Hello,

IMHO, as strictly an observer, dead-on relaibility will likely be key with what ever steam power is used. If you are looking at a world class experience, first and foremost the passengers would include the trip as part of their package.....yes they would see steam as nice, quaint and an enhancement to the experience but would not have much sympathy for a road failure due the the 614 being an "old gal". Not to mention the CSX would demand reliability strictly from a finacial and hassle factor. The whole venture would have to be flawless or it could be a deal killer.

The 614 is 100% roller bearing (well except for the cross-head slides!). Maybe any other power with roller axles only is a mute point if the motion parts are maintained well. I would think rolling element bearings raises your reliability percentage by their very nature.

Low cost of operation and minimum maintenance cost will also play into this. Good quality water, quality coal and spot on maintenance will go a long ways. As for smoke, I would think a good fireman can keep that stack clean. Doesn't the 614 have over-fire jets on the firebox? In what I understand, a continuous dose of excess air over the fire can go a long ways.

Previously WSS was formerly a premier CSX asset correct? ...very much so in the C&O days? Perhaps they would support the deal for the publicity?

This will be interesting to see unfold.

Regards,

Randy

Is it still possible to buy a pair of tickets, or did the early posters snap them all up before telling us?
I was never able to ride any of Ross's earlier trips because they sold out, and sometimes even ran, before the Post Office delivered the magazines with the advance publicity. One of the motivations for trying to become an officer of a railfan club was to get that kind of inside information ahead of time.

Ross Rowland's post says a portion of the trip will be behind steam. Seems to me if that portion is east of Clifton Forge, CSX would not be party to the decision to run steam? The shortline (Buckingham Branch?) now operating the east end of the Cardinal route may be less adverse to steam than a big Class 1.

Somebody's wallet is going on a drastic diet.

It's been said several times in several places that if it were not for the presence of Amtrak's Cardinal, the ex-C&O line between Staunton and Hinton, or at least the nasty haul over two mountains, might well be gone by now. Like the Raton Psss line between Trinidad and Santa Fe, even Amtrak's presence may not be enough to justify its existence in the long-term. Short of something bizarre like the Greenbrier's investors buying the Buckingham Branch RR (hey, equally strange things have happened--witness the Grand Canyon RR), I would hate to be the accountants trying to calculate what to charge a private passenger train to make one round trip a week over such a railroad........

On the other hand, I wonder if this operation could bring new life/equipment to the New River Gorge excursions in Octobers?

I have been holding my excitement in check since the first article for the Greenbrier Express was written. Congratulations Ross on your new public venture with Luxury Passenger trains.

Michael Schur

That was my question too. What's in Pottstown???

According to Google Maps set on Satellite view, a pretty sizable shop building with multiple tracks and rail access pretty close to the ex-Reading Reading-Philly main line.....

This seems like a remake of the famous C&O's George Washington Limited, except it won't be going to Cincinnati, Ohio. I hope this new venture of does well for you Ross.

Will this new venture impact the Yellow Ribbon Express project?

Friends, Please allow me to address a number of issues you have raised:

1. Motive Power- We have purchsed 3, C-39-8 locos on the second hand market ( all runners equipped with cab signals) and will be giving them a top to bottom going over and then a first class repainting into GBX livery as designed by noted rr artist Bob Lorenz.
The biz. plan calls for the GBX to be all diesel powered for its first season ( 7/2/2012- 1/15/2013 ) and for steam to be added ( subject to approvals from Amtrak, CSX and Buckingham Branch RR, approvals that I am guardedly optimistic we will achieve) in the second season ( 3/17/2013- 1/15/2014).
When steam is added the GBX will be diesel powered WUS-Gordonsville and steam powered Gordonsville-WSS in both directions. There will be NO repeat NO diesels in the consist when steam powered.
C&O 614 will be one of 3 steam engines in the steam stable. We will need 3 engines so that we have one on hot standby and one in cycle maintenance in addition to the one in active service.
We are actively vetting many candidate engines to be 614's 2 stable mates with a goal of finishing that task by 11/1/10.

2. Employment-- Pls. send resumes to; Cathy Pattison EA, Greenbrier Express Co.,Inc., POBox 700, Sackets Harbor,NY 13685. Please DO NOT call. Pls. include day and evening phone numbers.




Thanks, Ross Rowland

Question of the day: given what just happened with the "WM 734" and it's non appearance in Romney, are any approvals required from CSX for this operation and have they been received....?

Yes would be a great answer.

Bob H

Where shall 614 (and the other candidates) be overhauled?

I have heard many a rumor on the c-39's as being electrically problematic, and many a reason these units have worked only til they suffeciently paid for themselves (to costly to maintain) and I have seen more recently a surge of them on the secondary market from class 1's

my point simply being I hope you know what you bought,

" I am hoping I'm not sounding critical here, just concerned -----15 million doesn't get you as far anymore when you choose such a incredible venture"

I will also add I have no idea what an sd-40 is going for on the secondary market, but there are a many out there as well,

I would love to hear Ross's take on the choice of the c39's

I would also like to know from Ross, what will make a decision of a good canidate for the other 2 steam engines proposed in this venture and who would be willing to part with such items to meet this type of service

I know of one engine that Ross has a place in his heart for; C&O 490. I know that cause he told me. =] I wouldn't mind seeing two C&O passenger locomotives double-heading pulling 17 beautiful cars.

C39-8's are not exactly known for being very reliable locomotives. In my experience, one of the biggest problems is with the microprocessor control system, in that there is very little documentation on hand to troubleshoot these systems when they fail. As for getting technical assistance from GE in Erie on these things, there was no one around 10 years ago that knew anything about a "Classic Dash 8" (C39-8 & C32-8) so I would safely assume that situation has not improved. I have not dealt with the GE Electronics Unit Exchange for quite some time, but I would be very surprised if they even still supported the electronic hardware on board these locomotives.

There was a reason why these locomotives died an early death. The railroads were looking to get rid of them 10 years ago... I will always remember them best for being troublesome and less than reliable.