I've been hearing groups trying to build new steam locomotives. One group are trying to build a new PRR T1 and another one to build a NYC hudson. I believe we're capable of achieving these things but I fear that the knowledge to do this are not there or very few and the builders also. I think we the Americans can send the blueprints of the locomotive's boiler to China and we can build everything else. Doing that we can build a new steam locomotive in 2-5 years instead 10+ years and cheaper. The A1 trust in Britten had the boiler made in Germany while the Brits built everything else. If we do the same thing as they did we could have a new steam locomotive. Remember this the Chinese built their last steamer in 1999 so the knowledge and parts are still there if we do it all here in the US or maybe we should bring some Chinese men in to help build them and or teach younger Americans about how to use and maintain Steam locomotives. I think it's always a good thing to bring in any new help in preserving railroad history inside and outside of the US.

If you do research after WWII when we defeated Germany we the Americans took German engineers and military leaders out of Germany and into America and to keep them from getting into the hands of the Russians. The German engineers helped America to become a superpower and beating the Russians during the cold war. They also inspired many Amercian scientists and engineers. Now if we want to keep railroading history alive in the US we could go and get Chinese locomotive builders in the US and spread their knowledge in the US and maybe steam locomotive building could come back onto American soil. I'm just saying bring in more knowledge to the US. I say think outside the box. I would like to hear your opinions.

Please don't tell this to the people at Strasburg, TVRM, Mr. Kloke, Robert Yull, Steve Lee, Matt Austin, or anyone else involved with steam today. I'm afraid it'll be like when the cartoon coyote runs over the cliff, and only falls when he realizes that the ground doesn't exist.

While your post is well-intentioned, I think that importing German locomotive scientists is the wrong solution to something that isn't a problem.

Like any restoration project, a new large locomotive needs a good, solid plan and funding. Those obstacles are greater than any of the engineering problems, most of which can be solved domestically.

Actually it way 1989 which is now 25 years ago (really?, but I remember what I was doing in 1989...).

We have plenty of talent in this country to build boilers. It is done all the time. Trick is to find some bags of cash that aren't being used, place your order with shop XYZ, and then wait your turn. No, there are not boiler shops on every street corner anymore, but there are many that are perfectly (some overly) qualified to do the work. Why add the cost, time and hazard of shipping something this large from overseas.

Keep the enthusiasm though. You will need it when the road gets bumpy (it always does).

.

The last SY 2-8-2 was indeed 1999. Production was still in full swing on those when the 2 SYs arrived on American shores. The construction of SY mikados lasted far longer than any of the other classes.

Considering the Boone & Scenic Valley got one of, if not the last JS engines, I'd say 1989 was close to the end of steam production in Datong. The last QJ was 1987 or so.
Kevin

Given improvements in fabrication and digitally controlled industrial manufacturing it has never been easier to construct a new steam locomotive in the US than it is right now. It has also rarely been less economically feasible.

Build a business plan that creates the need for the replica, shows that it will recover its capital investment and operating cost, and you might be in a position to do the easy job - building the actual hardware.

dave

I'm a'jes' gonna leave this here........

....the frames have been ordered for the next big UK replica, a LNER P2 class express 2-8-2:

http://www.scunthorpetelegraph.co.uk/Ta ... story.html

http://www.cockothenorth.co.uk/

https://www.facebook.com/pages/Doncaste ... 6747368324

I'm with Kelly on this one! There are lots of talented steam men and women out there, we are actually very fortunate in this country to have so many.

Best,

Stathi

This actually brings up a few questions for those who have experience with building/rebuilding steam engines.

I have heard from more than one source that if a cylinder casting is cracked beyond repair, it is essentially the end of the line for the locomotive as an operating machine. How so? Obviously the Leviathan and the York had new cylinders made, and I think there was another steam engine that had new (replacement) cylinders made. So is it feasible to manufacture new cylinders that will last? Is it cost prohibitive?

On the same line, the frame of the locomotive, in many of the late-model steam engines, was one massive casting. Is it even possible to make new frames of this size? (Obviously Leviathan and York are smaller, and I believe use built-up frames similar to the originals) Are modern versions of these castings, if possible, as durable as needed? I believe the idea of a large weldment was suggested before, is this as strong as the castings that they would replace?

I should note that I'm referring solely to American manufacturing capabilities, the British use a different style of frames (plates) and still have the size of foundries that are willing to work with heritage groups (casting new cylinders seems like child's play over there)

I would like to suggest to read David Wardale's book the "Red Devil" first.
It gives a very sobering picture of the Chinese know-how and craftmanship.
Never go to an outside source if you can do it better yourself!
My 2 eurocents!
Kind regards
Jos Koopmans

Yeah, the Brits...

I have not the least doubt such projects could be done in the US, even those more sophisticated than 4-4-0s from 150 years ago, perfectly done by Kloke.

Yet I doubt there is as much enthusiasm in figures (meaning Dollars) over with you as there is in Great Britain. And even they plan to spend seven years.

General knowledge is being conserved and kept up, skill is available in several places in the US, yet it is a rather sad thought trying to finance a big steamer replica with nowhere to go in the case of success, and if so, at 50mph max.


Mike

Show me the money.

Not the talk.

.

For the record, the P2 project was first discussed--if we want to call "trial balloons" being floated in the rail enthusiast press as "discussed"--somewhere around ten or more years ago, that I remember. I believe the project was formally registered in 2010. So, a lot more than seven years--like the A1 (which took about eighteen years from fantasy-over-beers to steaming), it's possible some covenantors will not live long enough to see the success.

It is seen as a natural succession to the A1 Tornado Project, because an estimated 70% of the necessary hardware, including the tender and boiler, are common to the already-built A1 replica--the Peppercorn A1 is essentially a scaled-back Gresley P2, after all.

In addition to the many great reconstructions and restorations that have been going on in the past decade, here is a project which is currently underway which is of great interest, as it is replicating a 20th century product from Baldwin, a major player in locomotive construction.
http://www.build11.org/
Work has been focused on design, engineering, and planning but several components have already been constructed and others have had patterns produced. I am certain that donations to continue this project moving forward would be most welcome.

Steve Piwowarski