Roanoke Times
Copyright (c) 1995, Landmark Communications, Inc.
DATE: FRIDAY, December 16, 1994 TAG: 9501190012
SECTION: EDITORIAL PAGE: A23 EDITION: METRO
SOURCE: WINFRED D. NOELL
DATELINE: LENGTH: Long
I'm not a historian of railroads or of NW, nor a rail fan who spouts off engine numbers, production dates, performance numbers, etc. But I do know NW built some of the best steam locomotives that have ever been built. These engines were the most modern because management was committed to steam and planned on staying with steam as long as possible. Out of this mindset came the J-Class, a passenger engine; A-class for fast freight, tonnage and heavy passenger; and the Y-6's, slower but stouter than the A's, enabling them to go back into the Virginia, West Virginia and Kentucky mountains and snake out long, heavy, rolling loads of coal.
After moving large tonnage of coal over mountains from coalfields to Roanoke, the final ascent of the Blue Ridge east of Roanoke still loomed. This was accomplished by an A and Y-6 double heading and a Y-6 pushing at the rear. Many times this drama of 19,000 horsepower at work was played out; each time the ancient Blue Ridge tried to hold on to prevent its treasure from escaping. But every time, NW steam was victorious, the mountains conceded, and black diamonds rolled to the sea.
To equal what these three engines did at Blue Ridge would have taken 15 diesel locomotives. To this day, after more than 50 years of development, the most powerful diesel locomotive is still 2,300 horsepower short of matching a Class A steam locomotive. Maybe this drama will help nonrail fans appreciate why someone is a fan.
Up to 1960, NW held out with steam. But the fact that it was the only one running steam was the downfall. Outside suppliers of parts stopped production. NW looked around and realized it was the only one at the party. Stunned and somewhat embarrassed for hanging on to what was perceived as outdated, dirty and old-fashioned, it did an about-face, turning its back on what made it famous and had served it so faithfully.
Switching to diesels probably had to be, but when the company that designed and built more than 450 steam locomotives and was steam's biggest fan made the switch, it turned its back on steam with a vengeance.
Management wanted to scrap all steam engines and not save even one of each of the magnificent three for future generations to see. Only after concerned Roanokers' pleas did they agree to save the now famous J-611 engines. The A-1218 engine was purchased by a company to be used as a stationary boiler, which saved it from the cutting torch. The only Y-6 in existence is in St. Louis, Mo., in a museum.
Roanoke's United Iron and Kettle Co. had a Y-6, and several thousand dollars was needed to save it from the furnaces back in 1975. But do you think NW, under its management at the time, could help buy this engine or loan the money to save it? No.
NW couldn't have cared less what happened to this engine. It represented part of the company's past that it didn't want to remember.
But only seven years later, it spent thousands of dollars to fix up the J-611 engine and start running it on a regular basis. What changed?
Steam enthusiasts were now in the decision-making part of the railroad. Merging with Southern Railroad brought people into the mix who liked steam engines and could see their advertising and public-relations value. Southern Railroad for years had run steam excursions, and it had a steam repair facility in Birmingham, Ala. The only one from NW who helped steam's cause was Robert Claytor, who was the key player. The rest of NW didn't share his love of steam.
The new Norfolk Southern Corp. got into steam in a big way: renovating the J-611 in 1982, and later getting the A-1218 out of Roanoke's museum and renovating it. These were great days for steam buffs. NS not only ran excursions, but ran both engines side by side, double heading trains, promoting steam, and producing videos that made you proud to be a Roanoker.
Roanoke city began the rail festival with the advent of live steam rides, which were a hit. Roanoke's Rail Club and other clubs made money and spent money on these trains. The public loved them, but the outcome could have been expected.
Years went by, and former NW people were now moving into top management positions at NS. This seemed like it would be good for Roanoke. When most top management jobs became NW-led, I worried that steam would be the first thing to go. Sadly, it happened.
NS didn't take the preferred way of doing this, like cutting excursions from 50 trips to 20, 10, or even four or five trips yearly. It derailed it completely with one fatal blow.
Don't give me that hogwash about cost, track space, liability or steam excursions not fitting into a modern railroad. Ha! Am I to believe that back in 1982, when all this began, NS wasn't a modern railroad? Of course not. Management does what it wants. These other factors are all small potatoes.
If there were steam enthusiasts at the top as there used to be, steam would still be with us. It's sad and unfortunate that after all these years, NW's hang-up about steam has permeated down through the company, even to those not present when steam ruled.
NW was ``king of steam.'' It gave birth to these lifelike mammoth machines, and it took life away the same way the king of beasts, the lion, will kill its own offspring.
NS should be flaunting steam, and producing pictures, videos, etc., to entice shipping customers. These steam engines are thoroughbred-quality symbols of the past, so let the public and customers know that thoroughbred quality has deep roots. Many things could be done to keep NS's name in front of potential customers all over the country by using these steam engines.
Hopefully, if this happened, our city could get a little tidbit here and there, like two or three excursions a year. I say to NS's current management: Don't be afraid to be seen with steam. It's stylish, and it's an old friend.
Winfred D. Noell of Roanoke is a truck driver.
by CNB