We are well aware of that tender, and appropriate contacts have been made.

i think i have a pic from 2004 at home but i have pictures of the piltcher trucks on my computer from this past summer.

In addition to the tenders at Steamtown already mentioned, there is a CPR tender up there as well (or at least it says CPR on the side, I don't know it's exact origins). Time has, ironically, turned it from an aux tender back into a normal tender, as the sheet metal used to seal the coal bunker has rotted away. Either way, that makes four up there.

Yep, it's an old CP tender. If I remember correctly, it originally belonged to one of the later G3s.

Don't forget that the ex-NYC Mohawk Tender used by the 2101 as an Aux. Tender still exists. It is on display in Elkhart, IN at the National New York Central Museum. There are knuckle couplers on both ends and the coal bunker is covered with sheet metal, but it is fairly intact despite surviving a fire. When the light is right, you can barely make out where some of the CHESSIE STEAM SPECIAL lettering was. After thoroughly exploring the tender while doing some cleaning, it appears that the coal bunker had shelving and racks on the sloped sides in it used to store spare parts. Numerous bolts, washers, etc litter the inside of bunker, but they are so mixed with ash and debris it is hard to tell. Does anyone know more about the tender in use that can confirm/deny that this is what it was used for?
Respectfully submitted, Mike Moran

Mike,

That tender is from Mohawk #3130 it was converted by the NYC to move diesel fuel to remote engine terminals. The roof, doors and shelving was added when it served on the American Freedom Train. Not only can you see some of the Chessie Lettering you can also see the AFT stripes and stars. After it was in the fire it was sold/donated form Ross Roland to the Lakeshore Historical Society and now leased to the City of Elkhart along with the 3001 for 100 years. Let me know if there is any further information you are looking for on it.

Mark Frazier

Back in 1975 I photographed a CN Vanderbuilt tender in the Port Mann British Columbia CN yard It was marked only as Port Mann Auxiliary and was in a group of MOW cars. Does anyone know the history of this tender? I would be interested to know what this came off

Well, here's some things to add to this list.

The Utah State Railroad Museum has a UP vanderbilt Auxiliary tender that was last used in MOW service. When I get home I'll have to look up its number. We at the museum have no idea about its heritage. It is currently coupled to our Industrial Works steam crane.

In addition, the museum had two auxiliary tenders that were built for use with UP's turbines, and when the turbines were scrapped they were converted to MOW service but never repainted. They were donated to the USRRM, but about four years ago deemed to be surplus and sold back to UP for the Steam Team. I'll look up those numbers also. I believe they are in Cheyenne right now.

I could be mistaken, but I *believe* the C&O T-295 is the one now currently languishing in CSX's Locust Poiint, Baltimore yard on a far side track. It was supposed to be handed off to the B&O Museum as part of the joint agreement with CSX to "rescue" any vintage rolling stock on the system, but it has been bouncing around various side tracks in CSX's Baltimore trackage for 10-15 years now......

The NP and the UP converted Tenders to heater cars, several of the ex-NP cars went to AutoTrain.

The GN used B units and Express Cars for heater cars.

Builder Photos of the NP heater cars can be found at:

http://www.gn-npjointarchive.org/Lists/ ... 0View.aspx

-Hudson

Hi All
The N&W tender at Steamtown, was the Canteen car for NKP # 759 , this photo by Tony Koester, RMC from book High Iron Co. 1971 . Pat

Is the original tender to Grand Canyon RR's, ex CB&Q 4960 still around?

Last time that I saw it, and that was quite awhile back, the rusted shell was sitting up in the air with steel cribbing underneath. I'd bet money that it's been turned into razor blades.

The condition of this tender and the water situation on the GCR is what prompted the acquisition of the ex-Soo Line tender. Some CB&Q fans may still mourn the loss of 4960s original identity, but the cold facts are that she would not have made it from Williams to the Canyon with that undersized road tender, 64 miles with no water in between.

As an aside the loaded tender weighs as much as 4960, 155 tons. Having spent a number of mornings & evenings on top while filling it, I could not help to wonder if you'd survive a fall off of it. It's that darned big.

Tom -

While I can't speak to the current condition of 4960's tender, I do question that when it was in good condition, it would not have held enough water for a 64 mile trip. I seem to recall fantrips on the Q where the 4960 travelled more than 64 miles between stops for water. Maybe other CB&Q enthusiasts who are more cognizant of the tenders for these O1A class Mikes, can advise what the requirements were when the 2-8-2's were in regular service.

Les

Les, two things come to mind after I read your statement. It may well be that 4960 traveled more than 64 miles between some water stops while on the Quincy...
however, there is no comparison to the profiles between where she ran then and the GCR. The old GCR Apex grade is 6 miles of 3%. Those 27" cylinders are really going through the steam at this point, I doubt that any fantrip on the Quincy saw anything close to hills like this.

Also, while on the Quincy, 4960 had and used a large Worthington FW heater that captured some of the exhaust steam and turned it into condensate, thus lessening
the amount of water used out of the cistern. This pump had casing cracks and was removed during the 1996 rebuild in WMS.