Agreed. The V&T locomotive is preserved indoors and will last in theory forever. The Berkshire was always an oddball in the yard outside. It is certainly a great locomotive and it will it will be nice too see it in context.
Brings up an interesting question unrelated to how the locomotive is going to Bellevue. Will the Strasburg RR do the honors of getting it to Amtrak's Keystone Corridor? Strasburg has a history of using it's own locomotives to pull pieces to the museum in the past. Would make for some great photo moments. With Amtrak's schedule on the Keystone Corridor of eight trains daily to NYC, I wonder if it will be a night move.
The Strasburg RR brings NS freight cars in to their place for customers off the mainline and make $$. Whether the track would support that kind of a load, I don't know. the museum has a lot of heavy equipment so they got it in somehow.
As a direct result of their freight business, and the VERY heavy loaded freight cars, the SRR had a new, heavy duty concrete overpass built, in order to handle such "heavy loads". The empty/drained NKP 2-8-4 would be no problem at all.
Not to mention the fact that a majority of the equipment that came to the RR Museum of PA came via the Strasburg Railroad. 1223 hauled a GG1 back in the 70s to get a bearing fixed in their own shops. It is a very capable small road.
The fact that the locomotive has been donated to the Bellevue museum is great news! Now comes the hard - and EXPENSIVE - task of moving the locomotive from Strasburg to Bellevue. In round numbers, it's 500 miles from Leaman Place (the point where the Strasburg would interchange the 757 to NS) to Bellevue. NS will handle this as a "Special Train" and bill it at the Special Train Rate of somewhere just over $100 per mile. That's $50,000+ for just the NS portion of the move. Why so expensive?
Rich, We discussed those very same issues when we last saw the 757 in Strasburg. The cost of the special train move, air brake and mechanical work, logistics were all discussed and our figures were just about about what yours are. We very wisely reached out to Zach Hall and Dan Pluta who will be heading up the mechanical and air brake work, with Kelley Lynch assisting with the marketing and PR end of things. MR&NKP wanted the best people that we could get to help this move go as smoothly...
It's funny to read these things sometimes and realize how few people seem get the underlying message: It's still sitting in the same spot and it's going to take a boatload of money to get it somewhere else, let alone do any manner of restoration to it. I can't see that. But how about this ? But really, does it matter how 757 gets there?
>>It cannot go on a flat car because the main line at Leaman Place is under wire all the way to Harrisburg. There is not enough overhead clearance to the wire. Could the boiler superstructure be separated from the running gear to create 2 loads? Would need HEAVY cranes. Would need bags of $$$$$!
>>I was told by CSX that the bearings may catch on fire on their portion of the trip (1,500 feet)!! Really?? Let's face it, CSX will bend over backwards to find an excuse! They have a herd of lawyers and engineering people compiling a long, long list of excuses. Moving a steam loco on their tracks would be more difficult than moving nuclear fuel! Kent
NKP779, yes I agree with the Scranton to Binghaton to Buffalo and onto Cleveland. The issues though because of the 25MPH speed restriction is, they would have to battle the NS Eastbound Intermodal's 22K, 206, Freights 310 & 316. Plus some westbound trains if they have to let them by. Only good things are, because it's single track, there are plenty of sidings between Buffalo and East Cleveland. Another way they could go that actually would be good or almost better besides taking the...
As of this weekend the Bring Back 757 campaign has raised over $45,000, approx. half of what is needed to prepare and move the 757 to Bellevue. That was done in five weeks time and is indicative of the desire to see the 757 returned to it's home rails in Bellevue. Bring Back 757 Website
Utter nonsense, spoken by someone who has absolutely no clue about the history of their own industry. Every railroad in the world ran plain bearing locos and freight cars for over 150 years, at speeds over 100 mph in some places. I think I would be safe in saying that a friction bearing running at 10 mph (or less) has never caught fire in 1,500 feet of movement. It is ridiculous.
Rich is absolutely right! Whenever this subject comes up, I'm always prompted to inquire, "How many of their diesels have plain/friction bearings in the running gear?". Invariably the RR person answers, "None!", at which point I inform them that every single EMD and GE locomotive equipped with DC traction motors in their entire fleet, has TWO "plain/friction" oil lubricated bearings, which support the traction motor on every driven axle! I then inquire, "How often do THOSE support bearings...
Funny, while reading these silly excuses, that's exactly what I was thinking. That said, people don't react well to absolutes. Everyone wants an exception for just them and I assume these ill-informed excuses are an attempt to provide an 'answer' for something that no answer will explain. The funny part is anyone being told this stuff probably knows the mechanics of such things as well (if not better) than the person making the excuse.
Exactly, i.e. the railroad person making the "excuse" generally is clueless! A perfect example was the reasoning behind the Burlington Northern not allowing the UP 844 and SP 4449 operation over BN trackage from Seattle, WA to Vancouver, BC, in order to attend the big "Steam Festival" (back in the late 1980s, I think). The BN "executive" explained, even to the inquiring media, that "Steam locomotives damage the signaling systems!".
LOL! It must be, Bryan. Or they think the general public is genuinely stupid and will buy anything they make up. NKP 765 has run almost 100,000 miles on various signaled railroads around the country, including running with functional cab signals on certain parts of Norfolk Southern. More recently, she ran on Metra with functional cab signals. The locomotive has never caused a signal malfunction or "... damaged ..." the various signal systems in any way. I'm sure the fellas with the 611, 261,...
The excuses don't have to make sense, just support the company policy! Some REAL excuses: 1. "We're a serious business, not an amusement park." 2. "The liability isn't worth the trouble." 3. "Even allowing a steam engine on our property would open a whole can of worms." 4. "Railfans are idiots." (Valid if only 1% true.)
Tell me about it. I have to ship a diesel on a flatcar this fall over CSX and another one next spring on its own wheels. The CSX meltdown in progress has made trying to work with them on these shipments almost impossible.
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