Simon Modelling CB&Q and Wabash See my slowly evolving layout on my picturetrail site http://www.picturetrail.com/simontrains and our videos at http://www.youtube.com/user/MrCrispybake?feature=mhum
Modeling the Reading Railroad in the 1950's
Visit my web site at www.readingeastpenn.com for construction updates, DCC Info, and more.
QUOTE: Originally posted by nelsonb Looking for help in trying to asses a value on this locomotive. Age unknown, maybe 1960 to 1970 vintage. Any help appreciated.
QUOTE: Originally posted by nelsonb Thanks for the info on this. It is a plastic model with LEHIGH NEW ENGLAND decals. Hope this will help ID this loco. Have someone who is interested in trading for it so I'm just looking for a basic value. Thanks to all who replied[tup]
I am looking for information on what the 0-4-0 camelback goat (prototype of coarse) was used for in the late 30s in either Utah and or Virginia areas. Any help would be appreciated,thank you
Still plays with trains while dreaming of driving my 67 GTO
It has been my impression that there is some pent up demand for Mantua camelback shells as kitbashing fodder, but even so I suspect the $40 or so price range is about what you'd be looking at, and likely at the high end at that given that it was a freely available commercial product. The old old Mantua zinc and bent brass loco is something of a collector's item if in running condition - few are due to zinc rot and general age.
Dave Nelson
Dave, no offense meant, but the previous post asked for prototype information on 0-4-0 Camelbacks used in Utah or Virginia.
Unfortunately, he resurrected a thread which has been dead for over 10 years, instead of asking the question in the appropriate "Prototype Information" section.
To the question - I am not aware that any other railroad other than Reading used 0-4-0 Camelback switchers. One of the reasons the Camelback design was adopted, was the large Wootten firebox left no room for a cab. The Wootten firebox was developed to burn Anthracite waste, which was not available in Utah.
My bad, I did not notice the age of the thread itself. I rarely look at that.
I will make partial amends by noting that I did find an internet image of a camelback 0-4-0 used by the E & G Brooke Plant, Wickwire Spencer Steel Division, The Colorado Fuel and Iron Corporation. It is not unlike the Reading locomotive in general outline.
http://www.northamericanrails.com/yahoo_site_admin1/assets/images/Brook_Iron_0-4-0_4_Camelback_-_Copy.129114408_large.jpg
The photo shows the ex-RDG 0-4-0C that worked in Birdsboro, PA and eventually found her way to the Strasburg Rail Road in PA. The Mantua model is very similar, except that no. 4 has a different cab roof contour.
I'm a bit confused by the request for info on camelback 0-4-0's used in Virginia or Utah. That's quite a geographical range! Camelbacks were very rare in both locations, if they appeared there at all. Camelback 0-4-0's were particularly rare.
Tom
Yes, the E G Brooke works was in Birdsboro, PA, right outside of Reading. Despite being owned by the Colorado Fuel and Iron Co, this loco did NOT operate in any state west of Pennsylvania.
Camelbacks are pretty much an Anthracite railroad thing, which pretty much confined them to the northeast quarter of Pennsylvania. Reading, CNJ, DL&W, etc.
--Randy
A few Camelbacks were used by U.P., Rock Island, and others outside of the Anthracite region, but not many. Recently somebody mentioned the Southern as a user, but I've never seen documentation. I believe a Virginia shortline absorbed by N&W had at least one. B&O had a successful class of Camelback E-19a 2-8-0's, which survived into the 1930's and were photographed at least as far west as Ohio. They were able to use poor quality waste as fuel.
Camelback 0-4-0's were exceedingly rare. Aside from the Reading, I don't know of anybody else who had them.
ACY, can you fill us in on the U.P.'s use of Camelbacks? I've got an old Mantua (plastic0 version I would like to justify on my Western Roads layout.
Thanks.
Raised on the Erie Lackawanna Mainline- Supt. of the Black River Transfer & Terminal R.R.
Here's a bit on the UP camelbacks:
http://steam.wesbarris.com/camelback/up.php
The 2-8-0's were rebuilt by UP 1893-1895. Likely, they were de-camelbacked then. They were renumbered to 100-110.
Can't find anything on the 4-4-0's, yet.
Ed
I have to rely on Kratville & Ranks, Motive Power of the Union Pacific (Kratville Publications, 1966) because I'm a bit shaky on early U.P. motive power history. It looks like U.P. had two classes of Camelbacks, both built in the 1886-7 period. There was an unspecified number of 4-4-0's built by Rogers, plus Baldwin 2-8-0's 1301-1311. The book says there were ten 2-8-0's, but the number series says eleven. The book shows a Rogers builder's photo of 4-4-0C 768 on page 15, and a Baldwin builder's photo of 2-8-0C 1301 on page 26. According to Kratville & Ranks, the engines were unsuccessful at burning Rock Springs, Wyoming coal, so they were converted to conventional fireboxes with conventional cabs at Omaha in 1891 (4-4-0's) and 1893 (2-8-0's).
This is not an area where I feel very competent. It's not my era or locale. Anybody with better info is invited to chime in.
Thanks Ed and Tom. Sorry it took me a while to get back to this thread!
I have been looking for one of the later (85-) units and haven't found ANY! I don't see how you guys (who are all probably more qualified than me) find them to be common. I have looked on eBay for a number of years and have only ever FOUND a dozen, none of which were in my price range.
trainman05 I have been looking for one of the later (85-) units and haven't found ANY! I don't see how you guys (who are all probably more qualified than me) find them to be common. I have looked on eBay for a number of years and have only ever FOUND a dozen, none of which were in my price range.
It's 12 years after "you guys" found them common. Things change in 12 years.