From what I understand from my involvement with the Kentucky Railway Museum, the owners of 2716 the firebox problems were fairly minor, and could have been repaired. In fact, Fort Wayne did welding repairs on the locomotive when it briefly returned to service in the mid 1990s. I do not remember the extent of the repairs at the time though.

My guess is that 2716s withdrawl from service happened about the same time as the Sou/NS merger. I would guess that the corporate desire to use the "hertage" locomotive, 611 instead of continuing to lease a foreign locomotive.

I've seen references to Family Lines requesting use of it, and TVRM offering a plan to restore and operate it. FL went on to get 2716 afterwards. (This was in response to the favorable view of CRR no. 1's Florida trip.) Never seen a reference to a real attempt by SOU (I'm not counting any off-hand "Gee, it sure would be nice" musings).



2716's ills were mainly firebox (throat sheet) and running gear (the engine has no wedges - two sets of shoes). It was rushed into service after 4501 failed in April, and consequently some work got put off. With 611 operating, a commitment to return 750 to Atlanta-NRHS in operating condition, and 4501 needing a flue sheet, 2716 simply fell low on the priority list.

There was a rumor about "Virginian 516," but I don't think it was every anything more than a gee-whiz idea.

JAC

The overhaul of RDG 2101 brings to mind a question I've had for a while. When we were trying to figure how to fabricate Nicholson thermic syphons for PM 1225, we took a tour of the fireboxes of several other engines looking at syphon patches. The management of the B&O Museum graciously let us slither into the firebox of that engine, whose cab is ordinarily locked up. The 2101 has three new syphons, and I've always wondered whether these were old work from the last days of steam on the Reading, or if they were new work by the Freedom Train crew. For reproductions they're a gorgeous piece of work, made in one piece, and I always wondered who did that in 1975 and how.

Although I've forgotten the details, the MSU Railroad Club was contacted about use of the 1225 on the Freedom Train, at some point in the decision process between the NKP Berks, the deshrouded 611, and the T-1. The enthusiasm for the 1225 lasted about a week as I recall.

That would be a question for brother Ross, but I'm guessing they were Reading-made.

There certainly wasn't time to do it at Riverside in early '75.

There was a lot of side-sheet work done in Birmingham in '76, but I've never seen reference to siphons. If it was done post-1964, though, this is the most likely time.

Not much was done at Saucon Creek between the Freedom Train and Chessie stints - cosmetics, a little touch-up to the running gear.

No mention of boiler work at Reading between the '77 and '78 seasons.

No work that I'm aware of was done at Silver Grove prior to the fire.

JAC

I was only associated with the 2101 crew for short periods of time but I did see her over nearly all of her second career. As far as I know the syphons in the 2101 were installed by the Reading. What I do not know is if they were installed during the original rebuilding of the firebox in 1945 when the engine was built or during some later shopping. Only the last ten T-1s had all new fireboxes and the 2101 was only in service from 1945 until probably 1954. I guess it is possible the syphons are the ones installed in '45 but I would think not. I agree with your statement that the Reading folks did good work. I have always been amazed by the quality of their work on the T-1s and their diesel power seemed to recieve quality work as well.

I was unaware the 1225 was considered, even if briefly, as possible power for the Freedom Train. That is an interesting discovery.

John Bohon

These thermic syphons were indeed repaced in 1976 at Birmingham, AL. The syphons and the staybolts for the project were supplied by Menair-Fetzter of Carversville, PA with whom I was then employed. M-F did a lot of contract work at that time and this was one that they were involved with. I do remember the old sypons shipped to our shop and seeing them there. The actual fabrication was sublet out to another firm as were the staybolts. I don't recall ever seeing the completed syphons before shipment to Birmingham but did pack the staybolts for shipping.

That is very interesting. I was not with the 2101 in Birmingham and either forgot the syphons had been replaced or was never told of that repair. I remember seeing the syphons later during a boiler wash but apparently did not notice they were new. Thanks for setting the record straight.

John Bohon

The initial plan for the AFT was to have it pulled by 2 NKP Berks so that we'd have ample pulling power and never have to have diesels in the consist and so that by staggering the boiler wash out dates one would always be live on display.
For a variety of reasons that plan got shelved in early 1973 and it was decided to use the Daylight as the primary engine despite its high drivers and difficult clearance issues. When the ATF Foundation was notified in the fall of 1974 that the Daylight would not be permitted east of Chicago due to clearance issues, we bought the 2100&2101 from scrap dealer Striegel in Baltimore, Md. and under the leadership of Bill Benson from Akron Ohio we did a complete rebuild of the 2101(AFT#1) in the Riverside, Md. roundhouse of the B&O in a miraculous 30 days and 30 nights. It was only possible due to the incredible work efforts of approx. 50 full time employees and an Army of about 150 volunteers, and substantial help from one of our 4 corporate sponsors-GM. On several occassions GM leaned on critical suppliers(i.e. Babcock&Wilcox for superheater units) to make our needs a priority. Without GM's pressure on these vendors there's no way we could have done it in anywhere near that incredibly short time span.
When you look at recent steam engine rebuild efforts(i.e. the PennsyK4 at Steamtown now in its 7th. year!!!, the O/C 's 3 year rebuild of the 6325) it dramatically shows how hard to believe what Benson&Co. did achieve in1974!
The engine joined the train at Cameron Station Va. with about 3 minutes to spare and powered the AFT reliably(without diesel assistance) from April'75 thru July where in Chicago the torch was passed to the Daylight. The reason the Daylight always ran with diesel helpers was that with her 80 inch drivers she couldn't pull the 26 car AFT over the ruling western grades without assisstance. The Reading T-1's were built for that kind of slow speed heavy hauling and had no trouble handling the consist alone. That's the reason that in all the pic's. you see of the AFT with the Daylight there's always diesel helpers behind her whereas the T-1 is always solo.
I still recieve mail from steam fans who were among the 7 million plus who came to see the AFT saying that the AFT started them on the road to becoming a railfan so as far as I'm concerned it was well worth the effort!
Ross Rowland

Not only did the Freedom Train start people out as railfans but it also got them involved with preservation. Several groups around the country have founding members who were inspired by the Freedom Train. Another result was the restoration of several of the mainline steam locomotives that have operated in the last 28 years. I am sure many others who were inspired have contributed to smaller operations over the years. Some, including at least one of the restoration contractors, were brought into the bussiness by High Iron or SLCA. Worth the effort? I'll say it was. Thanks to all who made it happen as well as a big thanks to Ross for thinking big. In my opinion, especially since the loss of the NS steam program, we need something like this to happen again. Hopefully it would jump start another generation.

I would like to take this oppertunity to invite Ross and anyone else interested in the Freedom Train to join the AFT Yahoo group. It is amazing how many people are still interested in both Freedom Trains. The group includes folks who are modeling them as well as some to young to remember either train. Those of us who do remember try to answer questions and relate our stories. Ross your input would give us a behind the scenes look that few of us will ever know unless tell the story.

John Bohon