I am an Erie fan from way back, and a Lackawanna fan too although some of their approach to Pacifics, specifically 'streamlining' is not exactly the sense of 'borne aloft on eagles' wings' that might have been meant.
But there are at least two Pacific classes I prefer to the K-5, one of which we still have with us and under restoration to operation to boot. The first is the 'last 5' K6b engines built for the B&A (the K6a from Brooks being lovely from the side, but hopeless in front!), and the second of course is B&M 3713, probably the most technically advanced Pacific built here. (I would note that with those syphons it might have been better with a four-wheel trailing truck like the MEC class D ... but I'm not going to second-guess Lima near the height of their game).
If it helps any: I actually started learning the Korean language a few years ago with the goal of tracking down the Erie Pacific we sent over there ...
Well good luck to you! While the general consensus is that Erie K1 is gone, no-one seems to really know for certain or is willing to bet their lives on it.
My own thought is it was probably turned into Hyundais or Kias a long time ago, but I sure hope I'm wrong!
Of course, finding it is one thing, getting it out of the country would be another, you know, that whole "National Treasure" thing. On the other hand, I've heard the Koreans are a very reasonable and decent people, so maybe they'd be willing to talk a deal and there'd be no "baksheesh" problems.
ACY TomNKP 757, and turn her over to somebody who will treat her right. Age of Steam Roundhouse in Sugarcreek, Ohio would probably give her a great home.
No doubt that the 757 would be treated well here in Ohio, but with the passing of Jerry Joe Jacobson I wonder how many new procurements there will be. At least in the immediate future.
Trains, trains, wonderful trains. The more you get, the more you toot!
I have no inside track at Age of Steam. However, the family and board of directors have said they intend to continue Jerry Joe Jacobson's legacy. Just a couple weeks ago, they acquired a fireless 0-4-0 because they believed it would fill a gap in the collection. It is true that the roundhouse is nearly full now, so I am sure any future acquisitions would come after careful consideration. Steamtown's 4-6-0 number 304 needs a new home that has adequate shop/restoration facilities as well as good prospects for future preservation. The facility at Sugarcreek fills all those requirements, and is geographically located near enough to the NKP and AC&Y that few would question the appropriateness of the location.
When I posted my comments a few days ago, I should have added two more threatened engines: B&LE 2-10-4 643, and W&LE 0-6-0 3960.
I am sure Penny knows, but I am afraid somebody might be confused by something in her post. Age of Steam has NKP 763. As much as Jerry loved NKP Berkshires, I doubt that they would want or need another in Sugarcreek. NKP 757 is going to the Mad River & NKP Museum in Bellevue.
Tom
If you want five favorite steam locomotives of all time, here is my list.
1.Rutland 4-8-2
2. N & W 4-8-0
3. CP 4-4-4
4. Santa Fe 2-10-4
5. N & W final 0-8-0' s
These last were fine looking modern switchers besides being the last steam built in the US. I thought I read somewhere that Baldwin built a steam locomotive for export in 1954, but I can't recall where.
Of the five, right now the only one I could ride behind would be 2.
Responding to Firelock and the Erie Limited posting. Never rode long-distance Erie trains in steam, just suburban trains and one round-trip on camp specials to Port Jervice. All my steam trips on the Erie were in Stillwell coaches, and the power was (I think) always a Pacific. Later, as an acoustical consultant, I did use the Eire overnight NY - Corning, NY, and return, but diesels had long replaced steam.
Once, when in the BBN NY office on a special project, and expected to return to the BBN Downers Grove, IL office, and not yet having my return ticket, and this after the Erie-DL&W merger, I opted for the Lake Cities. Very glad I did. I got to see the western part of the territory the Erie served, enjoyed the trip, and was saddened when this last Hoboken - Chciago train came off. The sleeper went only as far as Youngstown, the diner to Huntington. but I thoroughly enjoyed the trip. I was amazed how straight and fast the Erie's approach to Chicago was comopard to some other eastern railroads. Spent a lot of time on the rear platform without any crew-member complaining.
Hope to find some negatives taken on that Hoboken - Chicago trip.
Well David, you did all right, you have a lot of people out there turning green with envy!
I would have loved to have ridden Erie Stillwells with a Pacific up front. They sound like just the basic commuter runs, but I'll bet behind steam they weren't just transportation, they were a ride!
I've been trying to find an on-line photo of an Erie K1 in color, complete with the Russian iron boiler jacket and an "Order Of The Red Spot" number board for all to enjoy, but so far no luck. But I'll keep trying!
Fr.AlN & W final 0-8-0' s
You mean the ones that were near-clones of C&O 0-8-0s?
Any love for the N&W M-2 Automatics? Reputed to be some of the most efficient steam locomotives ever built...
October 31, 2009 by enginemanwook
by Engineman Preserved Wook
Believe it or not, this 1947-8 Norfolk & Western 4-8-0 Mastodon switcher (!) even after experimental re-shopping didn’t have superheating.
Perhaps it would look pretty nifty next to some T1's. If a passenger train hauled by a T1 terminated or had a couple of sleepers removed at a station then these fellas are sent out to do the job. Then I would say yes, under consideration for sure.
I've seen photo's of the 1100 before. Amazing, it's "Steam Meets Star Trek!"
Makes you wonder if there was dialithium in the tender instead of coal!
There were 2:
One of my favorite books: Norfolk & Western Steam (The Last 25 Years) by Ron Rosenberg, says of the M2 Automatic:
"In 1947, the N&W faced the reality that most of the locos in use as switchers were no longer economical to operate. Two M2 4-8-0's were modernized in an attempt to create a steam switcher with the high availability and low maintenance demands of diesels, but with lower initial cost. The 1100 and 1112 received automatic boiler pressure controls and safety and standby devices to minimize the need for human attendance. Hennesey lubricators were fitted to the drivers, and each received a tender holding two days' supply of coal and enough water for eight hours running. A longer combustion chamber, over-fire air jets, a low-speed stoker, and a turbine-driven draft fan were among the changes made to increase thermal efficiency. The locos worked as expected, but the availability of ex-C&O 0-8-0's in 1950 made further experimentation point-less."
So they predated the S1's:
and the possibly more famous S1a's:
Number 244 being most famous of course because it was the last loco turned out by Roanoke Shops.
Fr.Al I thought I read somewhere that Baldwin built a steam locomotive for export in 1954, but I can't recall where.
I thought I read somewhere that Baldwin built a steam locomotive for export in 1954, but I can't recall where.
My recollection was 1955 for an export order to India. Last one by Baldwin to a Class 1 was of course, C&O 1309.
Didn't the Virginian get some S1's as well and at least one of those was shipped off to Korea too!
C&O unloaded the 0-8-0's to both N&W and VGN since they were no longer needed as C&O dieselized.
My favoite locomotive:
My favoite named Train:
Jones 3D Modeling Club https://www.youtube.com/Jones3DModelingClub
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