Anything is possible; probable? Who knows...the lack of a geographic constituency might be a positive if a national organization with some clout got involved - veterans groups being one such, but the VA hospitals are rightly taking center stage for them right now. If the AAR and the VFW decided they wanted to see it.....I think it could happen. It would require a groundswell of support within the groups to be led by a few people of vision who are so inclined.

This is one of the few things that I'd be willing to ask the group for whom I am chair of the collections management committee to ignore the mission statement and take on if one were offered that we could afford. I think the story and ties-in to the greater public interest are worth the cost of the stewardship, and I feel that there's something of a moral imperative involved as well. At least we could provide a US based home if one should come back.

dave

The AAR Coulper with in type E the it on loco I at maybe correct need.
The Check centerline of the Knuckle above track (34 1/2 inches standard).

Willson so be the Type E Coulper (41 inches from the rail).

The Draft Gear in move in low position or higher position for use the "Willson Coupler".

I a Pacific Southwest Railway Museum an the 1 ALCo-GE RSX-4 an 2 EMD MRS-1.

The will put clearance in attachment of EMD MRS-1 that used in France.


Stan


This a EMD in France:

2) France

Starting on september 24, 1953, the unit was stationed for six months at the depot of Saintes (région Ouest), France for the same purpose it had in Belgium and Germany. The unit was renumbered in France to '060 DU' It was mainly used for freight trains towards Bordeaux, La Rochelle and Angoulême, with a daily average distance travelled of 924 km. The unit was also used for a passenger train towards Paris-Charolais. The unit was also seen in Paris-Nord and Saint-Gervais-le-Fayet. In january 1954, the unit was transferred to the depot of Oullins, for static tests. The unit stayed in France until march 17, 1954, after which it went back to Germany.

Overview of services in France:

2.10.53 - 9.10.53: Freight trains, 2662 km travelled
10.10.53 - 31.10.53 and
6.11.53 - 20.11.53: Freight, 19115 km
21.11.53 - 8.12.53: Passenger services, 13085 km
9.12.53 - 11.12.53: test trains with control coach 'Mauzin', 13085 km
12.12.53 - 25.12.53: Passenger services, 8153 km
26.12.53 - 8.1.54: Freight, 5790 km
9.1.54 - 12.2.54: static testing and reprofiling of tyres in workshop La Folie. Also tests on january 25-27 between Lyon and Ambérieu. Passenger and Freight trains in Alpine region between Bellegarde and Saint-Gervais-le-Fayet in cold, blizzard, but keeping the timetables respected, even with slowdowns for track-works and closed signs!
13.2.54 - 27.2.54: Passenger services, 11474 km
28.2.54 - 10.3.54: New speed regulator installed
11.3.54 - 17.3.54: getting ready for transfer to Germany

The came EMD MRS 1818

http://www.railpictures.net/viewphoto.php?id=377825

You can see a Willsion Coulper it do a it.

Stan

Reading through this, I get the distinct impression that there's a want to bring one of the 141r's home... Call me crazy, but maybe someone should throw a committee of some sort together to determine the feasibility of the effort...

I agree. I nominate you.

And I'd gladly take the nomination, but one man doesn't make an army...

I am much too irritated to deal with the issue in a surgical way. Brute force seemed easier and perhaps a bit cathartic for me. Posts have been removed. I will repeat what I've said before: I do NOT care if you don't like each other. But you will keep it civil within the confines of RyPN. You will. Because I have wasted quite enough time with the issues related to who dislikes whom.

So, you might want to read a post, herein, entitled Rant.

Yours, uncivilly,
Doug

For what its worth, I did some tourist line consulting 20 years ago, and was quoted $335,000 for a rebuilt SY, with right hand controls, including delivery to the East Coast. Even adjusting for inflation, many of those shipping costs seem very high to me.

As an historical item, the issue of conversion is a whole other wasp's nest. Do you convert the locomotive so that it can be regularly operated or do you leave it configured as it was originally built and operated?

Given many of us run in reverse with diesels which leaves controls on the left side, I don't think there's a pressing interest in conversion without some other issue - such as lineside signal visibility - interfering.

dave

That and most of us have enough people that having someone on each side of the cab to call signals isn't an issue. Unless regs require a conversion, leave it as is and use the money saved for more productive purposes (ie. buying more spare parts).