Not CNJ. Their Alco RS2s/3s kept their original trucks all the way into Conrail.
WAG Ann Arbor. I think this is wrong so I will not be surprised when you say wrong.
That I can think of off the top of my head both Ann Arbor and Gulf Mobile and Ohio used AAR type B trucks from traded in FA-1's. And both had RS-1's. I do not think either had any FM' s though.
You're on the right track, but not AA or GM&O. The Alco trucks did come from traded-in "Road Freight" engines. (That's FA1 now, but they weren't so labeled when new). Think about what kind of Alco road-switcher would need to be retrucked...
I think the road switchers returned from service for the Army in Iran would require retrucking. Now to think from whom did the Army borrow those roadswitchers?
The Army kept all of its requisitioned RS(D)-1s. The railroad I'm looking for bought both the eventually-retrucked Alco road switchers and the Baldwins the trucks came from new.
The engines that got the Alco trucks were the first large order painted in the company's new bright paint scheme that replaced a very conservative look.
I'll go with Soo Line. Their GP30's are well-known for their trade-in trucks and they had some RSC2's that needed to be re-trucked.
CSSHEGEWISCH I'll go with Soo Line. Their GP30's are well-known for their trade-in trucks and they had some RSC2's that needed to be re-trucked.
Bingo! Soo traded in 21 FA1s, a wrecked F7B and their spare Alco trucks on GP30s 700-721. They later regretted using the old motors, but the units lasted a long time anyway. The 22nd FA1 was traded in on GP35 722, which also rode on Alco trucks.
MSP&SSM had RSC2s and RSC3s used in North Dakota on light rail branch lines, and WC had an RSC3 for service over Milwaukee Road trackage rights to the ferry slip in Manitowac WI. After the post-merger Soo Line retired its DRS-4-4-15 and AS16 road switchers the trucks were used to convert the two remaining RSC2s and all of the RSC3s to B-B, a few of them lasting into the 1970s.
Norfolk & Western inherited Train Masters from both Virginian and Wabash. Aside from road numbers, what feature distinguished one group of Train Masters from the other?
Dynamic brakes? (Virginian yes, Wabash no)
Wabash's two ex-demonstrators (TM-1 and TM-2 -> 550-551) had steam generators. Did 552-557?
Wabash's TMs were repowered by Alco
I was doing a Google search on TM' s and this popped up in the advertising:
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DS4-4-1000 Wabash's TMs were repowered by Alco
This was the answer I was looking for. Factory repowerings by Alco were relatively rare, the only others of which I'm aware are two NKP AS16's.
DS4-4-1000, it's your question.
Staying with N&W they inherited a small group of one model of a minority builder of locomotives. That group was divided exactly in half by being repowered by two different builders.
What railroad did these come from? Who was the original builder? What model? and who repowered them?
CSSHEGEWISCH Factory repowerings by Alco were relatively rare, the only others of which I'm aware are two NKP AS16's
The Upper Merion & Plymouth sent a VO1000 to Alco and it received a 251 and an S6 hood.
The three PRR sharks were repowered with Alco engines. Some references say it was done by Alco while others say PRR did it.
DS4-4-1000Staying with N&W they inherited a small group of one model of a minority builder of locomotives. That group was divided exactly in half by being repowered by two different builders. What railroad did these come from? Who was the original builder? What model? and who repowered them?
NKP purchased four Baldwin AS-16s numbered 320-323. Two were repowered by EMD, becoming GP9s, while the other two were repowered by Alco and became RS11s.
Of course you are right. Your question!
Only two classes of C&O steam power had water scoops for using track pans. Which classes and why?
I believe the C&O did not use track pans on its own lines, but possibly the Southern did between Orange and Alexandria, and F19 Pacifics and the Hudsons had the scoops for picking up water when running on Southern tracks.
I may be wrong on this, and there may be a location where C&O had trackage rights on either the PRR or NYC, but I don't know where. The PRR and NYC were the greatest users of track pans.
Dave, your second hypothesis is correct. Look north.
Both classes didn't come to the C&O until very late in the steam era.
Over the Central between Toledo and Detroit?
Right railroad, wrong location. Look closer at the last sentence of my earlier post.
So, I had the right locomotives, but the wrong location?
No. As a hint, the locomotives were not built for the C&O.
One class of locomotives was the second use of that class designation on the C&O.
C&O had three classes of ex-Pere Marquette 2-8-2's. PM operated over the NYC from Porter to Pine Jct. Indiana. I would guess the later ones, C&O class K-6 and K-8, still had water scoops.
Bravo, rc. Probably the K-6 Mikes were identacle to the C&O's except for the water scoops, and maybe a few other minor details.
I have to step away from my computer for a couple of days. In the interest of moving the thread forward, I'll pass on the question to rcdrye, who got most of it. The locomotives in question are the second G-2 2-8-0s (built for PM) and, as noted, the K-8 2-8-2s. Both classes had water scoops for trackage rights on the NYC between St. Thomas, ON, and Buffalo, NY. All of the K-8s (USRA light Mikados) were purchased by PM secondhand, with some originating on the NYC.
I'll stick with late steam. The last of this railroad's last 22 Berkshires missed by two days being the last steam locomotive to leave a (U.S.) commercial builder, with NKP 779 getting that dubious honor.
The A-2 Berkshire for the New York Central subsidiary that really wanted diesels but which was forced by NYC management to get these Berkshires instead.
Pittsburgh and _______? I'll try to look it up and get back. Probably because of light track in spots, they were lighter than most modern Berks.
The A-1s were the orginal Boston and Albany Berks.
NYC's (including B&A and P&LE) last steamers came earlier, with the last batch of Niagaras.
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