving 614 will be no different from moving a certain Berkshire... so happily that steam-averse CSX put a customized version of one of their logos on the tender. Wasn't it Ross who used to say "Fortuna Favet Fortibus"?

Jason,

Thank you for the helpful reply.

Wesley

I used to think I could "create my own luck," but that didn't work out.

Too many times at that.

But that's just my personal experience; yours may be different--and I greatly hope it is!!

Part of why is wish that is what C&O steam is to me, particularly the J-3a class and the H-8s (Alleghenies).

One of the things said of late C&O steam was that it was a glimpse of what the future might have looked like, "minus Diesels, and blue and yellow paint" (paraphrasing comments from the late David P. Morgan in "Steam's Finest Hour.")

I'm inclined to agree. Much of this impression came to me when I got to see the engine in the now demolished roundhouse at Hagerstown, Md.

The 614 had just been brought in from somewhere--I forget the time, but it may have been just after the steam tests in early 1985. If my recollection is correct, there was still a wisp of smoke coming from the stack, and there were icicles on her rods and some other places.

What stood out was how modern she looked. In another stall or two to the right was a Maryland DOT EMD "F10" (rebuilt F3) that had been in service on commuter trains out of Martinsburg, W.Va. and Brunswick, Md. to Washington, DC.

The F10/F3 had been built in 1947, while 614 was built in 1948, only a year younger, no real difference in terms of "era." Yet the steam engine looked younger, more modern, by a fair degree. In fact, this engine, and a number of others from C&O's late steam roster, looked or would look at home with the SD40s and GP40s outside.

I think it was a matter of details, starting with that low headlight (which helped in the fogs of the Kanawha and Ohio River valleys), the general long and massive look, and even the details of things like the trailing truck, with its Art-Deco looking curves and filets that are part of stress management in castings. Like New York Central's Niagara, this big black Lima would look at home on a train of silvery stainless steel. Most steam engines don't have that "feel," but this is one that does.

And she doesn't hide herself with a carload of extra tin!

Oh, and the H-8--that powerhouse looks like something that would be dreamt up for a steam powered railroad in the "Star Wars" franchise! Heavy freight service, of course!!

I still recall how a now departed brother-in-law, who was a rail enthusiast from Switzerland, thought it to be the most ferocious looking locomotive around!

I'll finally mention that another 4-8-4, Reading 2101 on the Chessie Steam Special, was my introduction to main line steam operations at track speed. Make no mistake, I love steam shortlines too (who wouldn't fall in love with Strasburg, Cass, and East Broad Top).

But the mainline is something else--running at night, indigo sky, black mountains, an indigo Kanawha River reflecting the sky. Signals ahead display approach, yet we come up on them at speed. . .and they change from approach to clear, right in front of the engine, and of course changing to stop as the locomotive roars beneath them, the smoke swirling in the red lights as my own coach rolls below. This is at Deepwater, W.Va.

Ahead are curves, first to the right, then the left, then a long sweeping curve following the river. We have miles of visibility. Ahead is another signal, displaying approach. Beyond it is another displaying stop. Beyond this signal are two moving red lights--the markers on another train!

We keep coming, that yellow approach signal getting closer and closer, still maintaining speed.

The two red lights pass another stop signal. As soon as the clear, the first stop signal changes to approach, and the first approach signal--we're right on top of it--changes to clear!! It went on like that for miles.

I've read descriptions of the 20th Century running up the Hudson in multiple sections in the late 1920s and early 1930s, and the signals there would be doing the same thing.

All of this, whether back in the 20s, or in the late 1970s, represented real top end railroading--as it should be.

Seeing big engines like this, and others, are time machines of the first order.

Again, best of luck in everything. I hope you find it, or make it, it doesn't matter as long as you have it!!

Just something for additional reading--hope it's enjoyable.

viewtopic.php?f=1&t=41074

Thanks for posting that. I was hogger that night and I kept asking my pilot engineer ( sitting directly behind me ) shouldn't we pinch 'em down a little for the Approach board up ahead and he said calmly " no were following CB 121 and Harry Jones is on their tonight and he knows we're on his markers so he'll put the whip to her". Sure enough we stayed on his tail for miles and miles and never touched the brake.

Another vivid memory is coming down the 17 mile grade just as it got dark. The 17 miles of 2% is all curves and with the brakes on constantly to control our speed ( many of the tighter curves were 25/30 mph ) when I'd look back upon the train every wheel had a halo of sparks completely around it. When we got to Cumberland looking back on the train from the engine you couldn't see beyond the first coach as every wheel was putting out a heavy cloud of blue smoke !!!!

Great memories for sure. Thanks, Ross Rowland

Congratulations to all involved! This will definitely be an interesting project to follow, despite a questionable future for big steam as a whole.

I do greatly look forward to seeing this fine steed at full gallop- perhaps even with a tattooed woman in the cab!

Denny

Hello,

It would a bit of deja vu if the 614 was moved to Strasburg in January, 40 years later to the month, amidst this vigorous sustained winter we are having up here in the northeast.

Back in 1985, being a young buck, no cell phone, no internet, no GPS. no real connections though the rail enthusiast network accept through Gilbert’s Hobby Shop in Gettysburg, PA. Whether it was Tommy Gilbert or Dick Gilbert gave me the tip….I hustled over to Hagerstown to see the 614 steamed up and prepping to head to West Virginia. Then with one very brief encounter south of town and it ran away from me! I believe I went as far as Harpers Ferry and was left in the dust…..long gone.

If the moves it shortly, it may be have the potential to travel though a snow storm and assume it will come up though Hagerstown again then though Harrisburg on the old Reading Lurgan branch?

Looking forward to seeing this happen.

Cheers.

Randy

From the initial press release, the move to Strasburg was to occur "early 2025"...

I know the logistics and timetable are not being made public for safety and because it's the Class 1's discretion on when the move happens.

With that, what kind of logistics do the Class 1's look at as part of the move, and if there isn't a "good time" to move it, is there typically a contract in place saying 'move will happen no later than __' such that it's not an indefinite waiting time?

(Not asking when the move will take place, just curious on logistics on a move like this)

The move was scheduled by Buckingham Banch at least twice last month and cancelled both times at the last minute. As why it was cancelled is unknown to me.

Hello,

Confirming is this handled completely without need of any support by a crew on the 614 itself? Make sure the bearings are oiled/greased, brakes work and turn it over to the carrier…..equal to a freight car?

The side rod bearings can be lubricated for the whole trip? Yes they are roller bearing but I understand they use oil not grease?

Thank you.

Randy

Assuming the move is in the system, there's gonna be an electronic waybill for it. Experience tells me that with a one-off move of any kind, it will be there when it gets there someday and no sooner. This likely will be qualified as a special move so now you have a lot of additional factors at play. Not to mention crew availability for anything really out of the ordinary that requires special handling.

We have scheduled the move twice already and had to postpone each move due to extreme weather conditions. The move is also complicated with increased rail traffic due to Howard Street Tunnel project. We are in weekly contact with NS/CSX/BB/COHS looking for a window.

With warmer weather coming, expect the journey to begin...

We are just as anxious as you guys to get her to Strasburg and restoration started.

Hi
This morning on Facebook, there was an update on the move to Strasburg, Pa. The current owners are hoping to move the locomotive within the next couple of weeks.
The current owners said because of bad weather, was one of the reasons why the locomotive was not moved,
If you want you can go to the 614 webpage and click on News feature. Pat
http://www.co614.com