The Esch Cummins Act: US Railroad Consolidation program

[Duke Andrew of Dank]

Additional note on the steam era of TTL.

In the 1930s, the railroads of the West decided that they should stop relying on builders in the East and build their own steamers. Albeit with support from their preferred locomotive builders.

Santa Fe Albuquerque Shops
Albuquerque, NM
The first of many western railroads to build their own engines, the Santa Fe began with an extension to its shops at Albuquerque. The first engine to roll out was 3460, a Hudson type streamlined with painted light, robin's egg blue and silver. Though this was eventually replaced with a livery that would eventually go on to inspire the warbonnet. Eventually, the 3460 class 4-6-4s, the 3765 class 4-8-4, and the 5001 class 2-10-4s were all built by the Albuquerque shops. Later during the 1940s, the Santa Fe also built the 3776 and 2900 4-8-4s, as well as the 5011 2-10-4s. Laslty in the 50s, the shops built an additional groups of engines in the ex-Frisco 1500 4-8-2s.

Union Pacific Cheyenne Shops
Cheyenne, WY
The UP used these shops to build most of their FEF northerns in association with ALCO. In addition, they built 25 engines of the FEF-4 class in 1945. Followed by the group being completed in 1950 with 29 FEF-5 engines, which were like the FEF-4s, but with improvements made to steamers by Andre Chapelon and Livio Dante Porta.

 

[Joe Bonkers]

(In the @Kevin C. Smith timeline

A vignette from 1972:

The Atlantic Hiawatha, one of the premier limiteds of the Lehigh, Milwaukee & New Haven (usually called "the Lehigh" for short), departs out of South Station, Boston. Running along the former New Haven Shore Line on the first leg of its transcontinental run, it makes station stops at Providence and New Haven before tearing into the New York suburbs and passing up and over the Hell Gate Bridge into Sunnyside Yard, from where the Lehigh enjoys trackage rights over the PRI&P (usually known as the "Penn System") through Penn Station into Newark. The stop at restored and expanded Penn Station is a relatively lengthy one, but the AH is soon on its way, swapping its electric power for diesels as it returns to Lehigh track at Newark, where it makes its next stop.

Continuing west, the AH bypasses relatively small New Jersey towns like Bound Brook and Flemington, leaving those to other Lehigh trains. The AH crosses the Delaware River and enters the railroad's namesake valley, passing the big Bethlehem Steel mill - now modernized and ready to compete with the best of Europe, Japan and elsewhere, like most American industries - and rolling into Allentown for its next station stop. The AH threads its way along the rushing waters of the Lehigh River, passing the big zinc smelter at Palmerton and the towns of Walnutport and Lehighton and even rolling past Mauch Chunk, just starting to gain tourist interest as the "Switzerland of America" for its scenic location (nestled between two tall mountains) and the quaint gift shops; fortunately, the bad idea to bury athlete Jim Thorpe there and rename the town after him never caught on.

The AH climbs out of the Lehigh Valley and deftly scales to the top of Glen Summit, then descends the sharp grade into Wilkes-Barre, its next station stop. The venerable LV station in Wilkes-Barre - now Union Station - was remodeled in the 1950s using funding from the Comprehensive Transportation Act of 1954 (CTA), at which time the tracks through downtown were grade-separated into a wide cut to eliminate over a dozen grade crossings in the heart of downtown (also a CTA project). The old Stegmaier Brewery, vacated in favor of a new, more modern plant a few blocks north, sits across the now-below-street-level tracks from the station; it's currently undergoing renovation into a marketplace (like the Reading Terminal Market) for the city, which has begun growing again with the increase in coal mining and processing due to conservation measures.

The AH leaves downtown Wilkes-Barre and slides out to the banks of the Susquehanna River, following the river north through Pittston to Coxton Yard. This hump yard has been expanded and is now a major nerve center on the Lehigh, for just below the yard is Pittston Junction, where now not only does the Wyoming Cutoff - the freight line to New York, which skirts the east end of the Wyoming Valley to avoid the tough eastbound grade out of Wilkes-Barre - split off from the passenger line the AH is on, but the Lehigh now also dispatches New England-bound freight from this point. New England-bound trains leaving Coxton roll eastward at Pittston Junction onto the ex-DL&W properties of the Wabash & Santa Fe Railroad, over which the Lehigh has trackage rights to Taylor Yard in West Scranton, about five miles. Then the Lehigh trains veer off the W&SF and onto the former rails of the NYO&W. This route, used for freight traffic only, has been greatly refurbished with CTA funds, and freight trains take it northeast out of Scranton via Carbondale and the rural country of Pennsylvania's northeast corner and New York's southern tier to Maybrook, New York. Trains not handled at Maybrook continue onto the Lehigh's ex-New Haven rails over the Poughkeepsie Bridge and into New England.

The AH has a long trip ahead of it - through the upper Susquehanna Valley and into upstate New York, making stops at the college town of Ithaca and at Buffalo; onto ex-NKP rails at Buffalo for stops at Erie, Cleveland, and Toledo; and into Chicago, where it rolls to a stop at the expanded Union Station, which now handles most through trains through Chicago (most terminating trains stop at either the new LaSalle Street Station, which is much bigger and has replaced both Dearborn and Grand Central, or at the new Randolph Street Station). Then it takes the longest part of the trip, over the former Milwaukee Road; in the state of Washington, it splits into sections terminating in both Portland and Seattle. Many people ride the train only part of the way, and the coach seats to accommodate them are roomy and comfortable, and the dining accommodations excellent. But for those travelers enjoying the complete trip, the Lehigh's Atlantic Hiawatha offers amenities that match or beat the best of those found anywhere.

 

[Duke Andrew of Dank]

@Joe Bonkers

Could you maybe do some things for my timeline please?

 

[Joe Bonkers]

My apologies - no intent to slight you. I just had that idea occur to me

 

[Kevin C. Smith]

@Joe Bonkers
Could you maybe do some things for my timeline please?

Yes, I'd be most curious to ride a train in Andrew's TL, too!

 

[Kevin C. Smith]

(In the @Kevin C. Smith timeline
...and into Chicago, where it rolls to a stop at the expanded Union Station, which now handles most through trains through Chicago (most terminating trains stop at either the new LaSalle Street Station, which is much bigger and has replaced both Dearborn and Grand Central, or at the new Randolph Street Station).

Oh, poor Grand Central :-( . You & Andrew have the start of fun TL's!

Though, this reminded me of a supplement to my playing around, which was the Chicago terminal situation. I don't know if it helps either of you, but since it took 20+ years for me to find a place to talk about any of this, Ima gonna bore you with this part, too...

Since this is the 1920's, I went with the existing terminals, redistributed. The numbers refer back to which of the 6 systems that original companies are now a part of.

North Western Station
2) CStPM&O
3) C&NW, B&O
Little change here, as the CStPM&O was originally a subsidiary of the C&NW. IRL, the B&O moved its remaining trains to North western Station for a few years before Amtrak. B&O trains were never going to be time competitive with the PRR, or NYC so it didn't hurt then, and it wouldn't hurt now.

Grand Central
SOO
6) CGW
The CGW is part of the Santa Fe/Wabash based system #6 but the approach to Dearborn Station from the west, as well as the minimal GCW passenger traffic by the 1920's, led me to leave their trains at GCS. I also decided that the additional traffic into Union Station (even though brand new at this time)-even on the north side-was enough that SOO LINE trains might still use GCS. But, tbh, CGW would probably go to Dearborn over some miserable collection of trackage rights, and it would be easier to find space on the north tracks of CUS to fit SOO LINE trains...so, bye, bye, GCS.

Union
1) PRR, CRI&P (road), C&EI (road)
4) NKP, MILW, C&A
5) CB&Q, ERIE, CI&L
Also, SOO LINE (see above) if I can't save poor old GCS. The long distance (road) trains from the CRI&P, and C&EI are all that comes to Union for two reasons: Firstly, the commuter service has built up in large measure, in response to the station location in downtown. Making south-of-Loop commuters drag themselves for west of the Chicago River is going to make people unhappy and, secondly, the south side of Union is going to get congested with all these diverted trains.

Dearborn
6) WAB, ATSF, C&O
GTW
All of these but the C&O operated out of here to begin with. However, moving some others out (ERIE, MONON, C&IL) may ease congestion (Dearborn was too small for its traffic by the 1920's).

LaSalle
1) CRI&P (commuter), C&EI (commuter)
2) NYC, MC
C&IE commuters are south-Loop but now a little closer, and CRI&P has an extensive commuter service out of what is (in the 1920's) only a 10-15 year old terminal. The Michigan Central was a NYC subsidiary that operated trains from IC's Central Station. With RI trains gone, they can easily move together at LaSalle.

Central
IC

This puts the east & west constituents of the transcontinental lines into common stations, with the minor exception of Grand Central Station; and the major exception-the NYC and C&NW still operate their trains out of widely separated terminals. I just can't find any way around it. The C&NW's commuter service has to stay at North Western Station. There is no trackage arrangement that can get C&NW long distance trains to LaSalle in any reasonable time at all, and vice-versa for the NYC.

 

[Duke Andrew of Dank]

@Kevin C. Smith

Pretty good arrangements. Though may I suggest some ideas for trains. It's important to note that ITTL, Ft. Wayne replaces Indianapolis as the largest city in Indiana.

SP Cotton Belt Limited: St. Louis- Pine Bluff- Shreveport- Houston- San Antonio- El Paso- Tuscan- LA

ATSF Missouri Chief: St. Louis- Tulsa- Amarillo- Belen- Flagstaff- LA

ATSF Souix Chief: Twin Cities- Kansas City- La Junta- Albuquerque- Flagstaff- LA

PRR Pocahantas: Chicago- Ft. Wayne- Cincinnati- Roanoke- Norfolk

 

[Duke Andrew of Dank]

Details on Pennsylvania Railroad Super Power

The R3
Wheel arrangement: 4-8-4
Service: Express Passenger
Number built: 200
Number preserved: at least 7, though more a rumored to still exist
Years of production: 1933-1940
When the NYC introduced their Hudson, the PRR first attempted a K5, though that engine proved to not be much better than the K4. After that, they decided to go bigger then the NYC did with the Hudson, and designed these 4-8-4s. While most 8 coupled steam engines on the PRR were put to work on freight, the R3s were used as the true successor to the K4 Pacific. This class had a staggering 300 examples built in the years from 1933 until 1940, after which the US entered WW2 in 1941. Becoming the largest amount of any PRR passenger engine engine other than the K4 Pacifics. These 4-8-4s, known as "Keystones," were the ultimate PRR engine. They were powerful, fast, cheap to build, and easy to upgrade and experiment upon, essentially making them to American railroads the Black 5 was to British railroads. As said, they mainly worked as the long sought successor to the K4. Pulling the fastest trains in the PRR passenger fleet, though come the T1, they continued to prove their worth on fast freight, working with the M1 and I1s. They soon went on the inspire the J class 4-8-4s, the most prized engine of PRR subsidiary Norfolk and Western. Other technologically significant steam engines it went on to inspire were the 4-8-4s of Andre Chapelon, and most significantly, the South African Railways 25NC.

The U1
Wheel arrangement: 2-8-4
Service: Freight
Number built: 60
Number preserved: Two
Years of production: 1928-1930
The first 2-8-4 steam engines. These were built in the 1930s when the PRR wanted a larger engine than their L1 Mikados to haul heavier trains. Lombardi's response was to take blueprints for the I1 decapod, take away a driver and replace it with a 4-wheel trailing truck, then us the newfound space to put in a larger firebox. Then the air reservoir of the L1 mikado and the pilot of the M1 mountain were placed on the front. The result was a strong, reliable fright ngine that could put its fellow freight engines, and those of other railroads, to shame easily. They were mainly referred to as "Rhinos", similar to how the I1s before were called "Hippos."

The U2
Wheel arrangement: 2-8-4
Service: Express Freight
Number built: 150
Number preserved: at least two, though more a rumored to sill exist
Years of production: 1935-1939
The second 2-8-4 steam engines. Lombardi was inspired by the 2-8-4s built by Lima for the railroads own by the Van Sweringen Brothers, such as the Nickel Plate, Erie, and C&O. Lombardi worked with both Lima and Baldwin in 1938 to develop some 2-8-4s built to PRR design. The first of these engines, number 7350, rolled out November 1939, just in time to help with US aid to Britain during the war. They soon proved themselves capable of high speeds and extreme power for the railroad. As a result, these 2-8-4s, christened "Juniatas." Have lasted well into the early 1970s. Just like virtually every PRR steam engine really.

The R2
Wheel arrangement: 4-8-4
Service: Freight
Number built: 40
Number preserved: Three
Years of production: 1929-1934
Much like the M2, this engine was a heavily modified version of a pre-existing PRR engine. This time, the M1 Mountain type was given a four wheel truck. Then it was given a larger firebox. The end result was the perfect PRR dual service engine. Though only a few were built in comparison to other PRR classes, as the M1 and I1 were considered fairly sufficient. They nonetheless stayed long enough to be called the "Super Mountains." These engines mainly co-existed with the M1, which gave them the aforementioned nickname.

 

[Duke Andrew of Dank]

The C&O Ohio type 4-8-6

When the C&O ordered the turbines for The Chessie in 1948, they also ordered several additional locomotives, the J-4 4-8-6 engines, from Lima as a contingency backup, should the turbines prove not to live up to Baldwin's and Westinghouse's promises.

During development, the builders at Lima developed a step by step plan for what they would make as backup.

1. Start with a J-3a.
2. Give it a bigger firebox for more power, even bigger than a T-1's firebox, so stick an Allegheny firebox on.
3. Like the Allegheny, it will need a 6 wheel trailing truck.
4. Give it a bigger boiler to go with that huge firebox, one the size of a T-1 boiler ought to do.
5. Equip the thing with poppet valves, of course, and put on a bigger tender.
6. Roller bearings everywhere.

The end result was the ultimate in Lima knowledge and design: a T-1 boiler with an Allegheny firebox, sitting on a 74" drivered 4-8-6 chassis, pulling a T-1 size tender. Weighed about the same as the T-1, but taller, because of the higher drivers, about 17' 0".

This thing is a beast! The heaviest thing on 4 driving axles ever, with axle loadings equal to the Allegheny itself, but that's OK, we can handle the Allegheny.

The name was naturally the Class J-4, but there still needed to be a nickname for it. The C&O named new locomotives after on-line rivers, but the choices were rather slim. "James" type was considered stupid, and besides, that river hardly needed this beast. They eventually settled on the "Ohio" type. After the river the line runs by in most of Kentucky.

As we now know, the turbines were not a success, but the Ohios were, so the Railway very quickly ordered more J-4s in 1950, as well as a version called J-4a, with streamlined shrouds very like those on the L-1 Hudsons. These engines, the J-4a's in particular, are the ones that made The Chessie, the new Chicago- DC train which ran up via Cincy and Ft. Wayne, IN the huge success that it eventually became.

In addition, Lima created their own demonstrator. Which was different from the C&O J-4 in that it had a double belpaire firebox, which the C&O had decided against in their initial orders. But upon seeing the improvements the belpaire provided. No one on the C&O board of directions could resist. As such, several were purchased by the railroad, classified as J-4b, and continued to be numbered in the 600 series. Built in 1956, the J-4b would be the next to last steam engine type built for use by the C&O. The last being the twelve T-2 2-10-6 engines meant to succeed the T1 2-10-4s, built in 1958. The series would eventually total three classes altogether, with the following numbers.

J-4: 615-620
J-4a: 621-624
J-4b: 625-650

These 4-8-6 steamers would be among the last C&O steam engines to run. As almost all were still running until steam finally ended. Whereas the only other wheel arrangement still used prominently at the time they were removed were the T-1s and T-2s, and the numerous 2-8-4s of both the C&O and the lines it absorbed. Namely the Nickel Plate and Pere Marquette. All three types were the main source of heavy freights near the end of C&O steam operations. Whereas the Ohios, despite having mostly been bumped from passenger service by first diesels then battery operated electric engines, still occasionally appeared.

Surprisingly, many of all three engine types are preserved. Most famously though, J-4 619 of the original order has been operated heavily across the C&O on public and employee excursions. Even appearing alongside Nickel Plate 765 and Pere Marquette 1225, both 2-8-4s the C&O acquired with their lines, on excursions in 1991 for the NRHS Convention at Huntington, WV.

 

[Duke Andrew of Dank]

Another consideration regarding the initial proposal.

The original creator of this revised act proposed giving the Chicago, Terre Hautte, and Southeastern to the Southern. As well as the CI&L south of Monon to link it with Louisville. Then give the rest of the Monon to the B&O. So I may consider revising the act to do that unless I find a line the B&O can use instead for a Chicago- Cincy line.

 

[Kevin C. Smith]

Another consideration regarding the initial proposal.

The original creator of this revised act proposed giving the Chicago, Terre Hautte, and Southeastern to the Southern. As well as the CI&L south of Monon to link it with Louisville. Then give the rest of the Monon to the B&O. So I may consider revising the act to do that unless I find a line the B&O can use instead for a Chicago- Cincy line.

The CTH&SE was a coal access line for the Milwaukee. It never really had a role for through traffic, or connections, until the MILW gained trackage rights on the ex-Monon after the L&N bought that.

 

[Republic of Michigan]

Nice to see my original post on Deviant Art has generated so many interpretations from other people, not to mention my own personal edits and corrections. https://sd80macfan.deviantart.com/art/The-Esch-Cummins-Act-3-0-702203021

 

[Virginia Liberal]

Is the Penn going to make use of the N&w Roanoke shops ?

 

[Duke Andrew of Dank]

Is the Penn going to make use of the N&w Roanoke shops ?

I was thinking the N&W would run as its own thing like how the NC&StL did under L&N. But then it'd be absorbed in 1977. After which the PRR would indeed use the Roanoke Shops.

 

[MichaelWest]

It is my thought that the bias is against a true trans-continental, so we see a break at the West to East hub cities, Chicago, St. Louis and Kansas City, then Omaha, Memphis, Little Rock and New Orleans appear to keep us divided at the Mississippi. I do not find a good comparison for North to South. Maybe Washington DC? Maybe Atlanta?

So at most you get three "natural" West to East routes, Northern running from Seattle/Portland to Chicago, Middle running San Francisco to Chicago or Omaha or Kansas City and Southern running Los Angeles/San Diego to New Orleans or St Louis? The East has more such routes to essentially get between New York and Chicago or the other hubs, the South appears like the Northeast, too disperse to not simply lump it all together. So we have NYC to Chicago via Buffalo/Cleveland/Detroit, NYC to Chicago via Pittsburgh/Columbus/Toledo, and so on, fitting the existing lines over such trunks? The goal to have two railroads serve a big city and any other city or at least another big hub?

That would closely parallel the creation of a BN, UP, ATSF and SP to the west and NYC, PRR and B&O in the East, but that looks too weighted to the eastern railroads who have less distance but more track and more cities to serve. We should get some added lines and also the North/South trunks. We should have something like IC serving the Mississippi valley and merged ACL/SAL serving the Atlantic seaboard? Each offset by merged Southern. My thought is these will parallel the connections later made by air and road, if either is less robust, and to me trucking is the easier one to hobble, we can justify some added consolidation, effectively reducing us to the three Western railroads and more than just three in the East?

 

[Duke Andrew of Dank]

The Future is Battered: The Evolution of Battery Operated Locomotives

In the late 1950s, US railroads finally made plans to soon retire all their remaining steam engines and replace them with diesels, after said plans had been stopped by an oil crisis over US support of Israel. But these plans were stopped suddenly by another oil crisis in the early 1970s. Which meant diesels would cost more than otherwise, leaving many railroads with the decision to simply run what few steam engines they still had out at the time. Wether they be wartime Northerns and Texas types and the ex-Frisco 1500 4-8-2s in the case of the ATSF, or 2-8-4s in the case of the Chesapeake and Ohio. However, other people had a different solution to the problem, one which did not catch on for a while but proved successful...

The idea of electric locomotives running on batteries had been considered before. But the technology was never considered truly sufficient for this idea. But the Southern Railroad had other beliefs, and soon began working with EMD to develop a new locomotive. The end result was what is essentially the Altoona Locomotive Works BP4 in OTL. But with a large battery instead of several ones. This engine was first tested on the line between DC and Atlanta in 1972. It also appeared alongside the 2-8-2 4501 at Atlanta. Additional tests at a battery run engine were made by the Southern throughout the 70s. With the Santa Fe also attempting their hands at such a locomotive for their mainline across the Southwest desert.

In 1982, the Claytors bought a controlling share in the Pennsylvania Railroad. Which on a side note expanded the Southern steam program. But also let to the expansion of the battery powered designs. With said electric engines now being able to run passengers and fast freights across both systems. These engines also had smaller facilities than past engines. Even developing a major design plan for facilities to serve the battery operated electric engines.

Today, battery power in locomotives is the norm. As it has been proven that with the right technology, they can do stronger things than steam or diesel. More cleanly and more quickly. The most prominent engine for passenger trains is by far the Siemens charger. Which comes in both conventional and streamlined versions. There are also battery engines which are designed after the EMD E and F units of the early days of diesels. Whereas freight locomotives with battery power are often comparable in appearance to the conventional diesels like the EMD GP diesels or even the SD Macs of OTL's diesel lines.

Most railroads have developed the standard process of preparing battery engines for service. Which is set in a well ventilated shed. The railroads train either engineers or entirely new workers to charge these locomotives. As the chargers for these engines would need to be high voltage to get them ready in any acceptable time. The process is...

1. The engine is backed onto a roundhouse or other servicing facility with closed conditions. As charging in wet conditions could possibly be dangerous if people are careless.
2. Once inside, the engineer or otherwise specially trained worker plugs in a charger cord. Since high voltage is needed to get the engine ready in any acceptable time. They must wear highly protective clothing.
3. They plug in the cord to the power source. Which will not start until the power cord has been fully and securely plugged in. At which point the trained worker may turn on the power source and start charging the engine.
4. When the battery is completely charged, the worker must turn off the power charger before they can unplug the cord,.
5. When done, the engineer can place the cord back. Climb into the cab, then take off again.

This process was first created by the Pennsylvania Railroad when building maintenance facilities at Altoona, PA and Roanoke, VA. Then were adapted by the Southern, Santa Fe, and Milwaukee Road. Today it is the standard method of maintaining battery electric engines. Which is today the standard form of motive power on railroads.

Today, as a matter of fact, most diesels of OTL built after 1995 are battery operated unlike OTL. This includes most locomotives built and introduced after then.

 

[Duke Andrew of Dank]

Virginia Creeper Scenic Railroad

The Virginia Creeper Scenic Railroad is a 4 ft 8.5 in gauge heritage railroad running between Todd, NC and Abingdon, VA. The route was originally the Abingdon Branch of the Norfolk & Western Railroad until 1977. When a preservation effort led by O. Winston Link preserved the line as a tourist railroad.

Operations

The railroad operates between mid-April and early November with two trains (one in each direction) departing each morning from Abingdon or Todd. Both trains are timed to meet at West Jefferson, NC for a lunch stop. Which often serves Southern cuisine like Fried Chicken. Though Italian and Chinese dishes are also available at times. Afterwards, passengers continue with their train to it's destination or switch trains to return to their original terminal. Through riders are returned to their starting place by bus after the train arrives at it's destination.

In addition, there also various special trains during the seasons like dinner trains. Or a special Fourth of July excursion where all three steamers are decorated with US-themed trin and each pull at least two round-trip excursions, with lunch served on board.

Rolling Stock

The railroad mainly operate three steam engines, 382, 396, and 429. All three of which are former Norfolk and Western 4-8-0s which originally operated on the branch line when the N&W owned it. In addition, the railroad operates a pair of former Santa Fe GP50s, renumbered by them as 14 and 77, albeit with the original bluebonnet livery. These diesels typically serve as back up when one of the steamers is unable to run. Though they also run normal excursions at times. The railroad has also been visited by former Southern Railway 2-8-0 630 from time to time. The coaches are mainly those from the N&W and PRR. Though there are also a few special coaches configured to allow wheelchairs and a diner that is occasionally used as a snack bar.

 

[MichaelWest]

I would suggest having the Railway Express Agency, Inc. v. New York case decided in favor of REA. This is a windfall to the railways owners and boost to their investment motive into local trucking. You might need a more permissive regulatory environment to leap into having a railroad pool of trailers and REA doing local drayage of trailers festooned with advertising of course. Railroads now have a stake in the trucking game.

 

[Duke Andrew of Dank]

The Pennsylvania Railroad of TTL

1927: the PRR hires a Milanese Mechanical Engineer namedas Augusto Lombardi. Having seen the NYC Hudsons, they desire bigger and better engines, albeit still with interchangeable parts, which they require Lombardi to use on his first designs.

1928: Lombardi designs the U1 2-8-4, based on the I1. And the R2 4-8-4, based on the M1. Both are moderate successes. But are not built in quantity like other PRR steamers of the time. For this reason of the lack of interchangeable parts, Lombardi is given permission to make entirely new designs.

1929: Lombardi introduces a new method of locomotive numbering due to numbering system having once been random. The process dictates a letter for the motive power type (S for steam, E for electric, etc.), the class of the engine (L, K, M, I, etc.), and the engine’s number. For instance, L1 Mikado 520 would be referred to as “SL-520.” and K4 Pacific 1361 would be “SK-1361"

1930: After a few years, Lombardi announce that he will work with Baldwin and Lima to develop his next big project. A larger engine to replace the K4 Pacific in fast Passenger runs.

1933: SR-7100, the first R3 4-8-4, rolls out of Altoona. 300 would be originally built with the intent of replacing the K4 Pacific. However, they would instead supplement them often and end up on mixed traffic later in life.

1935: The first U2 2-8-4, SU-7400 rolls out of Altoona. The railroad envisions these engines to compliment the L1 Mikados and M1 Mountains in fast freight. With I1s and U1s roll on heavier, slower trains.

Late 30s: Lombardi builds the R3s and U2s in massive numbers. Unlike the past PRR engines, they have fewer interchangeable parts. but are still loved by crews and the PRR.

1938: The electrification of the NE Corridor is completed. Though some engines continue to venture as far as Harrisburg.

1940: Many prominent members of the Norfolk and Western brass begin replacing their PRR counterparts in preparation for merger. Which doesn't happen until 1978. Most significantly, William J. Jenks, president of the N&W, becomes a key advisor of Martin W. Clement

1942: The PRR introduces the first two T1 duplexes. Along with them, they also build some streamlined 4-8-4s called R4s to serve as backup.

1945: The PRR builds the J1, T1, and Q2 engines.

1946-1950: The PRR begins modifying their facilities to be like those of is subsidiary Norfolk and Western. Allowing for a more efficient maintenance process than before. In addition, several more N&W J class steamers are built for use on the Pennsy. Under which they becomes the R5 class of engines. As such, engine like 611 or the fictional 622 become SR-611.

1957: The first K4, 1737, is retired and put on display at Northumberland, PA.

1957-1963: Most of the K4 Pacifics are retired. The good news is that among the ones preserved in this timeline are 5399 (my personal favorite of the class), 3768 (with rebuilt shrouding), 1120 (also with rebuilt shrouding), and 3847. Plus many more K4 Pacifics. Which become to Americans what the Black Five is to British enthusiasts.

1965: All PRR steam engines smaller than the M1 Mountains are retired. This includes the L1 Mikados, H series Consolidations, among others. Only the I1 2-10-0s and several switchers remain by 1976.

1966: The R2, U1, Q2, and T1 are all retired. Thankfully, several are preserved of each class.

1967: The PRR introduces the Keystone Limited, which supplements the Broadway Limited as a NY-Chicago train, albeit one running via the Panhandle Line through Columbus, OH and Logansport, IN.

1970: The PRR Historical Society gets together to plan restoration of several PRR engines. The L1 Mikados and J1 Texas types are retired with some examples preserved of each. At this point, the M1, I1, U2, and R3 are the only steamers left in regular service.

1978: The N&W is fully absorbed into the PRR, while the Abingdon and Blacksburg branch lines, which still ran the M class 4-8-0s, become tourist lines. The Huckleberry Scenic and the Virginia Creeper Scenic. Both continue running with 4-8-0s, though the former also buys a pair of ATSF diesels.

1980: The PRR finally ends steam. The last fantrip being R3 7236 and I1 1753 on a double header from Harrisburg to Chicago via Ft. Wayne and return. Many remaining engines are sent to museums. Subsidiary Norfolk and western dieselizes soon after, also saving more off their engines than in OTL. That said, many of the modernized steam facilities are kept around. If only for show in the yards, though return to use for steam excursions.

1981: Their first engine, E6 460 goes to work at the Strasburg railroad. N&W 611 is also restored for the Southern Excursion Program.

1982: R3 7236 is sent to the Southern's Birmingham shops for restoration.

1983: The PRR begins using battery operated electric locomotives for most duties. As their maitenance is slightly less time consuming than those of diesels. As well as maitenance facilities able to be smaller.

1984: T1 Duplex 5536 is slated for possible restoration. Which takes place 1989.

1987: K4s 1361 is restored, as is 3750. N&W 1218 is also restored for the Southern excursion service.

1980s-early 90s: Many surviving K4s are restored for excursions on short lines or the mainline. Notably 5399, which notably uses her a original tender as her water car. Not to mention the fact the modernized Pacific is located in Ft. Wayne, IN. With NKP Berkshire 765.

1996: To celebrate its sesquicentennial, the PRR operates several steam excursions with engines from both the PRR and N&W. Numerous restored K4s take part. As do T1 5536, R3 7236, I1 1753, M1 6755, and a few more. all operate at varying points. N&W 611 and 1218 also escape retirement from excursions following the SOU steam program’s end by joining this program.

1997-present: The PRR continues hosting several excursions with both N&W and PRR engines. While most of their passenger train lines are upgraded to be on par with the high speed NE Corridor. These lines now host speeds up to 100 mph.

 

[Duke Andrew of Dank]

UPDATE:

The B&O and Southern have changed...

Baltimore & Ohio: Buffalo & Susquehanna; Buffalo, Rochester & Pittsburgh; Central Railroad of New Jersey; Chicago & Alton; Chicago, Indianapolis & Louisville (Indianapolis line and Monon- Michigan City Branch); Delaware, Lackawanna & Western; Detroit & Toledo Shore Line; Lehigh & New England; Reading; 50% of the Pennsylvania-Reading Seashore Line

Southern: Chicago, Terre Hautte, and Southeastern; Columbus & Greenville; Florida East Coast; Mobile & Ohio; Norfolk Southern; Nashville, Chattanooga & St. Louis (west of Nashville); Chicago, Indianapolis & Louisville (south of Monon, IN); Tennessee Central (East of Nashville