All fixed up with no trains to serve. Apparently the former MKT depot at Sedalia, MO.

http://abpr.railfan.net/abprphoto.cgi?august03/08-26-03/KTSPSEDALIA01.jpg
ryarger@rypn.org

> All fixed up with no trains to serve.
> Apparently the former MKT depot at Sedalia,
> MO.

Yes, it is the former MKT depot and division office building at Sedalia. It holds a nice history exhibit of Sedalia and the railroads -- both the Katy and the MoPac had large shops in town. The managing tenant is the Sedalia Chamber of Commerce which uses the former division office space upstairs. In part of the waiting room area is a gift shop that sells items related to Sedalia and the Katy trail.

The separate brick building to the left (south) now holds public toilets for hikers and bicylists using the former R/W. Between it and the camera is a covered sign board that has informationa panels.

If you're traveling across Missouri the depot is worth a stop and visit. Downtown Sedalia is interesting with its old buildings and court house. Sedalia is also the location of the Missouri State Fair and each spring the town has a Scott Joplin festival.

Below you will find a link to the separate website for the depot. Take a look at the "renovation" page for before and after photos. The depot became an affiliate of ARM prior to the renovation and the staff visited ARM and many other organizations' meetings to gain knowledge; this is mentioned on the "renovation" page.

Brian Norden

Katy Depot - Sedalia, Missouri
bnorden49@earthlink.net

The KATY Rail-Trail is becoming one of the nation's most notable and most used. The restoration and reuse of this depot shows how the Rail-Trail has had a positive impact on railroad preservation.

In the world of public policy, where coalitions are helpful and often essential, I think I see a more of a potential ally than an enemy.

I also see strategic interpretive opportunities galore. I just spent a couple of days on the Chief Ladega Trail in eastern Alabama. The railroad history along this rail-trail is interpreted only briefly and quite inadequately. Junction points, section houses, water tank foundations, an interlocking tower's remains, and many other items are unmarked and oft not noticed. This situation exists on many other rail-trails around the eastern U.S.

http://www.rtms-movietrains.com

The Katy depot sounds like it is worth a visit. If in Sedalia, don't forget there is a Frisco 4-8-4 at the state fairgrounds and the remaining buildings of the Mopac shops, where, if I recall correctly, Berkshires were once converted into 4-8-4s.

Sedalia Mopac shops
ryarger@rypn.org

> . . . Mopac shops,
> where, if I recall correctly, Berkshires
> were once converted into 4-8-4s.

Why did they convert the Berkshires to Northerns?

Ed

ff1044@aol.com

The Mopac 2-8-4s were 63" drivered, and relatively slow. Converted to Northerns, they had higher drivers and were faster. I think the one linked below (eastbound near Eads, Colorado in 1947 was one of the Sedalia conversions.

> Why did they convert the Berkshires to
> Northerns?

> Ed


http://photoswest.org/cgi-bin/imager?00013097+OP-13097
ryarger@rypn.org

> The Mopac 2-8-4s were 63" drivered, and
> relatively slow. Converted to Northerns,
> they had higher drivers and were faster. I
> think the one linked below (eastbound near
> Eads, Colorado in 1947 was one of the
> Sedalia conversions.

Thanks, makes sence if they were putting larger drivers on them.

Ed

ff1044@aol.com

> Thanks, makes sence if they were putting
> larger drivers on them.

Sorry for sounding a bit pompus, in too much of a hurry.

It would be interesting to research all the engines that had mid-life major design changes in the running gear. Why the engine as built wasn't right or good enough and what the change was expected to do. If possible, find out how successful each modification was. Has anybody tried this before?

Ed

ff1044@aol.com

> Sorry for sounding a bit pompus, in too much
> of a hurry.

> It would be interesting to research all the
> engines that had mid-life major design
> changes in the running gear. Why the engine
> as built wasn't right or good enough and
> what the change was expected to do. If
> possible, find out how successful each
> modification was. Has anybody tried this
> before?

> Ed

Here is a start:
Wabash 2-8-2s into 4-6-4s.
Reading 2-8-0s into 4-8-4s.
Frisco 2-10-2s into 4-8-2s.
Illinois Central 2-10-2s into 4-8-2s.
Great Northern 4-6-0s into 4-6-2s.
Chesapeake and Ohio 4-6-2s into 4-6-4s.
Mopac 2-8-4s into 4-8-4s.
D&RGW SG 2-8-0s into NG 2-8-2s.
Burlington 2-6-6-2s into 0-8-0s.

Don C


http://www.261.com
milw261@sbcglobal.net

Here is a start:

----D&RGW SG 2-8-0s into NG 2-8-2s.----
REASON: Standard gauge engines were too small to be useful but "right sized" for NG. Also provided additional motive power for the D&RGW NG system at best cost. Management trying to control the negative cash flow from the three foot part of the system.
SUCCESS: Engines continued in service until D&RGW abandoned/sold NG system. Several engines continue in service to this day.
PROBLEMS: None that I know of.
COMMENTS: My best guess on the reasons.

----Wabash 2-8-2s into 4-6-4s. ----
REASON:
SUCCESS:
PROBLEMS:
COMMENTS:

----Reading 2-8-0s into 4-8-4s. ---
REASON:
SUCCESS:
PROBLEMS:
COMMENTS:

----Frisco 2-10-2s into 4-8-2s. ---
REASON:
SUCCESS:
PROBLEMS:
COMMENTS:

----Illinois Central 2-10-2s into 4-8-2s. ---
REASON:
SUCCESS:
PROBLEMS:
COMMENTS:

----Great Northern 4-6-0s into 4-6-2s. ----
REASON:
SUCCESS:
PROBLEMS:
COMMENTS:

----Chesapeake and Ohio 4-6-2s into 4-6-4s. ---
REASON:
SUCCESS:
PROBLEMS:
COMMENTS:

-----Mopac 2-8-4s into 4-8-4s. ----
REASON:
SUCCESS:
PROBLEMS:
COMMENTS:

-----Burlington 2-6-6-2s into 0-8-0s. ----
REASON:
SUCCESS:
PROBLEMS:
COMMENTS:



ff1044@aol.com

-----two B&O Class S 2-10-2s into 4-8-2s, class T----
REASON: affordable way to evaluate feasibility of a heavier dual-service steam locomotive design for mountainous territory
SUCCESS: yes, became pattern for successful class T-3
PROBLEMS: none I know of
COMMENTS:

eledbetter@rypn.org

> Here is a start:
> Wabash 2-8-2s into 4-6-4s.
> Reading 2-8-0s into 4-8-4s.
> Frisco 2-10-2s into 4-8-2s.
> Illinois Central 2-10-2s into 4-8-2s.
> Great Northern 4-6-0s into 4-6-2s.
> Chesapeake and Ohio 4-6-2s into 4-6-4s.
> Mopac 2-8-4s into 4-8-4s.
> D&RGW SG 2-8-0s into NG 2-8-2s.
> Burlington 2-6-6-2s into 0-8-0s.

> Don C

Add to the above DL&W 4-6-2s and 2-8-2s, rebuilt into 0-8-0s, during the Depression.


edm5970@earthlink.net

> Here is a start:
> Wabash 2-8-2s into 4-6-4s.
> Reading 2-8-0s into 4-8-4s.
> Frisco 2-10-2s into 4-8-2s.
> Illinois Central 2-10-2s into 4-8-2s.
> Great Northern 4-6-0s into 4-6-2s.
> Chesapeake and Ohio 4-6-2s into 4-6-4s.
> Mopac 2-8-4s into 4-8-4s.
> D&RGW SG 2-8-0s into NG 2-8-2s.
> Burlington 2-6-6-2s into 0-8-0s.

> Don C

Chicago Great Western rebuilt many 2-6-2's into 4-6-2's starting around 1910, and had three homebuilt 2-6-6-2's that were also built up from Praries. The Mallets weren't successful and were rebuilt into Pacifics. A whole class of 2-8-0's were changed to 0-8-0's, and in the process were converted from cross compounds to simple locomotives.



mckay1995@comcast.net

Many B&O 2-8-2's and a couple of 4-6-2's into T-3 4-8-2's

REASON: economical way to get fast freight power after WWII
SUCCESS: yes, class T-3 were very good engines, ran until 1957.
PROBLEMS: none
COMMENTS:


Electric City Trolley Museum Association

> ----Great Northern 4-6-0s into 4-6-2s. ----

Anyone know what classes these were - before and after?

Thanks