I know the issue is thermal cracking, is there any mechanism to confirm or deny their existence? Say, you start examining parts microscopically and every single part has cracks, so you decide it isn't worth it? I don't doubt that in relative terms we have enough engines of that railroad and class operational, but I might feel differently if it were my engine.

In the old days, you'd wipe light oil over the part in question, wipe it clean, then dust it with flour. Nowadays we have at least X-rays, magna-flux, dye penetrant tests, and most likely more that I don't know about. If the whole locomotive, or most of her, has cooties, it's best to forget trying to make her run again. That's just the way it is.

Part of what would need to be determined is the peak temperature sustained by the critical parts of the structure during the fire. Personally I'd be less concerned about 'thermal cracking' than of metallurgical changes in the steel plate. In the olden days you'd lift the boiler shell and firebox vertically and 'normalize' them in controlled atmosphere for the appropriate number of hours -- then grid the surface and NDT test it at least as carefully as for a 1472-day shell inspection... paying careful attention to the plate around the staybolt ends.

If I remember correctly the coal in the tender caught fire and burned with severe effects on the tender -- that might be even more of a concern to remediate without extensive 'replica' replacement...

But the problem isn't "could it be done?" The problem is satisfying insurance underwriters that it's been done wholly and completely -- and that is something I just couldn't assure them with a straight face short of complete pressure-part replacement.

I believe her tender was swapped out with 2100's. 2100's tender has been completely restored for operation. It's unlikely we'll see 2101 operate under her own steam again and I guess I can live with that. With the B&O Museum having parted with their 614 and 1304, there's still a wide selection of 20th century big steam to choose from, a selection so large, I wouldn't even hazard a guess among favorites.

There are probably going to be two working examples of Reading T-1s in the near future, two out of 30 built, when there are no existing preserved examples of much more significant locomotives, the list of which is well-known to those here. They don't all have to run, but the one that would be the best candidate for restoration to service, and probably in the overall best shape of those left is Steamtown's 2124. The first to be withdrawn from excursion service because it's flue time was up, one of the last ones built, with roller bearings on all axles as well. It would just about certainly need far less work done to it than say 2100 has needed to get it operational. I'm not saying that the NPS would ever consider either allowing it to be made operational or traded for, but it certainly would be a far, far better candidate for operation than the '01. If I had acquired the 2100, I would have seriously approached Steamtown about a trade for the Class locomotive, fully cosmetically restored and returned to represent a coal-burner, for the 2124, and made it the operational T-1. It would have been worth it just having an all-roller bearing engine. And if Mr. Rowland is reading this, I'm wondering if he approached the Vermont Steamtown in 1974 about leasing the 2124 for the AFT, before buying the 2100 and '01?

2124 probably isn't in a good of shape as you think. Steamtown's own internal study from 30ish years ago states that 2124 accumulated fairly high mileage between its last overhaul on the Reading and its retirement. 2100 on the other hand was given a fairly thorough restoration in the late 80s-early 90s.

Perhaps they could paint it the way CSX does with their "heritage" locomotives.... There is a front paint job that fades into a rear paint job.... Same on both sides.

What -- a yellow smokebox front and blue paint back to the boiler lagging> ;-}

Seriously, what you suggest in in fact very much what I'd propose be adopted for the scheme on 614 when restored for the B&O Bicentennial... with proper C&O historic J3a paint on the front part, of course.

The problem for the AFT T-1 is that Ross has an agreement that stipulates that the engine be displayed in the AFT1 livery and 'condition' as operated. Historically that's what it was before the Chessie Steam Special, and that's what it was afterward. As a historic piece, I think that having a full 'side view' of one side in full Chessie Steam Special grandeur -- even if only a temporary thing or a wrap -- is preferable to an analogue of the current Heritage treatment using the AFT1 boiler front and smokebox treatment... but let's see what Ross thinks, it would be his call anyway.

We saw #1 with the Freedom Train on July 4th, 1976 at the New Cumberland Army Depot outside of Harrisburg. I'm thinking that was Ford Sheridan Blue... LOL

It was also announced that Reading 2100 will be painted in American Freedom Train colors as well, per American Steam Railroad Restoration Association.

"The Reading Company 4-8-4 currently being restored to operation in Cleveland, Ohio, will appear in American Freedom Train colors when it is complete, the group behind the effort announced Tuesday.

The American Steam Railroad Preservation Association has been working on restoring Reading 2100 since 2015. The group is hopeful that they will complete the restoration in late 2024 and that test runs will begin in early 2025. When the locomotive does enter service it will be painted like sister locomotive 2101 was in 1975 when it led the Freedom Train in the Northeast as AFT 1. Locomotive 2100, however, will carry the number 250, in honor of the United States’ pending birthday in 2026.

“Our initial plan was to debut the 2100 in the original black Reading freight scheme, and then apply the AFT scheme as we drew closer to 2026. However, with ASR working towards the goal of having the restoration completed by the end of 2024 and break in running occurring in the spring of 2025, it didn’t make sense to have the Reading scheme paint job applied for only one year, and then to completely redo it for America’s 250th Celebration in 2026,” said Rob Gardner, president of ASR."

https://railfan.com/reading-2100-to-appear-in-freedom-train-colors-when-restored/

If you want to know which tender is which, go to the rear of the tender, look at the frame. There shold be a plate rivited to the frame. Tender 19021 was built for 2100; 19022 for 2101.

The numbers reflect there were 21 earlier 19000 gallon tenders for K-1 2-10-2's 3000-3020. Tenders 19000-19020.

Phil Mulligan

I didn't see it coming that 2100 would carry AFT markings but with a road number of 250.
Yep, 2100 has 2101's tender from the Freedom Train days, so it's historically accurate for that paint job.

Sheridan Blue is like Bando Blue only darker. The Lionel model appears to be finished in Enchantment Blue which is generally about as dark as Sheridan Blue but a little more reddish or purplish...

Did anybody lub that engine? The video shows it took two diesels to move it. In Reading, 0-6-0T 1251 could easily move a T-1 solo.

Phil Mulligan

if they couldnt bother to move a passenger car one foot I doubt anyone lubed the T-1.