Is that a GG-1 in the background in one of the photos? In Roanoke?

Wesley

Yep, The museum got one back in the late 70's when you could get one for $5000. A then Board member bought it and donated it.

Can anyone officially comment on the move itself? Obviously going on own wheels, and via NS for at least part / all of it. Methodology - special move or tariff - any movement or clearance limitations? And what was the contact point at NS?

Evaluating equipment for movement limitations is a big deal - nobody wants to flatcar equipment that could be moved on its own wheels, but the rules and the players are always changing. Did it go better simply because it is a locomotive / class already well-known mechanically because of the 765 history?

Contact me offline if necessary.

Or does the fact that Ohio Central is a bonifide interchange partner with Norfolk Southern feeding freight to the NS, have anything to do with it?

Les

Mr. Beckman hit the nail squarely on the head!. If you're a shortline partner feeding NS perhaps 30,000 cars/year in revenue freight your request for a dead-in-tow locomotive move will get appropriate consideration,as it should be.
For others its about $150/mile with a 100 mile minimum IF you've got an all roller bearing locomotive and it passes their mechanical inspection. All risks are assummed by the shipper.
For any piece that's not completely roller bearing the answer is short and sweet--NO!!!

no stranger than a nKP locomotive in Virgina

Here are a couple views of the GG-1 4919 as it sets in the Virginia Museum of Transportation. While the 763 is under cover now the other 3/4's of the museums equipment to include the GG-1 is not.

Side view of PRR GG-1 4919 as viewed between the VGN Electric and NKP 763.


Front angled view of PRR GG-1 4919 with NKP 763 just off to the left under cover.


Enjoy

P.S. On a side note the Raymond Lowey Museum is right down the street in part of the N&W Roanoke Station that also houses the O'Winston Link Museum. The Industrial Design department at Virginia Tech was one of the groups that spearheaded the development of the Lowey Museum. Ideas have been thrown around to place the PRR GG-1 4919 behind the station to be closer to the Raymond Lowey Museum, but logistics is a huge problem and the N&W 1218 would be there if the lack of track and cover wasn't an issue, which was one of O'Winstons last request before passing, so the City of Roanoke placed the N&W 1218 in the care of the Virginia Museum of Transportation and is now undercover and displayed beside the N&W 611. In recent times the over lapping of exhibits and the one price for one ticket gets you into all participating museums have opened new doors and helped all.

If we haven't proved it yet, we'll do anything for coal, water, and a well-placed case of Black Velvet....

"Hick"

Nickel Plate #764 (or C&O #2659) it is!

No offense, but we'll keep the work-a-day look, though. Here at SRI, we prefer to use this highly secret weathering technique called "we ran it 30 days ---- @#$ no were not cleaning it" for our photo ops/ charters.

In fact, we have found this tecnique SO successful, people THREATEN us if DO say we will clean it, right John?

These are LIMA Berks; not Dreyfuss Hudsons. Kind of like the Chevy/ Ford to the Cady/ Lincoln; and like Ford said, you can have it any road name you want Kelly, as long as she's black.



TJG

I respectively disagree --- we have a non-rolling bearing locomotive, and have moved around quite a bit (albeit under the radar) the last few years. In addition, in my own experience, I was told at my previous employer by supposed experts that a certain class one would NEVER allow steam --- and while it may not have been their busiest main, I found that they could not only be dealt with, they were downright helpful, as long as we didn't impede their ability to serve their customers or hurt their reputation.

I won't disagree that its DIFFICULT to move non-roller bearing steam locomotives, but you might try the follwing:

Sometimes, when you try treating the railroad (shortline or Class One) and its staff with dignity and respect, offer cash up front and not ask for a handout, don't wait to the last minute to tell them or try to sneak it past them help THEM where you can, and you'd be AMAZED what can sometimes happen.

And yes, even in the 21st century. Railroads may be big corporate entities who see us as bothersome; but real, honest-to-goodness people work for them, and THEY are the ones that most often make the call. Just remember --- the "peon" you stepped on and pushed around this time maybe the newly-appointed trainmaster who shuts you down the next.

As they say, the Golden rule HAS no equal. Even in a synical world, I'd rather treat others the way I'd wish to be FIRST ---- and get the shaft --- then presume everyone is a jerk and learn that a little respect of the chain of command and a firm handshake might have gotten it done. Who knows ---- if more had done that in the past, we may not have had the difficulty we do today in operating steam on Class one's railroads. Niave? Probably --- but then again, like the tootsie roll center of the tootsie pop, the world may never know!

TJG

In my mind there's a big difference between moving a locomotive that's already been torn down and restored to running condition vs. a museum locomotive that hasn't moved in a long, long time. Maybe not, if your CMO can certify it can move and convince the interchange car inspector. But when you see equipment like one of the Reading T-1's relegated to a flatcar load (when it had been operating) you begin to think that's there's becoming few alternatives out there.

Our movements of PM 1225 lately have been over regional railroads where the management is likely also to be the owners. These are folks with lots of practical railroading experience, and with confidence in their own decisions and in their people's ability to get trains over the road. Such managements are not scared by a few solid bearings, and are at ease operating their properties as they see fit.

Contrast this with the managements of the larger carriers, who may never have seen a roller bearing up close, let alone a 6x11" brass, but who are responsible to shareholders and terrorized by environmental regulators, SarbOx, liability, and other concerns. I expect we and other operators will continue to have success with smaller lines for the foreseeable future, but do not expect to repeat the Chessie Steam Specials or Southern steam excursions anytime soon.

Regarding Reading 2100, and TJ's point: the owner of the 2100 is notorious for antagonizing the Class 1 RRs in Canada, including the one that TJ had great success dealing with. I don't think it is coincidence the same class 1s wouldn't allow its movement on its own wheels over their lines.

Some more things to keep in mind:

1. Remember that the RRs treat deadhead or other non-passenger-hauling movements completely differently from passenger trains. Frequently, deadhead moves, even for odd items such as steam engines, can be handled on the local level with class 1 RRs - and should be if at all possible.

2. Isn't the 763 all roller bearing? I thought it inherited a W&LE tender with roller bearings.

Chris.