Norfolk Southern's Berkshires - the little bitty ones, kinda like the MEC class D's were to Hudsons.
Wound up on N de M and worked until the late '60s.
Well, since Berkshires are in the forefront, as best as I can determine, these Berkshires were the last North American examples to see revenue service, though far removed from their original home. Name the original owner, final owner and what else was unique about these engines.
rfpjohn L&N's Big Emmas
L&N's Big Emmas
Correct! L&N's 1991 was originally scheduled to be the "last", but NKP 779 couldn't be completed due to a missing side rod, to replace which Lima had to call back recently laid off workers.
NYC's (including B&A and P&LE) last steamers came earlier, with the last batch of Niagaras.
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.
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.
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.
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.
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.
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.
So, I had the right locomotives, but the wrong location?
Right railroad, wrong location. Look closer at the last sentence of my earlier post.
Over the Central between Toledo and Detroit?
Dave, your second hypothesis is correct. Look north.
Both classes didn't come to the C&O until very late in the steam era.
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.
Only two classes of C&O steam power had water scoops for using track pans. Which classes and why?
Of course you are right. Your question!
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.
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.
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?
DS4-4-1000 Wabash's TMs were repowered by Alco
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.
I was doing a Google search on TM' s and this popped up in the advertising:
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Wabash's two ex-demonstrators (TM-1 and TM-2 -> 550-551) had steam generators. Did 552-557?
Dynamic brakes? (Virginian yes, Wabash no)
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?
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.
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.
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.
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