If they doubleheaded back to Cheyenne then obviously I was wrong in thinking the tires were turned there. Where was this work done?

Thanks,

John

jhbohon@yahoo.com

> If they doubleheaded back to Cheyenne then
> obviously I was wrong in thinking the tires
> were turned there. Where was this work done?

> Thanks,

> John

I believe the work was done at Omaha Union Station. UP 8444 (as it was then numbered) had been in Omaha for running gear work. The valve cages had broken on a February, 1975 excursion, which was completed by a pair of E-9's I was there, the only time I've ever gotten to see my favorite steamer in action.

kevin.r.gillespie@verizon.net

> I find it hard to believe I am looking this
> up 28 years after the fact but here they
> are.

> NKP S-2 Berk: 15'8" over stack.

> SP GS-4 Daylight: 16'4" over stack.

> I remember old PRR engineman telling me they
> were not allowed to use firehooks under the
> wire so I think the clearance must have been
> pretty close. They would not have had to
> tell me twice.

> John
We should remember that Ross Rowland's planning of the AFT began in the late 60's with the 759 and the Golden Spike Sentennial Limited "Blue Train". The original plan for the AFT was 2 - NKP Berks'- 763 and 755. 763 went to Labanon and was being worked on when Ross seperated from the AFT management - Also - original artwork for the AFT after the doubleheaded Berks shows the N&W 611- I am not aware of any consideration of the C&O 614 in the AFT plans. Ross's plans for the 611 occasioned the return of the Class A -1218 from Steamtown to Roanoke in the early 70's.
When the restoration of the 4449 was running late and could not be ready for the first runs - then the 2101 was " made to run" in 30 days. It would be interesting to know how many times the FRA condemned the 2101 during the AFT operations from
Wilmington to Chicago. I don't recall when the 4449 clearance issues came into play.
I saw 2101 in Silver Grove roundhouse before and after the fire - and other reports are accurate that the paint was not even baked off under the running boards - the grease was not melted off the rods. You know that boiler lagging works both ways?

GPBensman@aol.com

> I believe the work was done at Omaha Union
> Station. UP 8444 (as it was then numbered)
> had been in Omaha for running gear work. The
> valve cages had broken on a February, 1975
> excursion, which was completed by a pair of
> E-9's I was there, the only time I've ever
> gotten to see my favorite steamer in action.

The work was done at UP's Omaha Shops. The tir4ed were not turned; the flanges were reprofiled using a Lidgerwood tool attached to the brake heads on the locomotive.

759 operated under PRR wire from Harrisburg station in Sept. 1970, on the two Horseshoe Curve trips. I don't recall any other times she was in the electrified zone.

hpincus@mindspring.com

Hmmm...

I think you are right. She spent a lot of time under DL&W wires, but not PRR.

What about 765? Did she venture under PRR cat during ferry moves from Hoboken to the Lehigh Line in 1988?

Rob

> 759 operated under PRR wire from Harrisburg
> station in Sept. 1970, on the two Horseshoe
> Curve trips. I don't recall any other times
> she was in the electrified zone.

I have been reminded off link that PRR also ran T-1's into the Harrisburg station at 15'10". Perhaps that was because they were only going into the station and not out on the main at speed. Did PRR run T-1's east under the wire?

John

jhbohon@yahoo.com

> I have been reminded off link that PRR also
> ran T-1's into the Harrisburg station at
> 15'10". Perhaps that was because they
> were only going into the station and not out
> on the main at speed. Did PRR run T-1's east
> under the wire?

The wire is not at all the same height everywhere on the NEC. Interestingly the lowest wire on the south end is (was up to 10 years ago) not in Baltimore tunnels or Washingon stations, but passing under the B&O Alexandria Branch bridge, in high-speed territory. Since there is no thru freight there, higher clearances were not required.

Two other points of reference, Superliners could not clear into Washington Union Station until modifications to platform roof canopies were made to allow Superliners on the Capitol. Even standard dome cars could not run into Washington. The C&O had low clearance domes built and then (I have been told) sold them to the B&O after they wouldn't clear the wire in the tunnel south of the station. When on the B&O, passengers were not allowed in the domes until the train was out from under the PRR wire on the upper tracks.



pjslks@ix.netcom.com