I do not have any information on 844, but here is some information on 611: Built Roanoke Shops, May 1950, Builder number 388 80,000 lb. Estimated tractive effort, 5100 estimated HP, maybe up to 5300 HP. Capable of pulling up to 29 passenger cars on heavy grade (Christiansburg Mountain) could possibly start 30 cars though, to my knowledge, this has not been done. Engine weight 494,000 lb. Roller bearings on engine and tender axles as well as roller bearing side rods and needle roller bearings on Baker valve gear. Capable of speeds up to 115 mph, engineered for 140 mph but top speed not tested. Modernized with 26L brakes and MU capabilities. lois
I am certain someone here can give you the comparative information on 844. lois
You can compare a wide range of locomotives based on type by going to www.steamlocomotive.com and using the drop-down menu under “wheel types”. When the page opens, look for the list of hypered names of railroads and simply click on one of them to find the specs for their particular versions.
Will they be keeping the sealed beam headlight on the 611? It just never looked right and other operators haven’t felt the need to make such a noticeable modification for modernism including Union Pacific.
The sealed beam headlight will have to be reused, unfortunately. It is requested because of the requirements for light at night, which is felt the single headlight cannot provide. Besides, there is other steam operators having to use the twin headlight. 765 has been using one for at least a year, and 4501 will have one when she comes out of the shop. This might be new FRA requirements, though I am not certain on that point. Even though it is difficult for the fans who want to keep the traditional look of the locomotives, there is the safety issue for running at night. I will allow you to discuss this matter in further detail. lois
Rich Melvin in June of 2012 confirmed Lois’ statement when questioned about the light on the 765, he said they have to see at night and the twin headlight is much better than the single.
So long as 611 runs free again, who cares what kind of headlight it’s got?
They could put ditchlights on it as well for all I care. Whatever it takes to get the “Thoroughbred of steam, born to run, born to be free…” back on the road.
I have information that 630 may be retrofitted with this type of headlight as well, so this is not just for large locomotives. If 1218 is restored, I have to wonder about the status the headlight as I do not know if its twin headlight still exists. lois
Must be a Norfolk Southern deal. No other operators seem to have done as such to the best of my knowledge over the last 30 years.
Honestly, I hate it when someone does that. 
When something minor is mentioned in the context of something so great such as the operating restoration of the 611, it goes without saying that it’s not a significant issue. It’s pure curiosity without any criticism intended towards those behind this impressive project.
Fortunately, there’s no mention of any ditch lights in the present plan for restoration of 611. Though she will be given a event recorder and a few other details. One thing she will not need is MU equipment. She was equipped for MU during the first restoration. Though when using MU, she could run diesels along with her, except for the dynamic brakes. Then, a man had to ride in one of the diesels to operate the dynamic brakes. And, as we know, she could run the diesels, but it was impossible for them to run her. And it’s better that way, as far as we are concerned. lois
Hopefully this won’t be too much of a bombshell, but what is the word on the 611 and PTC? Will she have the requirement waived?
I have not heard anything concerning that at present. lois
Don’t take it personally me old son, it wasn’t intended that way. The thing is, there’s too many purists and rivet-counters out there who insist it’s got to be the old way or no way, and if it can’t be done the old way don’t do it at all.
I mean, how’d you like to be someone who’s sweated blood to build a replica of a World War One Sopwith “Camel” and then had some know-it-all tell you it doesn’t count becaused you used aluminum for the airframe, dacron for the fabric covering, and a Warner radial engine instead of a Gnome rotary engine? Mr. Know-It-All’s lucky if he doesn’t get gut-punched.
The thing is, get 611 running. See the forest, not the trees.
[8D]forget the forest. see the steam engines puffing down the home rail. why is UP the only corp[banghead]erate steam program left?
Regarding the situation with Norfolk Southern, they are at present contracting out to preservation groups and museums to rebuild and operate the steam locomotives. It is unknown whether NS will ever go back to rebuilding and operating the locomotives themselves. Maybe this is best, as if a anti-steam CEO comes along, the program will not be so utterly destroyed. It is expected that the groups operating the locomotives have made arrangements with NS so that steam is still allowed to run in that case. And even in the cancellation of contracts, the locomotives still remain operational and hopefully have a place to run. These arrangements will prevent 611 spending another 20 years in a museum out of service, and also 1218 from ending up in its present state, though things will be different with 1218’s present ownership. As with Union Pacific, they seem to have no other arrangement but maintaining and operating the locomotives themselves, all under their ownership. Such an arrangement may likely never occur on NS, due to the fact that there have been a pattern of whether or not the CEO/president likes steam being the factor if the locomotives run. This occurs not just on NS, but on predecessor N&W. On Southern, they managed to keep steam excursions running, no matter what the president felt. Of course, there has been a change in attitude, as D.W. Brosnan, originally anti-steam, was encouraged to allow steam excursions on the Southern. lois
I wonder what notch the 611 was in when this was taken.
http://www.youtube.com/watch?v=JuTlIH6c75E
Kevin
Maybe not quite the “Claytor Notch”, but pretty darn close.
And don’t you love that full-blooded “steamboat” whistle?
Oh, and in an earlier post samfp1943 asked for some side-by side specs on a Class J versus a Union Pacific FEF of the 844 type.
A Class J was, and briefly:
Boiler Pressure 300 psi
Tractive Effort 80,000 lbs.
Grate Area sq.ft. 107.7
Tender Capacity Coal 35 tons, water 20,000 gallons
Drivers 70"
Total Engine Weight 494,000 lbs, with tender 872,6000 lbs.
Roller Bearings on all engine and tender axles,
I’ve scoured the archives here at the Fortress Firelock but can’t find much for a UP 4-8-4, except it’s got a boiler pressure of 300psi, 80" drivers, was designed for a max horsepower output at 90mph with a postulated top speed of 110mph. Maybe someone else can do better.
Short of a drag race or a tug-of-war (which ain’t gonna happen!) between 844 and 611 it’s hard to say which is the better 4-8-4. I’d say both were outstanding for what their repective 'roads wanted them to do.
That whistle! I did not hear it often, but I believe that, at one time or another, I saw every J, in Bristol, when I went downtown after supper to look at the engine that was waiting to take #42 down to Roanoke, or even to Monroe. They were beautiful machines. Once in a great while, I would watch #45 come in, and, even rarer, I saw both #41 and #46 in town. I did watch #17 come in a few times, when I was going down to Chattanooga.
Hi Lois, here is some comparative info about the 844. Built by Alco in December of 1944. Tractive power 63800, engine and tender weight 907,989, length 114 feet 2 7/8 inches and a combined wheel base of 98 feet 5 inches. The 14 wheel tender held 23,500 gallons and 6,200 gal #5 fuel. Cylinder diameter 25 inches with a 32 inch stroke and 80 inch drivers all doing their thing with a 300psi boiler pressure. HP is in the area of 5000 according to restoration estimates per UP engineers, no actual test data on record when I last checked.
The J has 27" x 30" cylinders and 70 inch drivers. Total length of engine and tender is 109 feet, 2 inches. Weight on drivers 288,000 lb. The 12-wheel tender held 35 tons of coal and 22,000 gallons of water. 300 psi boiler pressure. The J’s were built from 1941 to 1950 with the 611 leaving Roanoke Shops on May 29, 1950. lois