Rusted hulks and the like, restoration, etc.

[NW Mailing List]

Regarding conditions of preserved old steamers:

Many of today's rail geeks do NOT realize that when the railroads were kind
enough to donate a steamer for park display or similar, especially as we
got into the 1950's, those engines were in most cases beat to death and
when they went to this fate, would have taken a whole bunch of work to make
operable again. The railroads weren't foolish as they used up what was left
in terms of flue time and other class repairs time which would have
occurred had the item of today's adorations not been consigned to that
permanent happy hunting ground roundhouse in the sky.

Yes there were and are exceptions and those which were brought back from
the grave earliest as in the 1970's or even 1980's were among the best
candidates for restorations as they had not literally rusted in place. Many
are frozen from having sat unmoved and unlubricated, never minding
vandalized to various extents,

In a few cases, like the N&W 611, there was someone around who lovingly and
adoringly pumped lubrications thru its innards, thereby saving the item of
everyone's dreams. Most others were not so fortunate and have sat in place,
unmoved in a park as wind, rain, snow and ice took their slow, inexorable
tolls. In other cases, museums or museum type settings sprung up and an
item was used and cared for, often well-cared, for a time of operations,
but those are the exceptions, not the rule.

Somewhere around 1,500 to 2,000 American steam locomotives were not
consigned to the scrap heap, most being smaller ones as it's not easy to
move a 4-8-4 by truck to a park vs. moving and 0-6-0 or 4-6-2. Some parks
or park-like settings were or are closeby a rail connection and the
railroads often built a temporary one to move the heavy object a relatively
short distance. Finances of the railroad were other factors in determining
what did and what did not get saved. C&O was noteworthy in donating many
steamers to parks. Also in many cases, a determined management to dispose
of and get as much cash for those worthless, unwanted hulks off the
property. In a few cases, warm-hearted management also existed. Look at the
B&O which was bleeding financially - it saved little and nothing relatively
modern, NY Central which had a determined policy to get rid of as much as
possible thereby depriving us today of even one example today of arguably
the most dynamic streamliner for its day, the Dreyfuss Hudson. N&W was more
civic minded by even then only after a bunch of squabbling, but no New
Haven, RF&P and little D&RGW standard gauge goodies were saved. Ditto for
L&N as their modern 2-8-4's went to the scrapper barely out of the
builder's wrappers, same for Western Maryland Potomac class and others. PRR
needed the money and saved nothing even close to modern.

And the list goes on and on.

What survives today is perhaps more by luck and determination by a few. To
keep it or them operable now is an expensive proposition both restoration
wise and then afterwards for 15 years, not to mention insurance costs and a
place for the old iron horse to roam as it once upon did everyday.

Some railroads have an absolute NO policy for even moving a dead-in-train
steamer while on its own wheels, like CSX and that is indeed sad, but c'est
la vie.

If you or we want one of the objects of a dream to run, then looking at it,
whining about it, complaining about some club or museum mis-management of
it is not going to change that, get the big bucks to restore and local
sentiment to approve the changes. Many a time, it has taken that to turn
the proper heads.

Recently one scenic railroad acquired a long-standing outdoors locomotive
and declared it in great condition. This item had not ever been restored
and had not run under its own steam since 1956; 60 years of rust and
weather proved it wasn't THAT good, but is restorable. Even the object of
so many adorations, the N&W J took over $500,000 to bring back to life, and
it was well-cared for over 20 years and kept under cover..

Other groups have been trying for years, in some cases decades and when the
time comes to pony up and pay the piper, only pennies come in, not the real
enchilada. Witness the two Long Island steamers.

Less than ten years ago, the National Park Service did a grounds up
restoration of the Harpers Ferry, WV train station. Cost in 2009? $1.2
million. When built new back in 1894 it cost less than $6,000 by the B&O.

You want the Bluefield engine to be better preserved - you've seen the
formula. Likewise the 578 which probably wouldn't be that bad of a
candidate since it has run -- as recently as the 1980's? But do the ground
work and don't complain unless you can provide the skills needed whether it
be management or sweat equity as both ends are needed, but usually it takes
the professional managing skills first before the other comes into play.

Several decades ago, the N&W had such a leader and because of his rare
skills we have the facility which in many ways almost manages itself today,
largely because the up-front work was so professionally handled 15-20 years
ago. There aren't many Jim Gillum's out there and the N&WHS was fortunate
that he appeared when he did and led the group at a most critical time. Not
many are so fortunate. Another such group with good vision and foresight is
the Southern Railway group.

Lessons can be learned from both and others but it is one thing to have a
building vision and get the $$$$$$ for it, another to mess around with a
mechanical object.

Some PRR fans have a long-term dream and goal of a totally new T-1. Look at
those cost numbers.

Talk is cheap, Unless you plan to walk the walk, don't just talk. DO.

end of soapbox.

Bob Cohen
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