Steam & Excursion > CO 2700

What is the current story of the beautiful Berk on the Ohio Central?

And...what about 2789 that was being worked on, and of course, the 2716. Any chances here to run?

Keystone1 Wrote:
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> And...what about 2789 that was being worked on, and of course, the 2716. Any chances here to run?

Bah, 2716 has already been done. Besides, you couldn't put together a matched set of cars to pull behind it. If you did, you might have to have a diesel in the consist, so what's the point? Right?

C&O 2700 is a Kanawah, vice a Berkshire. To my knowledge, B&O did not call their EM1s Yellowstones any more than the SP did their AC9s.

The Berkshire at Central Ohio Railroad is NKP 763. You will likely find the latest public info regarding the collection here:
http://www.ageofsteamroundhouse.com/ The last Roundhouse Report was Fall 2012 and stated they were in the process of planning/prioritizing the order and extent of restoration/cosmo work to be done.



Edited 1 time(s). Last edit at 02/26/13 20:48 by AdamPhillips.

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Nice shot...I love that cab window stuff.

Cheers, Dave

2700 is in Ohio off the Ohio central railroad at Denision. There is no plans to restore her

Posted from Android

This is a topic where a search of the archives on this or another site will give a wealth of information. In short, this engine was owned by a group called "STEAM", and was subject to quite a bit of infighting and some litigation over the years. It is currently at Dennison, and no work of any consequence has been done on it in many years that I know of.

The 2700 which is parked in Dennison,Ohio is a complete " basket case". It's missing most of its appliances, is in terrible exterior condition and IIRC even its legal ownership is in doubt.

There will be a million earth persons colony on Mars before this machine sees a fire in her belly!!

IMHO-Ross Rowland

Here are some pics of the sleeping beauty 2789, which I think is awaiting someone with the necessary funds to swoop in and pay the way to resurrection.

I visited her on 5-30-11 when 765 was running excursions out of North Judson. If any of the C&O berks will come back to life, this seems the most likely candidate, no?

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2716 needs a LOT of work, specifically on the boiler and firebox. Southern did a great deal of work to get the locomotive back on the road in the time they had her, but postponed serious boiler/firebox work it needed in hopes of squeezing a season of trips out of her and doing the necessary work during the following winter. Alas, that didn't go as planned, and the locomotive only made a few trips before being taken out of service and stored at the Irondale, AL Southern Steam Shop.

With KRM pretty much living hand-to-mouth and barely surviving financially these days and concentrating more on their tourist train operation than on the museum collection itself (some of which has already been sold for scrap to pay the bills), let's just say it's unlikely she will run again for a VERY long time.

Besides, KRM's first steam priority is the 1,472 service day inspection and repairs on their L&N 152.

Realist Wrote:
-------------------------------------------------------
> 2716 needs a LOT of work, specifically on the
> boiler and firebox. Southern did a great deal of
> work to get the locomotive back on the road in the
> time they had her, but postponed serious
> boiler/firebox work it needed in hopes of
> squeezing a season of trips out of her and doing
> the necessary work during the following winter.
> Alas, that didn't go as planned, and the
> locomotive only made a few trips before being
> taken out of service and stored at the Irondale,
> AL Southern Steam Shop.
>
> With KRM pretty much living hand-to-mouth and
> barely surviving financially these days and
> concentrating more on their tourist train
> operation than on the museum collection itself
> (some of which has already been sold for scrap to
> pay the bills), let's just say it's unlikely she
> will run again for a VERY long time.
>
> Besides, KRM's first steam priority is the 1,472
> service day inspection and repairs on their L&N
> 152.



NOT EXACTLY TRUE. The 2716 was repaired and returned to service in 1996 as C&O 2716. The firebox work was apparently completed. Then her flue time expired and she was returned to KRM. Needs flues and 1472 inspection. But with finances and all at KRM it is indeed unlikely she will run again for a long time.

Hey even if Mr C&O won BIG powerball, where would you run it? On what train? Oh maybe you could get it Amtrak certified and put it on the front of the Cardinal at Clifton Forge. Does Buckingham Branch have to follow CSX no steam rule because they lease it????

Tominde Wrote:
-------------------------------------------------------
> NOT EXACTLY TRUE. The 2716 was repaired and
> returned to service in 1996 as C&O 2716. The
> firebox work was apparently completed. Then her
> flue time expired and she was returned to KRM.
> Needs flues and 1472 inspection. But with
> finances and all at KRM it is indeed unlikely she
> will run again for a long time.
>
With all due respect, Mule Muffins!

There was and is no such thing as "flue time expiring."
I can't understand why this is so difficult for people
to figure out.

It needs flues REMOVED and a 1,472 inspection and a
Form 4 calculated. Mostly because this work was not
done when it was restored to service by SR, even
though they knew new rules were in the pipeline, as
they had representatives on the FRA RSAC sub-committee
that wrote the new rules.

This locomotive had a lot of firebox problems from
the get-go, mainly a lot of cracks in high-stress
locations, such as the throat sheet. These had been
repaired multiple times by C&O when the engine was
still in service. That's why, after dragging it to
Florida from Louisville (KRM's home at the time) to
evaluate it, Chessie (or CSX or Family Lines or
Seaboard System or whatever they called themselves
at the time) took a good hard look, did the math
(or it was done by people within the railroad who
were hostile to the very idea of restoring and
operating steam who, shall we say, inflated the
cost estimates in order to scare the people who
make decisions), and drug her back home.

BTW, that cost-inflation estimate tactic has been
used before, on many other railroads. Sadly, too
often, it works. e.g. we might have seen an operating
AT&SF 2900 in the 1970's had this very tactic not
been used successfully by the "aginners" in the Co.

Realist Wrote:
-------------------------------------------------------
> 2716 needs a LOT of work, specifically on the
> boiler and firebox. Southern did a great deal of
> work to get the locomotive back on the road in the
> time they had her, but postponed serious
> boiler/firebox work it needed in hopes of
> squeezing a season of trips out of her and doing
> the necessary work during the following winter.
> Alas, that didn't go as planned, and the
> locomotive only made a few trips before being
> taken out of service and stored at the Irondale,
> AL Southern Steam Shop.
>
> With KRM pretty much living hand-to-mouth and
> barely surviving financially these days and
> concentrating more on their tourist train
> operation than on the museum collection itself
> (some of which has already been sold for scrap to
> pay the bills), let's just say it's unlikely she
> will run again for a VERY long time.
>
> Besides, KRM's first steam priority is the 1,472
> service day inspection and repairs on their L&N
> 152.
The Fort Wayne Railroad Historical Society did a bunch of work to the locomotive, including but not limited to removing jacket, putting in a few firebox patches, siphon repairs, hundreds new stay bolts, hundreds of new stay bolt caps, replacing some of the tender wheels, spring rigging work on the locomotive, spring work on the tender, air pump work, putting a 26l brake system on the locomotive and returned it to the C&O look. Then in the summer of 1996 we ran a break in run in Indiana and ran 2 days of 2 hours trips out of Logansport, Indiana. We returned it back to the shop and started working on it for the following year. We started preparing to replace a side sheet in the locomotive, by taking out the arch tube and grates. At that time the FRA decided that the tubes and flues need to come out. FWRHS and the FRA had been under the impression that the locomotive was store in doors the entire time while down south. Well when we removed the jacket and insulation in 1995, we found a lot of stay bolt caps rusted out. After doing some more digging it was found out that the locomotive had set for long unknown periods of time outside. With the insulation still on the boiler during that time, it acted like a sponge around the stay bolt caps and in turn rusted out many. With all the unknown information about this locomotive, with all the false information going around and very little facts, it was decide by all that before the locomotive would return to service, the tubes and flues need to come out and the entire boiler need to be inspected.
After long consideration, the FWRHS decide that instead of putting money into somebody else's locomotive, that it would be in the best interest of the FWRHS and 765 to return 2716 to KRM and return to finding away to fund the rebuild of the 765.

Realist Wrote:
-------------------------------------------------------
> Tominde Wrote:
> --------------------------------------------------
> -----
> > NOT EXACTLY TRUE. The 2716 was repaired and
> > returned to service in 1996 as C&O 2716. The
> > firebox work was apparently completed. Then
> her
> > flue time expired and she was returned to KRM.
>
> > Needs flues and 1472 inspection. But with
> > finances and all at KRM it is indeed unlikely
> she
> > will run again for a long time.
> >
> With all due respect, Mule Muffins!
>
> There was and is no such thing as "flue time
> expiring."
I think what he is talking about is flue time extensions, which in the 1990's 765 had. The FRA would grant extension on tubes and flues in a locomotive for time out of service. Every year the bottom 2 tubes of the 765 had to be removed and the FRA inspector would do an inspection through the tube holes to see what the condition of the boiler was. After the locomotive past the inspection and the hydro the FRA inspector would grant an extension on the flue time of the locomotive.

In the early 1990's when the 765 was doing most of its running on the CSK and there was talks of a steam program on the CSX, FWRHS was very, very close to leasing the C & O 2700. In fact it was so close, that everything but the locomotive was moved out to the FWRHS future museum site. I talking everything, but the engine and tender. The plans was to restore 2700 to main line condition and then give 765 the need break to restore her. The 765 was fast approaching the time for a major overhaul.

nycstl Wrote:
-------------------------------------------------------
> The Fort Wayne Railroad Historical Society did a
> bunch of work to the locomotive, including but not
> limited to removing jacket, putting in a few
> firebox patches, siphon repairs, hundreds new stay
> bolts, hundreds of new stay bolt caps, replacing
> some of the tender wheels, spring rigging work on
> the locomotive, spring work on the tender, air
> pump work, putting a 26l brake system on the
> locomotive and returned it to the C&O look. Then
> in the summer of 1996 we ran a break in run in
> Indiana and ran 2 days of 2 hours trips out of
> Logansport, Indiana. We returned it back to the
> shop and started working on it for the following
> year. We started preparing to replace a side sheet
> in the locomotive, by taking out the arch tube and
> grates. At that time the FRA decided that the
> tubes and flues need to come out. FWRHS and the
> FRA had been under the impression that the
> locomotive was store in doors the entire time
> while down south. Well when we removed the jacket
> and insulation in 1995, we found a lot of stay
> bolt caps rusted out. After doing some more
> digging it was found out that the locomotive had
> set for long unknown periods of time outside. With
> the insulation still on the boiler during that
> time, it acted like a sponge around the stay bolt
> caps and in turn rusted out many. With all the
> unknown information about this locomotive, with
> all the false information going around and very
> little facts, it was decide by all that before the
> locomotive would return to service, the tubes and
> flues need to come out and the entire boiler need
> to be inspected.
> After long consideration, the FWRHS decide that
> instead of putting money into somebody else's
> locomotive, that it would be in the best interest
> of the FWRHS and 765 to return 2716 to KRM and
> return to finding away to fund the rebuild of the
> 765.

Thanks for reinforcing my point, which was that the
locomotive needed and needs a great deal of work,
which it will not get at KRM under their current
circumstances, before it can run again. If it was
just a simple pull-the-flues-inspect-it-run-it
thing, that would be very different.

But it's not.

nycstl Wrote:
-------------------------------------------------------
> In the early 1990's when the 765 was doing most of
> its running on the CSK and there was talks of a
> steam program on the CSX, FWRHS was very, very
> close to leasing the C & O 2700. In fact it was so
> close, that everything but the locomotive was
> moved out to the FWRHS future museum site. I
> talking everything, but the engine and tender. The
> plans was to restore 2700 to main line condition
> and then give 765 the need break to restore her.
> The 765 was fast approaching the time for a major
> overhaul.


2700 really? The pics I've seen of 2700 are terrible. It's probably the most sad looking of the C&O 2700's that are left. As mentioned above it's missing a LOT of parts it seems. This seems to imply that the missing parts were moved to Fort Wayne in anticipation of a move of the locomotive there??

-K

>
> 2700 really? The pics I've seen of 2700 are
> terrible. It's probably the most sad looking of
> the C&O 2700's that are left. As mentioned above
> it's missing a LOT of parts it seems. This seems
> to imply that the missing parts were moved to Fort
> Wayne in anticipation of a move of the locomotive
> there??

NO that isn't correct. I am in no way implying that. FWRHS never touched the locomotive and/or tender and never took a think off of it. The locomotive was completely stripped years before we ever thought about leasing it. In the early 1990's FWRHS brought most of the parts to our shop to rescue them from being stolen and/or scrapped. We picked up parts in 3 different locations. One location which had 95% of the parts was outside behind a building just rusting away and available for anybody to pick through. There was no secruity. I know that the Dennison group also has a lot of parts in storage, that they have not had the time and/or man power to put back on 2700.



Edited 1 time(s). Last edit at 02/27/13 15:39 by nycstl.