I only have one suggestion for a stable mate for 614 that I feel isn't already obvious and that is SP 4460. I realize it isn't a C&O, but it sure is a classy locomotive and can certainly handle the job. Another suggestion I have is B&LE 643 since it is essentially ready to go, but I'm not sure it could run at a sustained 70+ or even get that fast to begin with.

-Alex Haines

Classy and classic engines, indeed, Alex, but as you commented, there is a question if the 634 could even get up to speed, and part of that is that the engine has plain bearings (the rest is relatively low drivers combined with heavy machinery, compared with what would be on a smaller locomotive, like SR 4501). Roller bearings on at least the driving axles are one of Ross's important requirements--and this may disqualify your other option, SP 4460, which I believe also has plain bearings.

Otherwise, you really do have a couple of good choices here.

What we really need is either a very sympathetic Class I willing to run almost any locomotive presented to it in interchange condition (no carrier really qualifies in that regard), or to somehow purchase our own railroad with the capability to properly use big engines. This means not only the track and other structures to handle the axle loads, but a repair shop to keep them running and a traffic base, both freight and tourist, to support them. Unfortunately, all those are owned by someone else who's making more money than we would, and doesn't have the sense to know what fun they are missing. :-)

After the in-depth discussion about the B&LE 643 that occurred on this board, I'd feel comfortable saying that particular locomotive is NOT on Ross's list. :)

The discussion dealt with the huge reciprocating mass of the 643, how it hammered the track over 35mph. Also some discussion about possible problems with modern switches may have with the 643's blind driver setup.

viewtopic.php?f=1&t=29063&hilit=643

New York Central 3001 seems like the perfect fit for what Mr. Rowland is looking for in a steam locomotive.

I recently heard, secondhand of course, that there has been a large grant received for the restoration of the Mohawk. I know nothing beyond that little tidbit of info. It sure would be nice if it was true.

Les

Aside from Ross Rowland's search and vision, remember that 261's operators were/are searching for a locomotive of similar calibre. This might be the year in which we see a modest steam revival; the less modest, the better!
I would say the requirement of sustained speed and roller bearings would exclude the 643 and (sadly) the I1sa, 4483. Another NKP Berk would be nice, but the proposed GS-4 is a shiver of delight! A Mohawk would be fast enough. Refitting a PRR M1b with roller bearings is out of the question. There are plenty of static Kanawha's available. What would we do for a NYC Niagara right about now? Finish the 1361? No, I don't think so. Big, powerful, roller bearing equipped, and reliable. Okay, N&W 611, C&O 614, and..... My thoughts lead me to the collection in St. Louis and Baltimore. How about retrieving 2100 at a bargain price?

The Reading T-1's are out. Plain bearings on the drivers. Never understood Reading's thinking on that.

They did change their thinking later in the game and the last ten, including 2124, are equipped with roller bearings.

http://www.readingt1.com/construction.shtml

I stand corrected. Thank you, Mr. Evans. That would certainly put the 2124 in play, should the NPS deem it possible.

I understand that 2101 does not have the desired bearings and is chard up, but how cool would it be for one of the more famous engine have a 5th life; regular service, AFT #1, Chessie Steam Special, displayed in the elements, then perhaps the Greenbrier Express? I cant wait for the list of engines Ross makes! I would sure love to help out restoreing an engine and getting some experience *hint hint*.

NYC 4-8-2 data:

http://www.steamlocomotive.com/mountain/nyc.shtml

http://www.steamlocomotive.com/mountain/nyc3001jp.jpg

http://members.pioneer.net/~fitzrr/3001.jpg

http://www.steamlocomotive.com/mountain/nyc3001.jpg

http://www.railpictures.net/viewphoto.p ... 27&nseq=35

http://www.railpictures.net/viewphoto.p ... 8&nseq=168

Sister 3031:

http://abpr.railfan.net/abprphoto.cgi?/ ... yc3031.jpg

The other surviving NYC 4-8-2, an older engine with plain bearings:

http://www.railpictures.net/viewphoto.p ... 5&nseq=202

One of the things that impresses me about the 3001 is how much it looks like a 4-6-4; this may be the closest you can get short of building a Hudson replica.

Somehow we need to buy our own railroad. . .

I am a little curious about something. Since the route of this train is also an Amtrak route, it is my understanding this route will have to operate with Positive Train Control by 2015. Has there been any talk of installing PTC technology onto the locomotives?

As a former dispatcher the whole discussion of PTC interests me so, that's why I have the interest.

The only real engines that make sense from a performance and historical relevance perspective are two of the twelve (12) remaining 2700 series Kanawhas. If I were Ross, I would be drafting very attractive restoration/lease offers to: 1. Hoosier Valley RR Museum (2789), 2. City of Washington Court House, OH (2776), 3. KRM (2716), etc. where engines have owners who may wish to operate them but don't have the where-with-all to finance it upfront. Agree to return the engines in operating condition with a predetermined amount of boiler time left and perhaps a monthly or annual lease payment that would put some guaranteed money in a dedicated account for the future operations/maintenance costs. Seems like it would be a win-win for everyone. The 2700's were built to move heavy trains over the C&O coal field lines and were not strangers to the C&O Mountain Sub either and would be very much at home in this role.

Rob Gardner
American Steam Railroad

The C&O K4s would be my choice as well--plenty of tractive effort, a boiler rated at 115% of cylinder capacity (a common Advisory Mechanical Committee standard), driver and cylinder proportions to put the power range where you would need it, booster equipped, and rollers on all engine axles. They were factory-delivered with steam heat and signal lines, and were regularly used on passenger trains on the Mountain Sub; the J3a clase was ordered to relieve these engines of their passenger duties so they could be put to proper use on freight. They are essentially a Nickel Plate 2-8-4 with 1-inch larger cylinders and the refinements listed, plus a larger cab and tender, and a reversed sand and steam dome arrangment. That change was because C&O found out that the forward steam dome of its early J3 4-8-4s (Lima, 1935) could easily lead to flooding the dry pipe and superheater when the engine tipped down on a vertical curve, of which there are several sharp ones on the Mountain Sub (this was not a problem on engines assigned to more level territory, like NKP's 2-8-4s and C&O's own T1 2-10-4s, which were the design base of the NKP machines.) The first 40, I believe, had external air tanks, but the engines built after that had the air tanks cast into the frame, as No. 614 has. No. 2789 is also one of the last five built, which were notable for having welded boilers from the time they were new from Alco in 1947.

The first of the series, No. 2700 (Alco, 1943), has been in the news here lately.

viewtopic.php?f=1&t=29746

C&O K4 specs:

http://www.steamlocomotive.com/berkshire/co.shtml

Of course, Ross is the one writing the checks--and deals may very well count more than heritage.

P.S. to my comments on the NYC 3001: That engine had a somewhat famous sister, the 3005, which was the heroine in David P. Morgan's classic "In Search of Steam" article, "The Mohawk That Refused To Abdicate And Other Tales."

Wonder how many people here remember that piece?

I might be alone in saying this but, does the Eastern US need another 2-8-4 in steam?