The East Broad Top, no stranger to elderly power in the late 1940s and early 1950s, twice decided to pass on dieselization, partly because of the poor economic situation for what was even then a marginal railroad, but also because it had a staff that knew its Mikados intimately and had the tools and other resources to keep the engines running. This included a preventive maintenance program that had one engine in the shop at all times.

As David P. Morgan put it in the November 1953 edition of Trains (I remember it because it's my wife's birth month and year, don't tell her I said this here!), the management of the EBT believed a steam locomotive need never grow old.

Weren't there some Spanish and perhaps Italian engines in the 1960s that were still running in switching service that were over 100 even then? And wasn't there a 4-4-0 or two, built in the 1850s, still in service on an industrial road almost (but not quite) to its century mark? I think it was on a road called the Peoples Railway, or something like that, and it is still around, and is notable for having inclined cylinders.

Compared with these, the ancient power that was still running on the Virginia & Truckee in the later years seems relatively routine.

I hope so.....

I see you are a car nut (I assume this means automobile) so think of rebuilding a steam locomotive much like rebuilding an old motor. If the block is still good you can replace anything in that motor and get it running to like new condition. Steam locomotives are much the same. As long as you have a sound boiler, frame and wheels you can (and will almost have to) replace everything and have a locomotive be right on the specs that she was born with.

Thanks Howard. I just found the add for these cars at DF Barnhardt.

http://trains-trams-trolleys.com/home/4100.htm

I believe the cab/power car included in this was one of the two that NYS&WTHS bought for the Bel Del and is sitting on the Susquehanna somewhere in NJ.

Kevin

I wouldn't be too concerned about her age.

After a proper rebuild, the locomotive should be as good as new, if not better. Sure, after a major overhaul there can be some teething problems- but that's no different from sixty years ago. It's not a function of age.

I'm quite sure TVRM and NS won't accept the sort of rushed "patch job" that has been done by some operations in the past. She'll be young again and very capable of hard work.

Steve Hunter
Cardinal, Ontario

TVRR has one of the best equipped shops and most expert staffs in the business, and they don't rush things. If NS is willing to subsidize 4501 as a priority, they can hire more qualified help if necessary and get it done properly and to like new or better than new standards. I'm really looking forward to seeing how this new mainline program performs.

dave

Hmmmmm............4501 and 12 heavyweight coaches climbing the 1% of Raccoon Mountain or maybe the run from Bristol to Bulls Gap......

4501 and 12 heavyweights on 1%? I think she could handle that; might not be as fast as, say, N&W 611 or Ross Rowland's C&O 614 (which was meant to run over the Mountain Sub's 1%+ grades at 50 or better with 12 cars), but she could do it, although speeds might be pretty low.

IIRC, 4501 can be compared to a GP-38. Those engines are usually rated for 1100-1200 tons on a 1% hill so, yeah it's possible.