While we can't say that we matched the Friends of 261's efforts with aquiring a steam locomotive on National Train Day, we did get rid of one over the weekend. Preparations began last week for the movement of N&W 1134 to her new home at the Railroad Museum of Virginia at Portsmouth. The boiler left 9th St at around 3:45 on Saturday on a North Fork Inc. lowboy trailer. The running gear followed tonight on a TTX flatcar. Our GP-30 N&W 522 moved it across 9th St, where it was picked up by the local NS shifter at approximately 7:35 PM. Wizzy and Mike both got photos.

http://www.rrpicturearchives.net/archiv ... 555&Page=1

http://www.flickr.com/photos/44509753@N03/

Roanoke Times story on 1134 from a couple of weeks ago

http://www.roanoke.com/extra/wb/244390

What a transformation of engine 1134. I'm amazed how it looks in comparison to the 1151 I saw in Roanoke a few months ago. The 1151 is missing most rods, stack, pilot, and all other appliances. 1134 looks amazingly complete in comparison.

The other thing that struck me was the fact that the two pieces went to Portsmouth separately. I wonder why it was best to ship the running gear by rail and the boiler by truck? It seems that rail would have been best for both from a cost perspective.

It occurs to me that I have the potentially "perfect" display setting for 1151:

Set up a diorama of 1151 in a shop setting, with maintenance being done upon it. Thus a perfect "explanation" for missing hardware.

Such a setting could be constructed at the VMT or in any N&W shop building acquired in the future for preservation/display. Or, heck, even that proposed set-up at Clifton Forge, even though it's not a C&O loco.

I wouldn't necessarily want to advocate "sectioning" a locomotive for display of the internals, but that's certainly a viable option as well.......

Sandy, The "locomotive undergoing overhaul display" has been suggested several times already, including at one of VMT's planning meetings. Another suggestion that has been made, with tongue only halfway in cheek, is to plant kudzu around it and interpret it as it was in the scrapyard................:)



The running gear was shipped by rail because of weight. The thing weighs 80 tons. There was really no way to put both halves of the engine on a single flatcar without having issues with balancing and securing the load. To ship both halves by rail would have required an extra flatcar and the resulting extra costs. Since the boiler fits on a lowboy (which Will Harris owns) with no trouble, why bother?

I wrongly assumed a 2nd flatcar would be cheaper than a truck, gas, and driver. But if you own the truck, that makes a big difference. Thanks for the additional info.

Great pics and equally great information - thanks, all - very much appreciate it!

/Mitch

WOW! She looks so darn good with a new coat of paint on!

It is amazing at what FAITH in something can accomplish ! The #1134 looks great ! Living here in Ohio and with the relocated N&W 2-8-0 within an hours drive it was most pleasing to see how well preserved the metal structure of the locomotives were. Did the vegetation (Virginia Creeper?) help to keep the rain off them over the years ? Not having the boiler jacket with lagging surely helped.
Also, has anything been done to the two Baldwin Chesapeake Western diesels ? What are the plans for them ? Also, how complete are the prime movers, generators, etc ? Is there enough there to make them run again ?

Signed: A Baldwin fan.
Kevin

Even more amazing is what doing something can accomplish. Less dream more do.

dave

Actually the boiler jackets (or what was left of them) were still on them up until about 5 or 6 years ago when the asbestos removal was done. That is except for possibly the 1151, which is thought to have been torn down for an overhaul when she was sold for scrap. From the pictures I have of her, it's very difficult to see whether the jacket was there or not through all those vines.

Between the humid environment, being buried under rotting vegetation, periodic flooding from the Roanoke River, the tale of one or more of the engines being dragged clear of a busted water main with the wheels and motion seized up solid, and of course six decades of not-so-benign neglect, these things were a textbook case of how not to preserve a steam locomotive. They sure do clean up nice though, don't they?

Kevin,

The rescue of the "Lost Engines" is more a result of an "angel" named Will Harris than anyone's faith. A year ago, most of us in the area were pretty well convinced that they were going to end up as razor blades. Fortunately, Bev Fitzpatrick hadn't given up on them and was able to bring Will and the Portsmouth folks together.

As far as the Baldwins are concerned, 662 is the property of VMT. We (Roanoke Chapter NRHS mechanical dept.) agreed to do an exterior cosmetic restoration on her in exchange for the 663. So far I, along with John Garnand, Tony McCray, and several others, have spent a fair amount of time cleaning mud and crud out of the trucks and lubricating both units so they can be moved without any further damage. We've done some surveying of their overall condition. 663, while rougher cosmetically, seems to be the better of the two mechanically. At some time in the past, both units got "plucked" of their controls and much electrical gear. 662 also lost some bits and peices from the prime mover. We've pulled all of the inspection covers on 663, and the cylinders look to be in remarkably good shape, with no obvious rust or damage. The stacks on both units had been capped by shoving paint cans over them. Our "scavengers" were able to obtain the correct brake stands for both units from the Alcos that were recently scrapped at Cass, along with some replacement brake rigging for damaged pieces on 663. (663 suffered a derailment just before it's retirement) Our focus for this year is 662, Virginian Ry. caboose 322, and repainting at least one of our operational N&W diesels, along with continuing work by the steam guys on 1118. Hopefully, at next year's "National Train Day", VMT will have a pretty new old diesel to display.

Long term, it would be nice to hope that 1118 could be the guest locomotive at the Link Museum in May of 2012. As far as running the 663, we don't have any real plans for her yet. We're probably just going to stabilize her for storage (maybe even shrink-wrap her). The GP30 and T-6 are adequate for our current limited operational needs, although it would be nice to get our hands on an ex-N&W GP9....no oddball & obsolete turbocharger to maintain..... If we're ever lucky enough to obtain track suitable for regular public operations, that's a whole other ball game.
If you feel like coming down from Ohio for a weekend, we've got sanders and needle scalers that would love to make your aquaintance.......:)

Gary:
Thanks for all the details of the two Baldwin Chesapeake Western diesels ! I am glad indeed to hear that they are in decent shape and that you were able to salvage some parts from the ALCO's at Cass that might be used in their restoration.
I would like to accept your offer of helping, and if Roanoke were closer I would be thrilled to do so ! Perhaps someday ? In the meantime, keep up the good work !

Kevin