Q: [Frank H. Ulmer asks:] Does anyone out there know of a roster for N&W Steam circa Spring 1942?

A:
[A.P. Robinson sticks his neck in the noose:]
Couldn't a 1942 roster be pieced together by referencing an all-time roster (such as the one in Prince's book) that contains build and disposition dates?

[Ed King pulls the trigger:]
Sure could, A. P. Be our guest.

[And so A.P. repsonds with:]
Appreciate the affirmative, Ed. The pleasure is mine. The following is derived from Prince's book. As of 12/31/1942, the N&W steam / electric roster included:

Class:	Numbers:
G1 2-8-0	4 - 7, 301, 302
W6 0-8-0	800, 802, 809, 821, 825, 830
K1 4-8-2	100 - 115
K2 4-8-2	116 - 125
K2a 4-8-2	126 - 137
K3 4-8-2	200 - 209
M 4-8-0	375, 376, 379, 383, 392, 396, 404, 405, 410, 413, 421, 422, 429, 431, 433, 434, 439, 444, 445, 448, 449, 451-453, 457, 459, 462-464, 467, 471, 475, 477, 482, 484, 488, 495, 496
E3 4-6-2	500 - 504
E2a 4-6-2	544, 546-551, 553-559, 562-564, 566-568, 570, 571, 573, 574, 576-579
J 4-8-4	600 - 604
W2 2-8-0	674, 678, 679, 680, 684, 690, 693, 695, 697, 701, 702, 716, 719, 722, 735, 746, 752, 756, 758, 769, 771, 778, 779, 788-790, 794, 867, 882, 884, 885-887, 910, 912, 914, 917, 929, 930, 940, 943, 944, 946
V1 4-6-0	950, 951, 954, 956
M1 4-8-0	1012, 1017, 1048, 1050, 1051, 1055, 1059, 1060, 1062, 1070, 1077, 1083, 1091, 1092
M2 4-8-0	1100-1139, 1141-1149
M2c 4-8-0	1150-1160
A 2-6-6-4	1200-1209
Z1a 2-6-6-2	1317, 1320, 1321, 1324, 1329, 1332, 1335, 1337, 1338, 1341, 1345, 1346, 1352, 1354, 1358, 1359, 1362, 1371, 1374, 1379, 1380, 1385, 1390, 1394, 1395, 1401,1403, 1405, 1408, 1410-1416, 1419, 1421, 1422, 1425, 1427, 1431, 1435, 1450, 1464, 1467, 1472, 1486
Z1b 2-6-6-2	1322, 1331, 1333, 1339, 1342, 1351, 1355, 1363, 1367, 1375, 1377, 1381, 1383, 1392, 1396-1398, 1402, 1404, 1406, 1407, 1409, 1417, 1418, 1420, 1426, 1428, 1429, 1438, 1440, 1442-1448, 1451, 1452, 1454-1456, 1458-1463, 1465, 1470, 1471, 1473-1476, 1478-1485, 1487-1489
Y2a 2-8-8-2	1700-1730
Y3 2-8-8-2	2000-2049
Y3a 2-8-8-2	2050-2079
Y4 2-8-8-2	2080-2089
Y5 2-8-8-2	2101-2119
Y6 2-8-8-2	2120-2154
Y6a 2-8-8-2	2155-2170
LC1 2-4-4-2 Electric	Cab #'s 1-24 (were operated as 2 units combined with double cab unit numbers 2500-2511)
LC2 2-4-4-2 Electric	Cab #'s 25-32 (were operated as 2 units combined with double cab unit numbers 2512-2515)

Tried to be careful, so hopefully no typos. Any corrections are welcomed.

[Nigel Misso also submits:]
From "Norfolk & Western Steam (The Last 25 Years)" by Ron Rosenberg. According to the tables in the book on pages 2 and 43:

Class	Type	1942	1944	All-time maximum
A	2-6-6-4	10	35	43
E2	4-6-2	27	27	37
E3	4-6-2	5	5	5
G1	2-8-0	6	6	?
J	4-8-4	5	1	14
K1	4-8-2	16	16	16
K2	4-8-2	22	22	22
K3	4-8-2	10	10	10
M	4-8-0	41	40	125
M1	4-8-0	17	17	100
M2	4-8-0	60	60	61
V1	4-6-0	4	4	17+
W2	2-8-0	45	44	127
W6	0-8-0T	6	6	12
Y2	2-8-8-2	31	31	31
Y3	2-8-8-2	50	50	50
Y3a	2-8-8-2	30	30	30
Y4	2-8-8-2	10	10	10
Y5	2-8-8-2	19	19	20
Y6	2-8-8-2	35	35	35
Y6a	2-8-8-2	5	15	15
Z1	2-6-6-2	116	116	190

[Ed King inserts a clarification:]
A. P.: I see that you list from Prince that the 1322 and 1396 were Z-1bs. Prince pictures the 1322 after its sale to the Interstate and the 1396 after sale to the Tennessee Central, and both are said to be Z-1bs because of the piston valve low pressure (LP) cylinders.

One has to be careful with this one. These engines are NOT Z-1bs, but two of three known Z-1as (the 1438 was the third, later converted to Z-1b) that were equipped with outside-admission piston valve LP cylinders. The valve travel was the same as that of the old slide valve cylinders, so no valve gear modifications were necessary, and none were made.

The N&W photo files contain a photo of the 1438 made around 1920, maybe before (it still has its oil headlight) with outside-admission piston valve LP cylinders. Informed speculation says that these three engines were equipped with these cylinders as tests after the construction of Y-2 1700, which was equipped with outside admission piston valve cylinders. Evidently there was not enough benefit to warrant fleet application, and the rest of the Z-1as waited until the Z-1b/Z-2 conversion program began in the late 1920s. There were no other changes to the 1322, 1396 or 1438 at that time. They retained the same valve gear on both engines, and none were fitted with the Worthington Feedwater Heaters. Engines modified to Z-1b had the valve gear changed on both engines (their LP cylinders were inside admission like the high pressure (HP) cylinders - these changes are obvious; the original valve gears had the combination levers hung from the Baker bell cranks and the modified engines hung the combination levers from the valve stems on both engines) and got the feedwater heaters. 1322 and 1396 never got them.

The N&W files also contain a photo of the 1438 at Portsmouth shortly before its retirement, in full Z-1b regalia.

In his all-time N&W steam roster, Arthur Bixby shows the 1322 and 1396 as never being converted to Z-1b.

Hope this helps; several authorities have been misled by the piston valve LP cylinders on these engines; but the lack of valve gear changes and feedwater heaters are the dead giveaways.

And A. P. - thanks. Any work of this kind is helpful. And Frank, uh, why 1942?

[A. P. Robinson replies:]
With respect to the Z1a / Z1b conversion issue, I thought (in my extremely limited wisdom) that the obvious spotting difference between the Z's were the cylinders. As a matter of fact, I think I remember reading somewhere that the Interstate got 2 Z1a's and a Z1b and thinking that the statement was incorrect, but obviously not. Very interesting bit of trivia. Good catch, too, Ed. I wouldn't have caught it for a $million. [See follow-on discussion: "Slide valves, piston valves, and superheaters".]

One question that I have had for quite some time is how specific locomotives (in the steam era) were assigned to different divisions / districts, etc., and if this was documented in any fashion. I frequently read that a certain locomotive was assigned to a certain local or shifter, or the like, and wonder if the respective contributor obtained this info through personal experience or perhaps from some document. Example, Tom Dressler's article in The Arrow on the Y3 2050 some time back noted that the 2050 was mostly assigned to the Scioto Division, and if I recall correctly, maybe even specifically the Columbus District. How did he know this? I would logically think there would have been a roster of locomotives available at any point in time to the road foreman of each division. Thanks in advance for help.

[Frank H. Ulmer finishes up:]
I would like to start by saying thanks to all the people who responded with some answers to my questions. I would especially like to thank A.P. and Ed King. In answer to Ed King's question, "Why 1942?", I wanted an era when all motive power would be shipping war material to the ports, especially Norfolk and the Naval base there. I jumped to the conclusion, (by intuition, I guess), that 1942 would find shipping to these places very heavy, due to thew "lend lease" program as well as to equip our own troops in England. Spring seemed a good time, to catch any snow equipment still out on their sidings, not yet having been brought in for "R&R", so to speak. The same applies to right of way repair and new facility construction. I guessed that it would be beginning about April. Any way, that's my rationale for picking Spring of 1942. Again, many thanks to all of you.