Operational Steam Locomotives
There are many operational steam locomotives in the United States. Including every single one is nearly impossible; the list is always changing for better or worse. As many as can be included, however, will be. The website will undergo constant updates and revisions as time goes by to account for these changes. The links provided will be one link to see the engine in action and where to go to help support the engine. The order of the locomotives listed below does not in any way denote bias towards those groups. The locomotives were added as they came to mind, and are organized alphabetically. If you are interested in the sources used, please see the sources page under the "More" tab.
Baldwin Locomotive Works #26
Picture credit - Bill Hakkarinen
Type: 0-6-0 Switcher
Stats:
Year Built - 1929
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 180lbs
Driving Wheel Diameter - 50in
Tractive Effort - 29,375lbs
Top Speed - 25mph
Road History - Baldwin Locomotive Works, Jackson Iron and Steel, Steamtown NHS
History:
Most of the engines that left the Baldwin Locomotive Works never returned to the place of their construction; they were too busy working on the roads that had ordered them. The 26 was the direct opposite; she was built for Baldwin to handle switching duties around their Eddystone plant. When Baldwin no longer needed the engine, it was sold to Jackson Iron and Steel in Ohio. In 1979, the engine was again sold, going through a few different owners before arriving at Steamtown.
Summary:
The engine has been out of service for many years awaiting a full rebuild. For museums and not for profits, such rebuilds are expensive both monetarily and in time. Steamtown, however, is a National Historic Site under the jurisdiction of the National Park Service, making them a government operation. December 8, 2015 saw the engine moved into the roundhouse at Steamtown, complete once again, fired up and ready for test runs. Pending all goes well with the test runs, the engine will return to regular service for the 2016 operating season.
Odd Fact:
The 26 is the smallest of the engines undergoing a rebuild at Steamtown, but hers will most likely be the most thorough rebuild.
Links:
Steamtown NHS Website
YouTube
Type: 0-6-0 Switcher
Stats:
Year Built - 1929
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 180lbs
Driving Wheel Diameter - 50in
Tractive Effort - 29,375lbs
Top Speed - 25mph
Road History - Baldwin Locomotive Works, Jackson Iron and Steel, Steamtown NHS
History:
Most of the engines that left the Baldwin Locomotive Works never returned to the place of their construction; they were too busy working on the roads that had ordered them. The 26 was the direct opposite; she was built for Baldwin to handle switching duties around their Eddystone plant. When Baldwin no longer needed the engine, it was sold to Jackson Iron and Steel in Ohio. In 1979, the engine was again sold, going through a few different owners before arriving at Steamtown.
Summary:
The engine has been out of service for many years awaiting a full rebuild. For museums and not for profits, such rebuilds are expensive both monetarily and in time. Steamtown, however, is a National Historic Site under the jurisdiction of the National Park Service, making them a government operation. December 8, 2015 saw the engine moved into the roundhouse at Steamtown, complete once again, fired up and ready for test runs. Pending all goes well with the test runs, the engine will return to regular service for the 2016 operating season.
Odd Fact:
The 26 is the smallest of the engines undergoing a rebuild at Steamtown, but hers will most likely be the most thorough rebuild.
Links:
Steamtown NHS Website
YouTube
Black Hills Central Railroad #110
Picture credit - Jeff Terry
Type: 2-6-6-2T
Stats:
Year Built - 1928
Built By - Baldwin Locomotive Works
Fuel - Oil
Boiler Pressure - 200lbs
Driving Wheel Diameter - 44in
Tractive Effort - 37,500lbs
Top Speed - 45mph
Road History - Weyerhauser Timber Company, Rayonier Lumber Company, Black Hills Central Railroad
History:
Steam locomotives came in many different shapes and sizes, especially for logging railroads. Shays, Heislers, Climaxes, even small Mikados and Praries worked on lumber railroads. So too did mallet locomotives. Large lumber companies required more motive power than shays could provide at high speeds, so they turned to small mallet type locomotives like the 110 to fill the void. They provided excellent pulling power at as high a speed as lumber companies wanted. Despite this, however, most lumber companies could not afford to buy locomotives this big; a relative few examples survived into the preservation era.
Summary:
The 110 did a fair amount of time out of service before being acquired by the Black Hills Central Railroad in South Dakota. Despite this, she returned to service in 2001 and has barely seen time off since. She's a rare engine; big tank locomotives are few and far between, mallet tanks are rarer and she's a mallet in regular service, which is an unusual thing around the world. As such, she's attracted quite a crowd of visitors to the BHCRR and will continue to do so in the future.
Odd Fact:
The 110 is the only 2-6-6-2T locomotive in service anywhere in the world!
Links:
Black Hills Central Railroad
YouTube
Type: 2-6-6-2T
Stats:
Year Built - 1928
Built By - Baldwin Locomotive Works
Fuel - Oil
Boiler Pressure - 200lbs
Driving Wheel Diameter - 44in
Tractive Effort - 37,500lbs
Top Speed - 45mph
Road History - Weyerhauser Timber Company, Rayonier Lumber Company, Black Hills Central Railroad
History:
Steam locomotives came in many different shapes and sizes, especially for logging railroads. Shays, Heislers, Climaxes, even small Mikados and Praries worked on lumber railroads. So too did mallet locomotives. Large lumber companies required more motive power than shays could provide at high speeds, so they turned to small mallet type locomotives like the 110 to fill the void. They provided excellent pulling power at as high a speed as lumber companies wanted. Despite this, however, most lumber companies could not afford to buy locomotives this big; a relative few examples survived into the preservation era.
Summary:
The 110 did a fair amount of time out of service before being acquired by the Black Hills Central Railroad in South Dakota. Despite this, she returned to service in 2001 and has barely seen time off since. She's a rare engine; big tank locomotives are few and far between, mallet tanks are rarer and she's a mallet in regular service, which is an unusual thing around the world. As such, she's attracted quite a crowd of visitors to the BHCRR and will continue to do so in the future.
Odd Fact:
The 110 is the only 2-6-6-2T locomotive in service anywhere in the world!
Links:
Black Hills Central Railroad
YouTube
California Western #45
Picture credit - Drew Jacksich
Type: 2-8-2 Mikado
Stats:
Year Built - 1924
Built By - Baldwin Locomotive Works
Fuel - Oil
Boiler Pressure - 180lbs
Driving Wheel Diameter - 44in
Tractive Effort - 30,000lbs
Top Speed - 45mph
Road History - California Western Railroad
History:
The California and Western was a unique railroad; they were a standard gauge logging railroad. Most logging railroads, especially those in more treacherous terrain such as mountains, were of narrow gauge construction. But, the CWRR was also unique in their use of motorized, single unit passenger cars. Their steam operations, however, were more standard. They used logging Mikados quite successfully until the end of the steam era. Today, the railroad is a tourist operation, and the 45 is their star attraction.
Summary:
The 45 is a standard gauge logging Mikado designed for the rough and tumble terrain of Sierra Nevada Mountains, some of which the CWRR passes through. After their logging days were over, the railroad took advantage; tourist operations over the right of way would sure to be a spectacular draw, and they certainly have been. The 45 is known to put on a good show going through the mountain tunnels and up the steep grades of the railroad, leaving visitors with sights and sounds they will certainly remember for years to come.
Odd Fact:
The California Western Railroad is known as, "The Skunk Train," due to the smell of the motorized passenger cars used on the line. Many said you could smell them long before you saw them!
Links:
California Western Railroad (The Sunk Train)
YouTube
Type: 2-8-2 Mikado
Stats:
Year Built - 1924
Built By - Baldwin Locomotive Works
Fuel - Oil
Boiler Pressure - 180lbs
Driving Wheel Diameter - 44in
Tractive Effort - 30,000lbs
Top Speed - 45mph
Road History - California Western Railroad
History:
The California and Western was a unique railroad; they were a standard gauge logging railroad. Most logging railroads, especially those in more treacherous terrain such as mountains, were of narrow gauge construction. But, the CWRR was also unique in their use of motorized, single unit passenger cars. Their steam operations, however, were more standard. They used logging Mikados quite successfully until the end of the steam era. Today, the railroad is a tourist operation, and the 45 is their star attraction.
Summary:
The 45 is a standard gauge logging Mikado designed for the rough and tumble terrain of Sierra Nevada Mountains, some of which the CWRR passes through. After their logging days were over, the railroad took advantage; tourist operations over the right of way would sure to be a spectacular draw, and they certainly have been. The 45 is known to put on a good show going through the mountain tunnels and up the steep grades of the railroad, leaving visitors with sights and sounds they will certainly remember for years to come.
Odd Fact:
The California Western Railroad is known as, "The Skunk Train," due to the smell of the motorized passenger cars used on the line. Many said you could smell them long before you saw them!
Links:
California Western Railroad (The Sunk Train)
YouTube
CAnadian Pacific Railroad #1293
Picture credit - Robert Butler
Type: G5-d 4-6-2 Pacific
Stats:
Year Built - 1948
Built By - Canadian Locomotive Company
Fuel - Coal
Boiler Pressure - 250lbs
Driving Wheel Diameter - 70in
Tractive Effort - 34,000lbs
Top Speed - 85mph
Road History - Canadian Pacific, Ohio Central Railroad
History:
The Canadian Pacific Railroad needed a sleek new passenger locomotive, and decided to turn to the Canadian Locomotive Company to deliver their new engines. The resulting G5-d class of locomotives proved invaluable to the road. They were fast, efficient machines loved by their crews. Modern improvements allowed the engines to burn less fuel while running, saving the fireman a load of work while also helping the bottom line.
Summary:
The 1293 was originally bought by F. Nelson Blount and taken to the Steamtown exhibit for preservation. Once there, it was repaired and used for excursions by the museum. It even starred in a movie while there! But once Steamtown moved to its current site, the 1293 was parked. Jerry Jacobson bought the engine from the Steamtown site in 1996 and restored it to operation. Under him, it served on the Ohio Central Railroad as an excursion engine. When Mr. Jacobson retired and formed the Age of Steam Roundhouse in Ohio, the 1293 came with him. It is used still as an excursion engine.
Odd Fact:
Due to a design technicality, the 1293 does not have a steam dome! In fact, all of the G5-d Pacific's built for the CP did not have steam domes, instead opting for a different throttle design.
Links:
YouTube
Age of Steam Roundhouse, CP 1293
Type: G5-d 4-6-2 Pacific
Stats:
Year Built - 1948
Built By - Canadian Locomotive Company
Fuel - Coal
Boiler Pressure - 250lbs
Driving Wheel Diameter - 70in
Tractive Effort - 34,000lbs
Top Speed - 85mph
Road History - Canadian Pacific, Ohio Central Railroad
History:
The Canadian Pacific Railroad needed a sleek new passenger locomotive, and decided to turn to the Canadian Locomotive Company to deliver their new engines. The resulting G5-d class of locomotives proved invaluable to the road. They were fast, efficient machines loved by their crews. Modern improvements allowed the engines to burn less fuel while running, saving the fireman a load of work while also helping the bottom line.
Summary:
The 1293 was originally bought by F. Nelson Blount and taken to the Steamtown exhibit for preservation. Once there, it was repaired and used for excursions by the museum. It even starred in a movie while there! But once Steamtown moved to its current site, the 1293 was parked. Jerry Jacobson bought the engine from the Steamtown site in 1996 and restored it to operation. Under him, it served on the Ohio Central Railroad as an excursion engine. When Mr. Jacobson retired and formed the Age of Steam Roundhouse in Ohio, the 1293 came with him. It is used still as an excursion engine.
Odd Fact:
Due to a design technicality, the 1293 does not have a steam dome! In fact, all of the G5-d Pacific's built for the CP did not have steam domes, instead opting for a different throttle design.
Links:
YouTube
Age of Steam Roundhouse, CP 1293
Cass Scenic Railroad #4
Picture credit - Steve Barry
Type: 3 Truck Shay (80 Tons)
Stats:
Year Built - 1922
Built By - Lima Locomotive Works
Fuel - Coal
Boiler Pressure - 200lbs
Driving Wheel Diameter - 36in
Tractive Effort - 30,350lbs
Top Speed - 25 mph
Road History - Mower Lumber Company, Cass Scenic Railroad
History:
Cass Scenic 4 is a prototypical shay locomotive. She's made for hauling heavy freight on less than stellar track and negotiating tight turns while doing it. In general, those three parameters are must haves for any shay type locomotive, but she represents the standardization of the design. She was used for many years by Mower Lumber, before becoming a part of the Cass Scenic fleet of shay type steam locomotives.
Summary:
The Cass Scenic Railroad uses all shay locomotives. 4 is one of their primary engines, hauling trains up the mountains and steep grades of the railroad. She hauls passengers now, trading the lumber cars for new coaches when the Cass bought her and gave her new life. She can still be seen working at the Cass Scenic Railroad State Park during the summer.
Odd Fact:
Some of the axles on Shay 4 are re-purposed from a diesel locomotive, a GP30 to be exact. One of the axles on the Shay broke while she was hauling a train in 1985, but the engine was returned to service in 2 days!
Links:
Cass Scenic Railroad State Park Locomotives
YouTube
Type: 3 Truck Shay (80 Tons)
Stats:
Year Built - 1922
Built By - Lima Locomotive Works
Fuel - Coal
Boiler Pressure - 200lbs
Driving Wheel Diameter - 36in
Tractive Effort - 30,350lbs
Top Speed - 25 mph
Road History - Mower Lumber Company, Cass Scenic Railroad
History:
Cass Scenic 4 is a prototypical shay locomotive. She's made for hauling heavy freight on less than stellar track and negotiating tight turns while doing it. In general, those three parameters are must haves for any shay type locomotive, but she represents the standardization of the design. She was used for many years by Mower Lumber, before becoming a part of the Cass Scenic fleet of shay type steam locomotives.
Summary:
The Cass Scenic Railroad uses all shay locomotives. 4 is one of their primary engines, hauling trains up the mountains and steep grades of the railroad. She hauls passengers now, trading the lumber cars for new coaches when the Cass bought her and gave her new life. She can still be seen working at the Cass Scenic Railroad State Park during the summer.
Odd Fact:
Some of the axles on Shay 4 are re-purposed from a diesel locomotive, a GP30 to be exact. One of the axles on the Shay broke while she was hauling a train in 1985, but the engine was returned to service in 2 days!
Links:
Cass Scenic Railroad State Park Locomotives
YouTube
Cass Scenic Railroad #5
Picture credit - Kevin Madore
Type: 3 Truck Shay
Stats:
Year Built - 1905
Built By - Lima Locomotive Works
Fuel - Coal
Boiler Pressure - 200lbs
Driving Wheel Diameter - 36in
Tractive Effort - 35,100lbs
Top Speed - 25mph
Road History - Greenbrier and Elk River, Cass Scenic Railroad
History:
Shay 5 from the Cass Scenic Railroad represents a turn of the century shay locomotive. The diamond stack, despite being a nice visual oddity, is actually serving a purpose; within it sits a spark arrestor. These were needed on shay locomotives to ensure that no sparks or embers made it through the stack and out into the forest, where the fires could destroy business. Being a 1905 product, the engine is the 2nd oldest operational shay in the country!
Summary:
The Cass Scenic Railroad prides itself on having many operational locomotives. Shay 5 is commonly used among them, but care is taken to ensure the old engine is properly looked after. She still earns her keep there, but she can be a somewhat more rare sight on the Cass to Shay's 4 and their Western Maryland Shay #6.
Odd Fact:
Before the Cass Scenic Railroad traded for Western Maryland Shay 6, they had two 1905 Shay locomotives from the Greenbrier and Elk River.
Links:
Cass Scenic Railroad Shay 5
YouTube
Type: 3 Truck Shay
Stats:
Year Built - 1905
Built By - Lima Locomotive Works
Fuel - Coal
Boiler Pressure - 200lbs
Driving Wheel Diameter - 36in
Tractive Effort - 35,100lbs
Top Speed - 25mph
Road History - Greenbrier and Elk River, Cass Scenic Railroad
History:
Shay 5 from the Cass Scenic Railroad represents a turn of the century shay locomotive. The diamond stack, despite being a nice visual oddity, is actually serving a purpose; within it sits a spark arrestor. These were needed on shay locomotives to ensure that no sparks or embers made it through the stack and out into the forest, where the fires could destroy business. Being a 1905 product, the engine is the 2nd oldest operational shay in the country!
Summary:
The Cass Scenic Railroad prides itself on having many operational locomotives. Shay 5 is commonly used among them, but care is taken to ensure the old engine is properly looked after. She still earns her keep there, but she can be a somewhat more rare sight on the Cass to Shay's 4 and their Western Maryland Shay #6.
Odd Fact:
Before the Cass Scenic Railroad traded for Western Maryland Shay 6, they had two 1905 Shay locomotives from the Greenbrier and Elk River.
Links:
Cass Scenic Railroad Shay 5
YouTube
Cass Scenic Railroad #6
Picture credit - Joey Gannon
Type: Heisler
Stats:
Year Built - 1929
Built By - Heisler Locomotive Works
Fuel - Coal
Boiler Pressure - 200lbs
Driving Wheel Diameter - 40in
Tractive Effort - 22,650lbs
Top Speed - 30mph
Road History - Bostonia Coal and Clay Products Company, Meadow River Lumber Company, Cass Scenic Railroad
History:
Heisler type locomotives are, comparatively speaking, faster shays. They first made an appearance in 1897, but were built into the 1920's. Heisler 6 is an odd duck because, at the time she was built, she should have received many upgrades from the shop. They weren't applied, keeping the 6, "Old Fashioned." She still steams for the Cass Scenic due to her greater speed, and was used as a backup engine for the 2014 season.
Summary:
The CSRR enjoys having Heisler 6 because it is one of the few Heisler type locomotives still in operation. They use it for higher speed service and, as noted above, a backup engine to their other shays. Equipped with the diamond stack, the locomotive is popular because it is quite different from the other locomotives that run at the Cass. Her lower tractive effort ratings are what keep her in a primarily backup role, but she would win a race if given the opportunity.
Odd Fact:
There are many theories as to why the engine was never given the upgrades needed to make her a, "West Coast Special." These theories, however, only lead to one conclusion; we will probably never know.
Links:
Cass Scenic Railroad Heisler 6
YouTube
Type: Heisler
Stats:
Year Built - 1929
Built By - Heisler Locomotive Works
Fuel - Coal
Boiler Pressure - 200lbs
Driving Wheel Diameter - 40in
Tractive Effort - 22,650lbs
Top Speed - 30mph
Road History - Bostonia Coal and Clay Products Company, Meadow River Lumber Company, Cass Scenic Railroad
History:
Heisler type locomotives are, comparatively speaking, faster shays. They first made an appearance in 1897, but were built into the 1920's. Heisler 6 is an odd duck because, at the time she was built, she should have received many upgrades from the shop. They weren't applied, keeping the 6, "Old Fashioned." She still steams for the Cass Scenic due to her greater speed, and was used as a backup engine for the 2014 season.
Summary:
The CSRR enjoys having Heisler 6 because it is one of the few Heisler type locomotives still in operation. They use it for higher speed service and, as noted above, a backup engine to their other shays. Equipped with the diamond stack, the locomotive is popular because it is quite different from the other locomotives that run at the Cass. Her lower tractive effort ratings are what keep her in a primarily backup role, but she would win a race if given the opportunity.
Odd Fact:
There are many theories as to why the engine was never given the upgrades needed to make her a, "West Coast Special." These theories, however, only lead to one conclusion; we will probably never know.
Links:
Cass Scenic Railroad Heisler 6
YouTube
Cass Scenic Railroad #9
Picture credit - Kevin Madore
Type: Climax
Stats:
Year Built - 1919
Built By - Climax Manufacturing Co.
Fuel - Coal
Boiler Pressure - 200lbs
Driving Wheel Diameter - 35in
Tractive Effort - 30,800lbs
Top Speed - 25mph
Road History - Middle Fork Railroad Co (Subsidiary of Moore-Kepple & Co), Cass Scenic Railroad
History:
Climax locomotives are rare breeds to see in today's day and age. Originally designed in the 1880's, the Climax locomotives were the idea of an as yet unknown lumber company. Originally, the Climax Manufacturing Co. specialized in oil field machinery, but they became known for these types of locomotives as well. Granted, the company came under suit from Ephraim Shay, the holder of the patent on Shay type locomotives. He claimed patent infringement, and demanded a settlement be reached. The results of the legal case have been lost to history.
Summary:
After an extensive rebuild, and sporting Moore-Kepple & Co. lettering, #9 left the Cass shops under her own steam in late 2019. The resurrection of this now 100 year old steam locomotive was cause to celebrate, and celebrate they did! Look to see her as a new mainstay of the Cass fleet, and operated for years to come.
Odd Fact:
Climax 9 is on the short list of Climax locomotives to have even survived, let alone ones that are operational.
Links:
Cass Scenic Railroad Climax 9
YouTube
Type: Climax
Stats:
Year Built - 1919
Built By - Climax Manufacturing Co.
Fuel - Coal
Boiler Pressure - 200lbs
Driving Wheel Diameter - 35in
Tractive Effort - 30,800lbs
Top Speed - 25mph
Road History - Middle Fork Railroad Co (Subsidiary of Moore-Kepple & Co), Cass Scenic Railroad
History:
Climax locomotives are rare breeds to see in today's day and age. Originally designed in the 1880's, the Climax locomotives were the idea of an as yet unknown lumber company. Originally, the Climax Manufacturing Co. specialized in oil field machinery, but they became known for these types of locomotives as well. Granted, the company came under suit from Ephraim Shay, the holder of the patent on Shay type locomotives. He claimed patent infringement, and demanded a settlement be reached. The results of the legal case have been lost to history.
Summary:
After an extensive rebuild, and sporting Moore-Kepple & Co. lettering, #9 left the Cass shops under her own steam in late 2019. The resurrection of this now 100 year old steam locomotive was cause to celebrate, and celebrate they did! Look to see her as a new mainstay of the Cass fleet, and operated for years to come.
Odd Fact:
Climax 9 is on the short list of Climax locomotives to have even survived, let alone ones that are operational.
Links:
Cass Scenic Railroad Climax 9
YouTube
Cass Scenic Railroad #11
Picture credit - Jeff Terry
Type: 3 Truck Shay
Stats:
Year Built - 1923
Built By - Lima Locomotive Works
Fuel - Oil
Boiler Pressure - 200lbs
Driving Wheel Diameter - 36in
Tractive Effort - 40,400lbs
Top Speed - 25mph
Road History - Hutchinson Lumber Company, Feather River, Cass Scenic Railroad
History:
Weighing in at an impressive 103 tons, Shay 11 is the second largest Shay at the CSRR. She's commonly referred to as Feather River #3, but was built for the Hutchinson Lumber Company. The biggest advantage to having a shay weighing in at what she does isthat longer trains are possible. The disadvantage; you need better track. In railroading, there are trade offs for everything. She sat idle in California until the CSRR investigated her in 1997 and acquired her for an operational restoration. Since that restoration was completed, she's run at the CSRR.
Summary:
In 1997, the CSRR sent a team to investigate the 11. They had two key points to study; how to move her and how hard an operational restoration would be. The consensus was that she could be restored upon being moved to WV, so the move was planned and she was, in fact, restored. Not only is she the 2nd largest Shay at the Cass, but she's among the largest operational shays in the US.
Odd Fact:
Heavier Shay locomotives like the 11, despite their ability to haul more cargo, were rare. Very few exist today.
Links:
Cass Scenic Railroad 11
YouTube
Type: 3 Truck Shay
Stats:
Year Built - 1923
Built By - Lima Locomotive Works
Fuel - Oil
Boiler Pressure - 200lbs
Driving Wheel Diameter - 36in
Tractive Effort - 40,400lbs
Top Speed - 25mph
Road History - Hutchinson Lumber Company, Feather River, Cass Scenic Railroad
History:
Weighing in at an impressive 103 tons, Shay 11 is the second largest Shay at the CSRR. She's commonly referred to as Feather River #3, but was built for the Hutchinson Lumber Company. The biggest advantage to having a shay weighing in at what she does isthat longer trains are possible. The disadvantage; you need better track. In railroading, there are trade offs for everything. She sat idle in California until the CSRR investigated her in 1997 and acquired her for an operational restoration. Since that restoration was completed, she's run at the CSRR.
Summary:
In 1997, the CSRR sent a team to investigate the 11. They had two key points to study; how to move her and how hard an operational restoration would be. The consensus was that she could be restored upon being moved to WV, so the move was planned and she was, in fact, restored. Not only is she the 2nd largest Shay at the Cass, but she's among the largest operational shays in the US.
Odd Fact:
Heavier Shay locomotives like the 11, despite their ability to haul more cargo, were rare. Very few exist today.
Links:
Cass Scenic Railroad 11
YouTube
Central Railroad of New Jersey #113
Picture credit - Mitch Goldman
Type: 0-6-0 Switcher
Stats:
Year Built - 1923
Built By - American Locomotive Company
Fuel - Coal
Boiler Pressure - 185lbs (Previously 200lbs)
Driving Wheel Diameter - 51in
Tractive Effort - 45,800lbs
Top Speed - 25mph
Road History - Central Railroad of New Jersey, Philadelphia & Reading Coal & Iron Co.
History:
Switching trains was a vital part of the business of railroading. As business increased, more switchers were needed. The CNJ answered this call with engines like the 113, switchers designed specifically to move trains around the yard. Because they didn't have pilot or trailing trucks, the engines were known to waddle on the rails. At 15mph or above, the engine crew was generally hanging on for dear life! Many switchers survived the scrappers torch, as they were small and easy to move and because the scrappers paid less for them. The 113 is one of only two surviving CNJ steam locomotives.
Summary:
The project to restore the 113 was a long, tedious process. She had sat outside for years, trees and vegetation growing all around the locomotive. Parts were missing, including the whistle and bell. Keep in mind, parts for steam locomotives are unique; each missing part had to be re-manufactured from scratch. Despite all of the challenges, however, the crew of volunteers pulled off a complete restoration. She runs on the Reading, Blue Mountain and Northern Railroad and is based out of Minersville, PA.
Odd Fact:
The switcher classes are well represented amongst surviving steam locomotives. Their smaller size meant they were less valuable to scrappers and that they were easy to move. Many engines like 113 were saved if only for those two reasons.
Links
Project 113
YouTube
Type: 0-6-0 Switcher
Stats:
Year Built - 1923
Built By - American Locomotive Company
Fuel - Coal
Boiler Pressure - 185lbs (Previously 200lbs)
Driving Wheel Diameter - 51in
Tractive Effort - 45,800lbs
Top Speed - 25mph
Road History - Central Railroad of New Jersey, Philadelphia & Reading Coal & Iron Co.
History:
Switching trains was a vital part of the business of railroading. As business increased, more switchers were needed. The CNJ answered this call with engines like the 113, switchers designed specifically to move trains around the yard. Because they didn't have pilot or trailing trucks, the engines were known to waddle on the rails. At 15mph or above, the engine crew was generally hanging on for dear life! Many switchers survived the scrappers torch, as they were small and easy to move and because the scrappers paid less for them. The 113 is one of only two surviving CNJ steam locomotives.
Summary:
The project to restore the 113 was a long, tedious process. She had sat outside for years, trees and vegetation growing all around the locomotive. Parts were missing, including the whistle and bell. Keep in mind, parts for steam locomotives are unique; each missing part had to be re-manufactured from scratch. Despite all of the challenges, however, the crew of volunteers pulled off a complete restoration. She runs on the Reading, Blue Mountain and Northern Railroad and is based out of Minersville, PA.
Odd Fact:
The switcher classes are well represented amongst surviving steam locomotives. Their smaller size meant they were less valuable to scrappers and that they were easy to move. Many engines like 113 were saved if only for those two reasons.
Links
Project 113
YouTube
Chesapeake and Ohio #1309
Picture Credit - Grady F McKinley
Type: H-6 2-6-6-2
Stats:
Year Built - 1949
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 250lbs
Driving Wheel Diameter - 56in
Tractive Effort - 77,900lbs (compound) 98,000 (simple)
Top Speed - 50MPH
Road History - Chesapeake and Ohio, Western Maryland Scenic Railroad
History:
The Chesapeake and Ohio needed more motive power after World War II, and turned to a tried and true design to provide it. Originally developed by the United States Railroad Administration after World War I, the 2-6-6-2 wheel arrangement was a popular choice for eastern railroads that needed large motive power to get up the many hills and mountains of the east coast. In 1949, the C&O improved the design and called it the H-6. 1309 served the road for 7 years before being retired, a few of its sisters in the class saved and shuttled around to museums. The 1309 has the distinction of being the last steam locomotive produced by Baldwin for domestic rails.
Summary:
The Baltimore and Ohio Railroad Museum took care of the 1309 from 1972 until 2014, when the Western Maryland Scenic Railroad announced that they had acquired the engine for restoration to operational condition. CSX Transportation donated the move from the museum to the WMSR, where the restoration started immediately. After much effort, 1309 returned to service and is now powering excursions on the Western Maryland Scenic Railroad. Look to see her running over Helmstetter's Curve select weekends throughout the year!
Odd Fact:
1309 sat in a roundhouse from 1956 to 1972, more than twice the length of time that she served the C&O.
Links:
Western Maryland Scenic Railroad Foundation
YouTube
Type: H-6 2-6-6-2
Stats:
Year Built - 1949
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 250lbs
Driving Wheel Diameter - 56in
Tractive Effort - 77,900lbs (compound) 98,000 (simple)
Top Speed - 50MPH
Road History - Chesapeake and Ohio, Western Maryland Scenic Railroad
History:
The Chesapeake and Ohio needed more motive power after World War II, and turned to a tried and true design to provide it. Originally developed by the United States Railroad Administration after World War I, the 2-6-6-2 wheel arrangement was a popular choice for eastern railroads that needed large motive power to get up the many hills and mountains of the east coast. In 1949, the C&O improved the design and called it the H-6. 1309 served the road for 7 years before being retired, a few of its sisters in the class saved and shuttled around to museums. The 1309 has the distinction of being the last steam locomotive produced by Baldwin for domestic rails.
Summary:
The Baltimore and Ohio Railroad Museum took care of the 1309 from 1972 until 2014, when the Western Maryland Scenic Railroad announced that they had acquired the engine for restoration to operational condition. CSX Transportation donated the move from the museum to the WMSR, where the restoration started immediately. After much effort, 1309 returned to service and is now powering excursions on the Western Maryland Scenic Railroad. Look to see her running over Helmstetter's Curve select weekends throughout the year!
Odd Fact:
1309 sat in a roundhouse from 1956 to 1972, more than twice the length of time that she served the C&O.
Links:
Western Maryland Scenic Railroad Foundation
YouTube
Comal Power Company #1
Picture credit - http://www.txtransportationmuseum.org/collection-1925-baldwin-steam-locomotive.php
Type: 0-4-0 Switcher
Stats:
Year Built - 1925
Built By - Baldwin Locomotive Works
Fuel - Oil
Boiler Pressure - 180lbs
Driving Wheel Diameter - 30in
Tractive Effort - 9,870lbs
Top Speed - 25mph
Road History - Comal Power Company
History:
Power companies, as well as many other utilities companies, ordered many switchers to assist in their daily operations. Comal Power ordered #1 to handle light duties, keeping larger engines available for larger tasks. In this task she excelled, albeit briefly, before being retired by the Comal Power Company and put on display. The Texas Transportation Museum acquired the engine shortly thereafter and used it in revenue service from time to time for many years.
Summary:
Ironic as it may be, a very small problem sidelined this small engine in 2005. A hairline crack developed in the dry pipe, which expanded under pressure and made the locomotive difficult to operate safely or effectively. It was sidelined after the crack was discovered. Work, however, has been underway to return the engine to service and, although it's taken a while, don't count the engine out! She's now back in steam at the Texas Transportation Museum!
Odd Fact:
Steam locomotive boilers are touchy beasts. When retubing the boiler for the #1, the Texas Transportation Museum had to undertake a nationwide search to find the appropriate tools!
Links:
Texas Transportation Museum #1
YouTube
Type: 0-4-0 Switcher
Stats:
Year Built - 1925
Built By - Baldwin Locomotive Works
Fuel - Oil
Boiler Pressure - 180lbs
Driving Wheel Diameter - 30in
Tractive Effort - 9,870lbs
Top Speed - 25mph
Road History - Comal Power Company
History:
Power companies, as well as many other utilities companies, ordered many switchers to assist in their daily operations. Comal Power ordered #1 to handle light duties, keeping larger engines available for larger tasks. In this task she excelled, albeit briefly, before being retired by the Comal Power Company and put on display. The Texas Transportation Museum acquired the engine shortly thereafter and used it in revenue service from time to time for many years.
Summary:
Ironic as it may be, a very small problem sidelined this small engine in 2005. A hairline crack developed in the dry pipe, which expanded under pressure and made the locomotive difficult to operate safely or effectively. It was sidelined after the crack was discovered. Work, however, has been underway to return the engine to service and, although it's taken a while, don't count the engine out! She's now back in steam at the Texas Transportation Museum!
Odd Fact:
Steam locomotive boilers are touchy beasts. When retubing the boiler for the #1, the Texas Transportation Museum had to undertake a nationwide search to find the appropriate tools!
Links:
Texas Transportation Museum #1
YouTube
Cumbres and Toltec Scenic Railroad #463
Picture credit - Sid Vaught
Type: 36" gauge 2-8-2 Mikado
Stats:
Year Built - 1903
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 200lbs
Driving Wheel Diameter - 40in
Tractive Effort - 27,000lbs
Top Speed - 30mph
Road History - Denver and Rio Grande, Cumbres and Toltec Scenic
History:
An engine that's been around for more than 110 years has seen its fair share of work. And, climbing ever further over that century mark, #463 has seen a lot and done a lot. She started her career as a freight hog on the Denver and Rio Grande's narrow gauge lines, designated a K-27 Mikado, working the extensive narrow gauge line through the Rocky Mountains. After her retirement, she sat by the wayside while sister engines operated at two other railroads, but her patience paid off; she was restored in 2008 to operate on the Cumbres and Toltec Scenic Railroad.
Summary:
The C&TS could be considered, along with the neighboring Durango and Silverton (see below), as one of the last true bastions of steam in the United States. With 6 operational steam locomotives, there's plenty of history to ride behind, and it's quite a treat that this well over 100 year old engine is among those operational engines. Look to see her continuing to work the steep grades of the Rockies, just as she has done for more than a century.
Odd Fact:
While many steam locomotives are crawling up on becoming centennials, the 463 is one of a handful that is still operational.
Links:
Cumbres and Toltec Scenic
YouTube
Type: 36" gauge 2-8-2 Mikado
Stats:
Year Built - 1903
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 200lbs
Driving Wheel Diameter - 40in
Tractive Effort - 27,000lbs
Top Speed - 30mph
Road History - Denver and Rio Grande, Cumbres and Toltec Scenic
History:
An engine that's been around for more than 110 years has seen its fair share of work. And, climbing ever further over that century mark, #463 has seen a lot and done a lot. She started her career as a freight hog on the Denver and Rio Grande's narrow gauge lines, designated a K-27 Mikado, working the extensive narrow gauge line through the Rocky Mountains. After her retirement, she sat by the wayside while sister engines operated at two other railroads, but her patience paid off; she was restored in 2008 to operate on the Cumbres and Toltec Scenic Railroad.
Summary:
The C&TS could be considered, along with the neighboring Durango and Silverton (see below), as one of the last true bastions of steam in the United States. With 6 operational steam locomotives, there's plenty of history to ride behind, and it's quite a treat that this well over 100 year old engine is among those operational engines. Look to see her continuing to work the steep grades of the Rockies, just as she has done for more than a century.
Odd Fact:
While many steam locomotives are crawling up on becoming centennials, the 463 is one of a handful that is still operational.
Links:
Cumbres and Toltec Scenic
YouTube
Cumbres and Toltec Scenic Railroad #484
Picture credit - Scott Turner
Type: 36" gauge 2-8-2 Mikado
Stats:
Year Built - 1925
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 195lbs
Driving Wheel Diameter - 44in
Tractive Effort - 36,200lbs
Top Speed - 30mph
Road History - Denver and Rio Grande, Cumbres and Toltec Scenic
History:
As one of the few truly successful narrow gauge railroads in the United States, the Denver and Rio Grande had many 2-8-2 Mikados built for their 36in gauge railroad through the Rocky Mountains. Many of the 2-8-2's were freight haulers by trade, and fell into classes based on their tractive effort. In #484's case, she's a K-36, as she generates 36,200lbs of tractive effort. The other class was the K-27 class, which generates 27,540lbs and is highlighted below. A surprising number of both the K-36 and K-27's survived into preservation, and many continue to operate next to sister engines on familiar rails.
Summary:
There are 2 narrow gauge railroads in the Western US that are synonymous with a wonderfully scenic trip pulled by the narrow gauge steam locomotives of the Denver and Rio Grande, and the 484 works for one of them; the Cumbres and Toltec Scenic Railroad out of Chama, NM. Their current roster of 6 operating steam engines (5 Mikes and 4-6-0 #168) means that there's plenty of steam power to pull trains up the steep grades and through the perilous Rocky Mountain routes most of these engines have operated on for their entire careers. If you ever do go, perhaps #484 will be out of the roundhouse and pulling your train that day.
Odd Fact:
Although these Mikado's are smaller than most, they don't lack pulling power; the hilly terrain can sometimes result in a 4% grade, which is quite a hard pull for a locomotive!
Links:
Cumbres and Toltec Scenic Railroad
YouTube
Type: 36" gauge 2-8-2 Mikado
Stats:
Year Built - 1925
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 195lbs
Driving Wheel Diameter - 44in
Tractive Effort - 36,200lbs
Top Speed - 30mph
Road History - Denver and Rio Grande, Cumbres and Toltec Scenic
History:
As one of the few truly successful narrow gauge railroads in the United States, the Denver and Rio Grande had many 2-8-2 Mikados built for their 36in gauge railroad through the Rocky Mountains. Many of the 2-8-2's were freight haulers by trade, and fell into classes based on their tractive effort. In #484's case, she's a K-36, as she generates 36,200lbs of tractive effort. The other class was the K-27 class, which generates 27,540lbs and is highlighted below. A surprising number of both the K-36 and K-27's survived into preservation, and many continue to operate next to sister engines on familiar rails.
Summary:
There are 2 narrow gauge railroads in the Western US that are synonymous with a wonderfully scenic trip pulled by the narrow gauge steam locomotives of the Denver and Rio Grande, and the 484 works for one of them; the Cumbres and Toltec Scenic Railroad out of Chama, NM. Their current roster of 6 operating steam engines (5 Mikes and 4-6-0 #168) means that there's plenty of steam power to pull trains up the steep grades and through the perilous Rocky Mountain routes most of these engines have operated on for their entire careers. If you ever do go, perhaps #484 will be out of the roundhouse and pulling your train that day.
Odd Fact:
Although these Mikado's are smaller than most, they don't lack pulling power; the hilly terrain can sometimes result in a 4% grade, which is quite a hard pull for a locomotive!
Links:
Cumbres and Toltec Scenic Railroad
YouTube
Denver and Rio Grande #168
Picture credit - Jerry Day (From Facebook)
Type: 36" gauge 4-6-0 Ten Wheeler
Stats:
Year Built - 1883
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 160lbs
Driving Wheel Diameter - 46in
Tractive Effort - 11,590lbs
Top Speed - 40mph
Road History - Denver and Rio Grande, Cumbres and Toltec Scenic Railroad
History:
Built in 1883, the T-12 class Ten Wheeler locomotives on the D&RG were used primarily for fast passenger service. The engines were powerful and able to pull many cars up the narrow tracks. Keep in mind that in 1883, passenger cars were made of wood, much smaller and far lighter than modern passenger cars, which allowed the 168 to keep up the speed. She was retired in 1937, and donated to the city of Colorado Springs, CO. She sat in Antlers Park for 77 years.
Summary:
In 2015, the 168 would get a new lease on life, literally! The city of Colorado Springs voted to allow the Cumbres and Toltec Scenic Railroad to lease the engine for a period of 45 years, to restore and operate the engine on the former Denver and Rio Grande mainline. In September of 2015, the engine was moved from her longtime home in Antlers Park and moved to the Antonito Shops of the C&TS, where restoration work culminated in a test run of the locomotive late in 2019. Look to see her out and about on the C&TS railroad next year!
Short Story:
In 1904, President William Howard Taft was traveling west to dedicate the Gunnison Tunnel. The locomotive chosen to haul his train was the 168.
Links:
Cumbres and Toltec Scenic Railroad 168
YouTube
Type: 36" gauge 4-6-0 Ten Wheeler
Stats:
Year Built - 1883
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 160lbs
Driving Wheel Diameter - 46in
Tractive Effort - 11,590lbs
Top Speed - 40mph
Road History - Denver and Rio Grande, Cumbres and Toltec Scenic Railroad
History:
Built in 1883, the T-12 class Ten Wheeler locomotives on the D&RG were used primarily for fast passenger service. The engines were powerful and able to pull many cars up the narrow tracks. Keep in mind that in 1883, passenger cars were made of wood, much smaller and far lighter than modern passenger cars, which allowed the 168 to keep up the speed. She was retired in 1937, and donated to the city of Colorado Springs, CO. She sat in Antlers Park for 77 years.
Summary:
In 2015, the 168 would get a new lease on life, literally! The city of Colorado Springs voted to allow the Cumbres and Toltec Scenic Railroad to lease the engine for a period of 45 years, to restore and operate the engine on the former Denver and Rio Grande mainline. In September of 2015, the engine was moved from her longtime home in Antlers Park and moved to the Antonito Shops of the C&TS, where restoration work culminated in a test run of the locomotive late in 2019. Look to see her out and about on the C&TS railroad next year!
Short Story:
In 1904, President William Howard Taft was traveling west to dedicate the Gunnison Tunnel. The locomotive chosen to haul his train was the 168.
Links:
Cumbres and Toltec Scenic Railroad 168
YouTube
Duluth & Northeastern #28
Picture credit - Bill Edgar
Type: 2-8-0 Consolidation
Stats:
Year Built - 1906
Built By - American Locomotive Company
Fuel - Coal
Boiler Pressure - 190lbs
Driving Wheel Diameter - 56in
Tractive Effort - 42,750lbs
Top Speed - 55mph
Road History - Duluth, Missabe and Northern Railroad, Duluth and Northeastern Railroad
History:
As has been shown on this page and others, the Consolidation was a popular choice for a steam locomotive. Originally built for the Duluth, Missabe and Northern Railroad and numbered 332, the engine ran for both the DM&N and for the later created Duluth, Missabe and Iron Range railroad. Being a Consolidation type with smaller driving wheels, she was mostly used in freight service for those lines. Later she was sold to the Duluth and Northeastern Railroad, where she received the number 28 and ran a few special excursions in 1965. 1974 saw her official retirement.
Summary:
Number 28 had sat at the Lakes Superior Railroad Museum for many years prior to being checked as a restoration candidate. The museums' operational steam locomotive, Soo Line #2719, was at the end of her flue time and, as the 28's restoration would cost less to the museum, it was decided that she would be the focus. She passed her FRA hydro test in July of 2016, and was active during the 2017 season, her first season in steam. Look for the 28 to return late in the 2018 season after some kinks are worked out.
Odd Fact:
The 28 was the last steam engine retained by the Duluth and Northeastern after dieselization.
Links
Lake Superior Railroad Museum
YouTube
Type: 2-8-0 Consolidation
Stats:
Year Built - 1906
Built By - American Locomotive Company
Fuel - Coal
Boiler Pressure - 190lbs
Driving Wheel Diameter - 56in
Tractive Effort - 42,750lbs
Top Speed - 55mph
Road History - Duluth, Missabe and Northern Railroad, Duluth and Northeastern Railroad
History:
As has been shown on this page and others, the Consolidation was a popular choice for a steam locomotive. Originally built for the Duluth, Missabe and Northern Railroad and numbered 332, the engine ran for both the DM&N and for the later created Duluth, Missabe and Iron Range railroad. Being a Consolidation type with smaller driving wheels, she was mostly used in freight service for those lines. Later she was sold to the Duluth and Northeastern Railroad, where she received the number 28 and ran a few special excursions in 1965. 1974 saw her official retirement.
Summary:
Number 28 had sat at the Lakes Superior Railroad Museum for many years prior to being checked as a restoration candidate. The museums' operational steam locomotive, Soo Line #2719, was at the end of her flue time and, as the 28's restoration would cost less to the museum, it was decided that she would be the focus. She passed her FRA hydro test in July of 2016, and was active during the 2017 season, her first season in steam. Look for the 28 to return late in the 2018 season after some kinks are worked out.
Odd Fact:
The 28 was the last steam engine retained by the Duluth and Northeastern after dieselization.
Links
Lake Superior Railroad Museum
YouTube
Durango and Silverton #473
Picture credit - Ben Kuhns
Type: 36" Gauge 2-8-2 Mikado
Stats:
Year Built - 1923
Built By - American Locomotive Works
Fuel - Coal
Boiler Pressure - 200lbs
Driving Wheel Diameter - 44in
Tractive Effort - 27,540lbs
Top Speed - 45mph
Road History - Denver and Rio Grande, Durango and Silverton
History:
The Denver and Rio Grande Railroad (aka Denver and Rio Grande Western) was one of the few successful 3ft. gauge railroads in the United States. Stationed in Colorado, the railroad was built in the smaller gauge to lessen construction costs and to ensure that locomotives and rolling stock could negotiate the tight turns and slim clearances that come with mountain railroading. In the 1920's, the D&RGW, the railroad undertook a modernization program, resulting in the construction of many 3ft. gauge Mikado locomotives.
Summary:
Many of the locomotives on the Durango and Silverton came to be during this modernization process. 473 is no exception. Built as a K-27 Mikado by the American Locomotive Works, the engine hauled both freight and passenger service for the railroad. She was retired when the railroad dieselized, but came back to serve the D&SNG (Durango and Silverton Narrow Gauge) Railroad. She's one of many steam engines that run there.
Odd Fact:
The classification for these Mikados on the D&RGW was simple. K-27's produced 27,000lbs of tractive effort (give or take) while the K-36's produced about 36,000lbs of tractive effort.
Links:
Durango and Silverton
YouTube
Type: 36" Gauge 2-8-2 Mikado
Stats:
Year Built - 1923
Built By - American Locomotive Works
Fuel - Coal
Boiler Pressure - 200lbs
Driving Wheel Diameter - 44in
Tractive Effort - 27,540lbs
Top Speed - 45mph
Road History - Denver and Rio Grande, Durango and Silverton
History:
The Denver and Rio Grande Railroad (aka Denver and Rio Grande Western) was one of the few successful 3ft. gauge railroads in the United States. Stationed in Colorado, the railroad was built in the smaller gauge to lessen construction costs and to ensure that locomotives and rolling stock could negotiate the tight turns and slim clearances that come with mountain railroading. In the 1920's, the D&RGW, the railroad undertook a modernization program, resulting in the construction of many 3ft. gauge Mikado locomotives.
Summary:
Many of the locomotives on the Durango and Silverton came to be during this modernization process. 473 is no exception. Built as a K-27 Mikado by the American Locomotive Works, the engine hauled both freight and passenger service for the railroad. She was retired when the railroad dieselized, but came back to serve the D&SNG (Durango and Silverton Narrow Gauge) Railroad. She's one of many steam engines that run there.
Odd Fact:
The classification for these Mikados on the D&RGW was simple. K-27's produced 27,000lbs of tractive effort (give or take) while the K-36's produced about 36,000lbs of tractive effort.
Links:
Durango and Silverton
YouTube
Durango and Silverton #486
Picture credit - Tommy Wolfe
Type: 36" Gauge 2-8-2 Mikado
Stats:
Year Built - 1925
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 195lbs
Driving Wheel Diameter - 44in
Tractive Effort - 36,200lbs
Top Speed - 45mph
Road History - Denver & Rio Grande, Durango and Silverton
History:
Through the modernization program started by the Denver and Rio Grande Western Railroad, many 3ft. gauge Mikados came to life. The 486 was one such locomotive built for the D&RGW to handle passenger and freight duties on the railroad. She was slightly larger than some of her predecessors; designated a K-36 Mikado by the railroad and capable of 36,000lbs of tractive effort. She was retired and sat for many years in a museum before a trade brought her back to the Durango and Silverton.
Summary:
Prior to her restoration, the 486 was enjoying her retirement. She had not run in many years, and needed some serious work to return to service. When her restoration was finally finished, she was ready to work once again! The 486 is a popular engine on the D&S, making many of their runs throughout the year. She's one of the cleaner looking engines on the road; many of her appliances are hidden or worked more appropriately into the overall design.
Odd Fact:
The 486 is among the younger locomotives at the D&S, and is 90 years old!
Links:
Durango and Silverton
YouTube
Type: 36" Gauge 2-8-2 Mikado
Stats:
Year Built - 1925
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 195lbs
Driving Wheel Diameter - 44in
Tractive Effort - 36,200lbs
Top Speed - 45mph
Road History - Denver & Rio Grande, Durango and Silverton
History:
Through the modernization program started by the Denver and Rio Grande Western Railroad, many 3ft. gauge Mikados came to life. The 486 was one such locomotive built for the D&RGW to handle passenger and freight duties on the railroad. She was slightly larger than some of her predecessors; designated a K-36 Mikado by the railroad and capable of 36,000lbs of tractive effort. She was retired and sat for many years in a museum before a trade brought her back to the Durango and Silverton.
Summary:
Prior to her restoration, the 486 was enjoying her retirement. She had not run in many years, and needed some serious work to return to service. When her restoration was finally finished, she was ready to work once again! The 486 is a popular engine on the D&S, making many of their runs throughout the year. She's one of the cleaner looking engines on the road; many of her appliances are hidden or worked more appropriately into the overall design.
Odd Fact:
The 486 is among the younger locomotives at the D&S, and is 90 years old!
Links:
Durango and Silverton
YouTube
Everett Railroad Company #11
Picture credit - Doug Boudrow
Type - 2-6-0 Mogul
Stats:
Year Built - 1920
Built By - American Locomotive Works
Fuel - Coal
Boiler Pressure - 180lbs
Driving Wheel Diameter - 50in
Tractive Effort - 23,800lbs
Top Speed - 40mph
Road History - Narragansett Pier Railroad, Bath & Hammondsport Railroad, Everett Railroad Company
History:
Post World War I, the United States was exporting steam locomotives to many countries. Engines like the 11 were built for export to Cuba, to work on the sugar plantations there. Business for these plantations, however, was slow in 1920 and the engine was withheld for sale in the United States. In 1923, after three years sitting at the Alco-Cooke plant in New Jersey, the 11 was sold to the Narraganset Pier Railroad, where she worked for 14 years before being sold to the Bath and Hammondsport Railroad. She was later retired and moved to many locations prior to being bought by the Everett Railroad Company.
Summary:
Restoration work started after the engine was acquired by the Everett Railroad Company. As the engine was already partially deconstructed, parts were sent to the Western Maryland Scenic Railroad's Ridgeley shops for restoration. Once the work was completed, the locomotive was reassembled by the Everett Railroad Company and brought back to steam in October, 2015. She's due to formally return to excursion service October 18, 2015, according to the Everett Railroad Company Facebook page.
Odd Fact:
One of the people that bought the 11 prior to her sale to the Everett Railroad Company was Dr. John P Miller. Dr. Miller had recently acquired the Narragansett Pier Railroad, and thought the 11 would be a nice addition to his purchase. For a brief time, she returned to the shops that had been her first home.
Links:
Everett Railroad Company 11
YouTube
Type - 2-6-0 Mogul
Stats:
Year Built - 1920
Built By - American Locomotive Works
Fuel - Coal
Boiler Pressure - 180lbs
Driving Wheel Diameter - 50in
Tractive Effort - 23,800lbs
Top Speed - 40mph
Road History - Narragansett Pier Railroad, Bath & Hammondsport Railroad, Everett Railroad Company
History:
Post World War I, the United States was exporting steam locomotives to many countries. Engines like the 11 were built for export to Cuba, to work on the sugar plantations there. Business for these plantations, however, was slow in 1920 and the engine was withheld for sale in the United States. In 1923, after three years sitting at the Alco-Cooke plant in New Jersey, the 11 was sold to the Narraganset Pier Railroad, where she worked for 14 years before being sold to the Bath and Hammondsport Railroad. She was later retired and moved to many locations prior to being bought by the Everett Railroad Company.
Summary:
Restoration work started after the engine was acquired by the Everett Railroad Company. As the engine was already partially deconstructed, parts were sent to the Western Maryland Scenic Railroad's Ridgeley shops for restoration. Once the work was completed, the locomotive was reassembled by the Everett Railroad Company and brought back to steam in October, 2015. She's due to formally return to excursion service October 18, 2015, according to the Everett Railroad Company Facebook page.
Odd Fact:
One of the people that bought the 11 prior to her sale to the Everett Railroad Company was Dr. John P Miller. Dr. Miller had recently acquired the Narragansett Pier Railroad, and thought the 11 would be a nice addition to his purchase. For a brief time, she returned to the shops that had been her first home.
Links:
Everett Railroad Company 11
YouTube
Flagg Coal Company #75
Picture credit - Nick Ozorak
Type - 0-4-0 Switcher
Stats:
Year Built - 1930
Built By - Vulcan Iron Works
Fuel - Coal
Boiler Pressure - 190lbs
Driving Wheel Diameter - 38in
Tractive Effort - 18,325lbs
Top Speed - 20mph
Road History - Flagg Coal Company, Solvay Process Co.
History:
Switchers had many uses on the railroad. The 75 was used mostly in the yards, on account of its small driving wheels and, as shown above, small fuel capacity. Most of her life was spent moving coal and stone, before she was sold to a museum in 1954. That museum didn't withstand the test of time, and much of the collection was put up for sale. The Gramling Brothers acquired the engine in 1991, and set to work restoring it.
Summary:
Restoring the 75 was a tall order. Both of the brothers had experience working with and restoring old railroad equipment, but the 75 was in need of some major help. Their efforts paid off, however, and they returned the engine to service in grand fashion. As such, the 75 has been taken all over the country by the Gramling Brothers, from Maryland to Illinois and beyond, reaching these many varied destinations by truck.
Odd Fact:
The 75 was restored by the Gramling Locomotive Works, the enterprise set up by John and Barney Gramling to care for their four steam locomotives and other pieces of railroad history.
Links:
Flagg Coal Company #75
YouTube
Type - 0-4-0 Switcher
Stats:
Year Built - 1930
Built By - Vulcan Iron Works
Fuel - Coal
Boiler Pressure - 190lbs
Driving Wheel Diameter - 38in
Tractive Effort - 18,325lbs
Top Speed - 20mph
Road History - Flagg Coal Company, Solvay Process Co.
History:
Switchers had many uses on the railroad. The 75 was used mostly in the yards, on account of its small driving wheels and, as shown above, small fuel capacity. Most of her life was spent moving coal and stone, before she was sold to a museum in 1954. That museum didn't withstand the test of time, and much of the collection was put up for sale. The Gramling Brothers acquired the engine in 1991, and set to work restoring it.
Summary:
Restoring the 75 was a tall order. Both of the brothers had experience working with and restoring old railroad equipment, but the 75 was in need of some major help. Their efforts paid off, however, and they returned the engine to service in grand fashion. As such, the 75 has been taken all over the country by the Gramling Brothers, from Maryland to Illinois and beyond, reaching these many varied destinations by truck.
Odd Fact:
The 75 was restored by the Gramling Locomotive Works, the enterprise set up by John and Barney Gramling to care for their four steam locomotives and other pieces of railroad history.
Links:
Flagg Coal Company #75
YouTube
Fillmore and Western #14
Picture credit - Chris Mohs
Type: 2-8-0 Consolidation
Stats:
Year Built - 1913
Built By - Baldwin Locomotive Works
Fuel - Oil
Boiler Pressure - 180lbs
Driving Wheel Diameter - 51in
Tractive Effort - 31,000lbs
Top Speed - 45 mph
Road History - Duluth & Northeastern Railroad, Fillmore and Western Railroad
History:
It's no surprise that almost every railroad in the United States had at least one 2-8-0. They were the most popular class of steam locomotive built in the US, from short lines to Class 1's and everywhere in between. The Duluth and Northeastern was no different; they needed engines that had good pulling power and good speed, and the 2-8-0's delivered on that. An unusual aspect of the D&NE engines, however, is that they were built with inside valve gear, which means that all of the rods that control the valves are located inside of the frame. It's an older design, but still effective. And effective was what mattered most.
Summary:
Prior to the locomotive's restoration by the Fillmore and Western, it had sat in Dodge City, KA, on display. Once she arrived in CA, however, the work began. The engine was converted to burn fuel oil, a necessity in CA, with blueprints and drawings acquired from the Baldwin Locomotive Works collection at Southern Methodist University's DeGolyer Library in Dallas, Texas. She returned to steam in 2010, and has been delighting tourists young and old at the Fillmore and Western ever since.
Odd Fact:
There have been attempts to re-design fuel burner systems in steam locomotives over the years, but very few have been successful. Getting the prints from the DeGolyer library saved the railroad a lot of time and trouble in converting #14 to an oil burner.
Links:
Fillmore and Western Railroad
YouTube
Type: 2-8-0 Consolidation
Stats:
Year Built - 1913
Built By - Baldwin Locomotive Works
Fuel - Oil
Boiler Pressure - 180lbs
Driving Wheel Diameter - 51in
Tractive Effort - 31,000lbs
Top Speed - 45 mph
Road History - Duluth & Northeastern Railroad, Fillmore and Western Railroad
History:
It's no surprise that almost every railroad in the United States had at least one 2-8-0. They were the most popular class of steam locomotive built in the US, from short lines to Class 1's and everywhere in between. The Duluth and Northeastern was no different; they needed engines that had good pulling power and good speed, and the 2-8-0's delivered on that. An unusual aspect of the D&NE engines, however, is that they were built with inside valve gear, which means that all of the rods that control the valves are located inside of the frame. It's an older design, but still effective. And effective was what mattered most.
Summary:
Prior to the locomotive's restoration by the Fillmore and Western, it had sat in Dodge City, KA, on display. Once she arrived in CA, however, the work began. The engine was converted to burn fuel oil, a necessity in CA, with blueprints and drawings acquired from the Baldwin Locomotive Works collection at Southern Methodist University's DeGolyer Library in Dallas, Texas. She returned to steam in 2010, and has been delighting tourists young and old at the Fillmore and Western ever since.
Odd Fact:
There have been attempts to re-design fuel burner systems in steam locomotives over the years, but very few have been successful. Getting the prints from the DeGolyer library saved the railroad a lot of time and trouble in converting #14 to an oil burner.
Links:
Fillmore and Western Railroad
YouTube
Florida East Coast Railroad #148
Picture credit - EMDGT22
Type: 4-6-2 Pacific
Stats:
Year Built - 1920
Built By - American Locomotive Works
Fuel - Oil
Boiler Pressure - 180lbs
Driving Wheel Diameter - 68in
Tractive Effort - 28,300lbs
Top Speed - 70mph
Road History - Florida East Coast Railroad, US Sugar Corporation, various other railroads.
History:
The Pacific class locomotives, in general were not built to haul freight. On occasion, however, they were adapted for that use. But the FEC 148 started life as a passenger hauler, doing exactly what she was intended to do. With 68in driving wheels, she was capable of relatively high speeds for being a smaller locomotive. And those drivers, not being overly large, is what attracted her to the US Sugar Corporation when the FEC retired her. After they acquired the engine, they used her to haul sugarcane. And, after they retired her, she had a number of owners and pulled a few excursions (1970's) before going out west.
Summary:
The 148 is a survivor. Many owners used her, and they used her up indeed. Needed repairs forced her out of service in the 1970's, so she became a static display out west in Colorado. It looked doubtful that she would ever see steam again, but the tables turned in her favor. A former owner, the US Sugar Corporation, acquired the engine and shipped her more than 2,000 miles from Colorado to Florida. The locomotive returned to service in 2020, pulling revenue freight for US Sugar Corp after a series of break in runs post-rebuild. She's looking to have a busy excursion schedule in the future!
Odd Fact:
Something that's very interesting about oil burning locomotives is that they tend to have a shorter firebox life. Coal heats the firebox evenly, but oil burners can (and generally do) stress out certain points of the firebox, limiting its service life. One of the reasons the 148 was taken out of service was due to the firebox work it required. Don't think oil is alone, however. Coal has its own challenges and issues. It's simply one eccentricity about oil burning steam locomotives that make them, as a whole, unique.
Links:
Engine 148 Facebook Page
YouTube
Type: 4-6-2 Pacific
Stats:
Year Built - 1920
Built By - American Locomotive Works
Fuel - Oil
Boiler Pressure - 180lbs
Driving Wheel Diameter - 68in
Tractive Effort - 28,300lbs
Top Speed - 70mph
Road History - Florida East Coast Railroad, US Sugar Corporation, various other railroads.
History:
The Pacific class locomotives, in general were not built to haul freight. On occasion, however, they were adapted for that use. But the FEC 148 started life as a passenger hauler, doing exactly what she was intended to do. With 68in driving wheels, she was capable of relatively high speeds for being a smaller locomotive. And those drivers, not being overly large, is what attracted her to the US Sugar Corporation when the FEC retired her. After they acquired the engine, they used her to haul sugarcane. And, after they retired her, she had a number of owners and pulled a few excursions (1970's) before going out west.
Summary:
The 148 is a survivor. Many owners used her, and they used her up indeed. Needed repairs forced her out of service in the 1970's, so she became a static display out west in Colorado. It looked doubtful that she would ever see steam again, but the tables turned in her favor. A former owner, the US Sugar Corporation, acquired the engine and shipped her more than 2,000 miles from Colorado to Florida. The locomotive returned to service in 2020, pulling revenue freight for US Sugar Corp after a series of break in runs post-rebuild. She's looking to have a busy excursion schedule in the future!
Odd Fact:
Something that's very interesting about oil burning locomotives is that they tend to have a shorter firebox life. Coal heats the firebox evenly, but oil burners can (and generally do) stress out certain points of the firebox, limiting its service life. One of the reasons the 148 was taken out of service was due to the firebox work it required. Don't think oil is alone, however. Coal has its own challenges and issues. It's simply one eccentricity about oil burning steam locomotives that make them, as a whole, unique.
Links:
Engine 148 Facebook Page
YouTube
Grand Canyon Railroad #29
Picture credit - Luke A. Renish
Type: 2-8-0 Consolidation
Stats:
Year Built - 1906
Built By - American Locomotive Company
Fuel - Vegetable Oil
Boiler Pressure - 200lbs
Driving Wheel Diameter - 50in
Tractive Effort - 48,000lbs
Top Speed - 45mph
Road History - Lake Superior and Ishpeming Railroad, Grand Canyon Railroad
History:
Built for the Lake Superior and Ishpeming Railroad, a road that had many classes of Consolidation, the 29 started life as an ore hauler. Iron ore was one of the key freights on the LS&I, and the 29 was used to haul the heavy trains loaded with the valuable cargo quite extensively. Although small when compared to later classes of Consolidation, the 29 was a good sized engine for the road. Every one of the 48,000lbs of tractive effort she had was needed, however, when battling long trains over the grade. Towards the end of her career, it's quite likely she was reassigned to lighter duty, as larger 2-8-0's took on the heavier trains. Her time on the LS&I ended in 1960, when she was retired.
Summary:
Although there was no curtain call for the 29, fate proved kind to her. In 1989, she was bought by the Grand Canyon Railway and returned to steam one year later. In 1995, needed repairs forced her out of service. In 2004, those repairs were completed and the engine ran until 2008, when environmental concerns sidelined her once again. She became a static display, welcoming visitors to the railway. But 2016 saw her doing that no longer; the GCRY undertook the task of bringing this old girl back to steam, converting her to run on vegetable oil in the process. Late in 2016 saw her return to service officially. She'll continue to see service on occasion with the GCRY, as she and 4960 will share the steam special trips for the railway for the foreseeable future.
Odd Fact:
Vegetable oil burns close to carbon neutral, meaning that it doesn't release much excess carbon in the process of combustion. As the Grand Canyon is an absolutely gorgeous natural wonder, and environmental concerns took steam out of service for the GCRY in the first place, the conversion (and subsequent science to make it work) was necessary and quite advantageous to the railroad. Steam came back and it had a minimal impact on the environment; everybody wins!
Links:
YouTube
Grand Canyon Railway Steam
Type: 2-8-0 Consolidation
Stats:
Year Built - 1906
Built By - American Locomotive Company
Fuel - Vegetable Oil
Boiler Pressure - 200lbs
Driving Wheel Diameter - 50in
Tractive Effort - 48,000lbs
Top Speed - 45mph
Road History - Lake Superior and Ishpeming Railroad, Grand Canyon Railroad
History:
Built for the Lake Superior and Ishpeming Railroad, a road that had many classes of Consolidation, the 29 started life as an ore hauler. Iron ore was one of the key freights on the LS&I, and the 29 was used to haul the heavy trains loaded with the valuable cargo quite extensively. Although small when compared to later classes of Consolidation, the 29 was a good sized engine for the road. Every one of the 48,000lbs of tractive effort she had was needed, however, when battling long trains over the grade. Towards the end of her career, it's quite likely she was reassigned to lighter duty, as larger 2-8-0's took on the heavier trains. Her time on the LS&I ended in 1960, when she was retired.
Summary:
Although there was no curtain call for the 29, fate proved kind to her. In 1989, she was bought by the Grand Canyon Railway and returned to steam one year later. In 1995, needed repairs forced her out of service. In 2004, those repairs were completed and the engine ran until 2008, when environmental concerns sidelined her once again. She became a static display, welcoming visitors to the railway. But 2016 saw her doing that no longer; the GCRY undertook the task of bringing this old girl back to steam, converting her to run on vegetable oil in the process. Late in 2016 saw her return to service officially. She'll continue to see service on occasion with the GCRY, as she and 4960 will share the steam special trips for the railway for the foreseeable future.
Odd Fact:
Vegetable oil burns close to carbon neutral, meaning that it doesn't release much excess carbon in the process of combustion. As the Grand Canyon is an absolutely gorgeous natural wonder, and environmental concerns took steam out of service for the GCRY in the first place, the conversion (and subsequent science to make it work) was necessary and quite advantageous to the railroad. Steam came back and it had a minimal impact on the environment; everybody wins!
Links:
YouTube
Grand Canyon Railway Steam
Grand Canyon Railroad #4960
Picture credit - Mike Armstrong
Type: 2-8-2 Mikado
Stats:
Year Built - 1923
Built By - Baldwin Locomotive Works
Fuel - Vegetable Oil
Boiler Pressure - 200lbs
Driving Wheel Diameter - 64in
Tractive Effort - 58,090lbs
Top Speed - 60mph
Road History - Chicago, Burlington and Quincy Railroad, Grand Canyon Railroad
History:
The Chicago, Burlington and Quincy Railroad loved its Mikados. The railroad had many different types and sizes, ranging from relatively small engines to some of the largest Mikados to ever run the rails. The 4960 was built as one of the smaller Mikes that the railroad rostered, although you wouldn't know by looking at it. It's tractive effort of just over 58,000lbs is quite respectable. And even the end of steam couldn't silence this engine; the CB&Q used her for many years as an excursion engine. She was quite famous in that role, pulling trains all over the Midwest before the Q retired its steam fleet entirely.
Summary:
Although her excursion career had ended, and she spent some time as a static display in between, the 4960 was due to return to the rails once again. In 1989, she was bought by the Grand Canyon Railway and, in 1996, she was returned to service as an oil burner. But, ever conscious of the environment, especially given the setting of the pristine Grand Canyon, the oil conversion was redone to allow the engine to burn waste vegetable oil in 2009. Doing so allowed the GCRY to continue operations with the 4960 with as minimal an environmental impact as possible. She remains as one of the most active steam locomotives of the preservation era, and the workhorse of the Grand Canyon Railway's steam operations.
Odd Fact:
While there isn't much of the Q left in her (she's been heavily modified over the years), the 4960 is the only CB&Q steam engine in operation at this time.
Links:
YouTube
Grand Canyon Railway Steam
Type: 2-8-2 Mikado
Stats:
Year Built - 1923
Built By - Baldwin Locomotive Works
Fuel - Vegetable Oil
Boiler Pressure - 200lbs
Driving Wheel Diameter - 64in
Tractive Effort - 58,090lbs
Top Speed - 60mph
Road History - Chicago, Burlington and Quincy Railroad, Grand Canyon Railroad
History:
The Chicago, Burlington and Quincy Railroad loved its Mikados. The railroad had many different types and sizes, ranging from relatively small engines to some of the largest Mikados to ever run the rails. The 4960 was built as one of the smaller Mikes that the railroad rostered, although you wouldn't know by looking at it. It's tractive effort of just over 58,000lbs is quite respectable. And even the end of steam couldn't silence this engine; the CB&Q used her for many years as an excursion engine. She was quite famous in that role, pulling trains all over the Midwest before the Q retired its steam fleet entirely.
Summary:
Although her excursion career had ended, and she spent some time as a static display in between, the 4960 was due to return to the rails once again. In 1989, she was bought by the Grand Canyon Railway and, in 1996, she was returned to service as an oil burner. But, ever conscious of the environment, especially given the setting of the pristine Grand Canyon, the oil conversion was redone to allow the engine to burn waste vegetable oil in 2009. Doing so allowed the GCRY to continue operations with the 4960 with as minimal an environmental impact as possible. She remains as one of the most active steam locomotives of the preservation era, and the workhorse of the Grand Canyon Railway's steam operations.
Odd Fact:
While there isn't much of the Q left in her (she's been heavily modified over the years), the 4960 is the only CB&Q steam engine in operation at this time.
Links:
YouTube
Grand Canyon Railway Steam
Great SMoky Mountains Railroad #1702
Picture credit - John Higginson
Type: 2-8-0 Consolidation
Stats:
Year Built - 1942
Built By - Baldwin Locomotive Works
Fuel - Oil
Boiler Pressure - 225lbs
Driving Wheel Diameter - 57in
Tractive Effort - 31,500lbs
Top Speed - 50mph
Road History - US Army, Warren & Saline River Railroad, Reader Railroad, Fremont & Elkhorn Valley Railroad, Great Smoky Mountains Railroad
History:
The US Army drastically needed motive power during World War II, especially in the early years. The results of that need were the S160 class Consolidations. These engines were shipped around the world to allies in Europe and in the Pacific. Many also stayed in the states and helped out with the war effort on the home front. Powerful engines, they excelled at hauling freight but occasionally pulled troop trains and other passenger services. After the war ended, 1702 went through a number of shortline railroads before ending up at the Great Smoky Mountains Railroad.
Summary:
Despite mass numbers of S160's being built, the class is exceedingly rare in the US. While many examples in Britain are currently operational, only two are undergoing restoration in the US. Number 1702 has had an active retirement, being the main power on excursions hauled by the Great Smoky Mountains Railroad until her time came for a boiler rebuild. In July 2016, that rebuild was completed. Despite a few initial hiccups, #1702 has returned to service at the Great Smoky Mountains Railroad!
Odd Fact:
During 1702's rebuild, all of the 1,175 staybolts were replaced, as were all of the tubes and flues.
Links:
Great Smoky Mountains Railroad
Restoring 1702
YouTube
Type: 2-8-0 Consolidation
Stats:
Year Built - 1942
Built By - Baldwin Locomotive Works
Fuel - Oil
Boiler Pressure - 225lbs
Driving Wheel Diameter - 57in
Tractive Effort - 31,500lbs
Top Speed - 50mph
Road History - US Army, Warren & Saline River Railroad, Reader Railroad, Fremont & Elkhorn Valley Railroad, Great Smoky Mountains Railroad
History:
The US Army drastically needed motive power during World War II, especially in the early years. The results of that need were the S160 class Consolidations. These engines were shipped around the world to allies in Europe and in the Pacific. Many also stayed in the states and helped out with the war effort on the home front. Powerful engines, they excelled at hauling freight but occasionally pulled troop trains and other passenger services. After the war ended, 1702 went through a number of shortline railroads before ending up at the Great Smoky Mountains Railroad.
Summary:
Despite mass numbers of S160's being built, the class is exceedingly rare in the US. While many examples in Britain are currently operational, only two are undergoing restoration in the US. Number 1702 has had an active retirement, being the main power on excursions hauled by the Great Smoky Mountains Railroad until her time came for a boiler rebuild. In July 2016, that rebuild was completed. Despite a few initial hiccups, #1702 has returned to service at the Great Smoky Mountains Railroad!
Odd Fact:
During 1702's rebuild, all of the 1,175 staybolts were replaced, as were all of the tubes and flues.
Links:
Great Smoky Mountains Railroad
Restoring 1702
YouTube
Great Western Railroad #60
Picture credit - Mitch Goldman
Type: 2-8-0 Consolidation
Stats:
Year Built - 1937
Built By - American Locomotive Works
Fuel - Coal
Boiler Pressure - 200lbs
Driving Wheel Diameter - 51in
Tractive Effort - 31,290lbs
Top Speed - 65mph
Road History - Great Western, Black River and Western
History:
The Great Western Railroad in Colorado hauled many farm products including sugar beets. The 60 was designed to haul trains of sugar beets across the farmlands of Colorado. The design itself was nothing too radical; it was a standard light Consolidation, a successful design by all accounts. The engine served the Great Western until it began phasing out steam, and found its way after some time to the Black River and Western.
Summary:
The 60 did well in its first job, and has proven just as valuable at the BR&W. The engine is used for their Santa trains and other special events, and has proven quite popular with the road's visitors and crews alike. She is maintained by a dedicated group of volunteers on the BR&W, and has done an excellent job for the road.
Odd Fact:
The Great Western Railroad (which is still in operation) is in Colorado; the Black River and Western is in New Jersey. It took a cross country trek to keep the 60 in operation!
Links:
Black River and Western Railroad #60
YouTube
Type: 2-8-0 Consolidation
Stats:
Year Built - 1937
Built By - American Locomotive Works
Fuel - Coal
Boiler Pressure - 200lbs
Driving Wheel Diameter - 51in
Tractive Effort - 31,290lbs
Top Speed - 65mph
Road History - Great Western, Black River and Western
History:
The Great Western Railroad in Colorado hauled many farm products including sugar beets. The 60 was designed to haul trains of sugar beets across the farmlands of Colorado. The design itself was nothing too radical; it was a standard light Consolidation, a successful design by all accounts. The engine served the Great Western until it began phasing out steam, and found its way after some time to the Black River and Western.
Summary:
The 60 did well in its first job, and has proven just as valuable at the BR&W. The engine is used for their Santa trains and other special events, and has proven quite popular with the road's visitors and crews alike. She is maintained by a dedicated group of volunteers on the BR&W, and has done an excellent job for the road.
Odd Fact:
The Great Western Railroad (which is still in operation) is in Colorado; the Black River and Western is in New Jersey. It took a cross country trek to keep the 60 in operation!
Links:
Black River and Western Railroad #60
YouTube
Iowa Interstate Railroad #6988
Picture credit - Steve Smedley
Type: 2-10-2
Stats:
Year Built - 1986
Built By - Datong Locomotive Works (China)
Fuel - Coal
Boiler Pressure - N/A
Driving Wheel Diameter - N/A
Tractive Effort - N/A
Top Speed - 55mph
Road History - Jitong Railway, Iowa Interstate Railroad
History:
While most steam locomotives ended their railroad service days in the late 1950's/early 1960's, a few countries around the world held on to steam locomotives a good while longer. Britain, for instance, didn't see the retirement of many mainline steam engines until the late 1960's/early 1970's. China held on to steam a good while longer, as evidenced by 6988's build date of 1986. She was a freight engine mostly, but by most definitions a "modern" steam locomotive. She has an all welded boiler, boxpok drivers, smoke lifting "elephant ears" and more "modern" touches, but at her heart, she's still a coal burning, fire breathing dragon from yesteryear.
Summary:
The 6988 was one of a few QJ's brought over in the early 2000's by various railroads, who believed the cost to import and very slightly rebuild a Chinese locomotive was less than rebuilding one on home soil. Foregoing the political arguments, the engines that did show up here were modern, coal burning steam locomotives who had a mission to fulfill; goodwill trips. The Iowa Interstate acquired 2 such 2-10-2's, one being 6988 and the other being 7081. Both engines were leased from the railroad to the Central States Steam Preservation Association in 2014, a non-profit that was formed to operate the 2 locomotives when their future on the IAIS looked grim. Although used sparingly, 6988's use has picked up in recent years, and she's likely to be out on the mainline in the near future as well.
Odd Fact:
In 2011, #6988 was "Americanized," in that some of her more distinct Chinese features were removed. Some of those features included shrouding around the stack, red painted pilot and wheels and the whistle.
Links:
Central States Steam Preservation Association
YouTube
Type: 2-10-2
Stats:
Year Built - 1986
Built By - Datong Locomotive Works (China)
Fuel - Coal
Boiler Pressure - N/A
Driving Wheel Diameter - N/A
Tractive Effort - N/A
Top Speed - 55mph
Road History - Jitong Railway, Iowa Interstate Railroad
History:
While most steam locomotives ended their railroad service days in the late 1950's/early 1960's, a few countries around the world held on to steam locomotives a good while longer. Britain, for instance, didn't see the retirement of many mainline steam engines until the late 1960's/early 1970's. China held on to steam a good while longer, as evidenced by 6988's build date of 1986. She was a freight engine mostly, but by most definitions a "modern" steam locomotive. She has an all welded boiler, boxpok drivers, smoke lifting "elephant ears" and more "modern" touches, but at her heart, she's still a coal burning, fire breathing dragon from yesteryear.
Summary:
The 6988 was one of a few QJ's brought over in the early 2000's by various railroads, who believed the cost to import and very slightly rebuild a Chinese locomotive was less than rebuilding one on home soil. Foregoing the political arguments, the engines that did show up here were modern, coal burning steam locomotives who had a mission to fulfill; goodwill trips. The Iowa Interstate acquired 2 such 2-10-2's, one being 6988 and the other being 7081. Both engines were leased from the railroad to the Central States Steam Preservation Association in 2014, a non-profit that was formed to operate the 2 locomotives when their future on the IAIS looked grim. Although used sparingly, 6988's use has picked up in recent years, and she's likely to be out on the mainline in the near future as well.
Odd Fact:
In 2011, #6988 was "Americanized," in that some of her more distinct Chinese features were removed. Some of those features included shrouding around the stack, red painted pilot and wheels and the whistle.
Links:
Central States Steam Preservation Association
YouTube
J. Neils Lumber Co. #5
Picture credit - The Steam Channel
Type: 3 Truck Shay
Stats:
Year Built - 1929
Built By - Lima Locomotive Works
Fuel - Coal (Was also oil fired at various times)
Boiler Pressure - 190lbs (was 160lbs in past excursion service)
Driving Wheel Diameter - 32in
Tractive Effort - 25,830lbs
Top Speed - 15mph
Road History - J. Neils Lumber Co., Klickitat Lumber Co.
History:
Shay locomotives are unique locomotives in many ways. The most obvious of which is the location of the cylinders, stacked on the engineers side of the locomotive. Instead of stalk talk, a Shay sounds more like a clock, ticking down the tracks. They have small driving wheels, of which almost every wheel is a driver. This is because all of the trucks are geared. The ratio of the gears depends on what the locomotive was used for. Shay type locomotives were often used by lumber companies due to their ability to navigate tight turns on rough track. They were also good at starting longer trains, but their speed was limited.
Summary:
Shay 5, as she's known at the Illinois Railway Museum, operated for J. Neils Co. for her entire life before becoming the first operational steam locomotive at IRM. She holds a special place in the hearts of many of the volunteers because of that lineage. After a series of summer and fall test fires, Shay 5 officially returned to service in late October, 2018, and debuted in revenue service on May 26th, 2019! She's due to be operating during various weekends at IRM; check out the website for dates.
Odd Fact:
Shay 5 had a five chime whistle but, during her time at J. Neils Lumber Co., one of the chimes was welded shut. The resulting 4 chime whistle still sits on the locomotive.
Links:
Illinois Railway Museum
YouTube
Type: 3 Truck Shay
Stats:
Year Built - 1929
Built By - Lima Locomotive Works
Fuel - Coal (Was also oil fired at various times)
Boiler Pressure - 190lbs (was 160lbs in past excursion service)
Driving Wheel Diameter - 32in
Tractive Effort - 25,830lbs
Top Speed - 15mph
Road History - J. Neils Lumber Co., Klickitat Lumber Co.
History:
Shay locomotives are unique locomotives in many ways. The most obvious of which is the location of the cylinders, stacked on the engineers side of the locomotive. Instead of stalk talk, a Shay sounds more like a clock, ticking down the tracks. They have small driving wheels, of which almost every wheel is a driver. This is because all of the trucks are geared. The ratio of the gears depends on what the locomotive was used for. Shay type locomotives were often used by lumber companies due to their ability to navigate tight turns on rough track. They were also good at starting longer trains, but their speed was limited.
Summary:
Shay 5, as she's known at the Illinois Railway Museum, operated for J. Neils Co. for her entire life before becoming the first operational steam locomotive at IRM. She holds a special place in the hearts of many of the volunteers because of that lineage. After a series of summer and fall test fires, Shay 5 officially returned to service in late October, 2018, and debuted in revenue service on May 26th, 2019! She's due to be operating during various weekends at IRM; check out the website for dates.
Odd Fact:
Shay 5 had a five chime whistle but, during her time at J. Neils Lumber Co., one of the chimes was welded shut. The resulting 4 chime whistle still sits on the locomotive.
Links:
Illinois Railway Museum
YouTube
Jones and Laughlin Steel Corporation #58
Picture credit - Nate Cass and Rick Rowlands
Type: 23in gauge 0-4-0
Stats:
Year Built - 1937
Built By - H. K. Porter
Fuel - Coal
Boiler Pressure - 225lbs
Driving Wheel Diameter - 32in
Tractive Effort - 22,000lbs
Top Speed - 15mph
Road History - Jones and Laughlin Steel Corp., Crown Metal Products
History:
Much like today, nothing was ever easy to do in a steel mill during the golden age of American railroading. Many steel mills had their own railroads servicing their facilities, including moving slag cars to and fro, and generally keeping things moving. Some of these railroads were narrow gauge, as the tight confines of a steel mill didn't easily allow for a standard gauge railroad. In the case of the J&L Steel Corporation, a 23in gauge railroad served this purpose. One of the engines that served it was 0-4-0 #58.
Summary:
This switcher's daily duties were to shove heavy, likely homemade freight cars short distances over tracks that weren't kept to the highest standards in order to keep the steel mills running. They were blocky engines, but heavy. All of their weight was on the drivers, and at 93,000lbs, that resulted in some serious tractive effort. But, being unpopular, small, peculiar looking and niche locomotives, few were saved. The Youngstown Steel Heritage Museum in Ohio, however, stepped up and saved the 58, and have been working on restoring her to service over the last few years. She made her debut earlier in 2019, and has been operated a handful of times at Youngstown Steel Heritage this year. Thanks to Nate Cass and Rick Rowlands for sending some updates about the 58!
Odd Fact:
The 58 was built without a tender, but the J&L later built a very small tender for the locomotive. The original tender didn't survive but the Youngstown Steel Heritage Museum managed to build a very similar looking tender to take its place!
Links:
Youngstown Steel Website
YouTube
Type: 23in gauge 0-4-0
Stats:
Year Built - 1937
Built By - H. K. Porter
Fuel - Coal
Boiler Pressure - 225lbs
Driving Wheel Diameter - 32in
Tractive Effort - 22,000lbs
Top Speed - 15mph
Road History - Jones and Laughlin Steel Corp., Crown Metal Products
History:
Much like today, nothing was ever easy to do in a steel mill during the golden age of American railroading. Many steel mills had their own railroads servicing their facilities, including moving slag cars to and fro, and generally keeping things moving. Some of these railroads were narrow gauge, as the tight confines of a steel mill didn't easily allow for a standard gauge railroad. In the case of the J&L Steel Corporation, a 23in gauge railroad served this purpose. One of the engines that served it was 0-4-0 #58.
Summary:
This switcher's daily duties were to shove heavy, likely homemade freight cars short distances over tracks that weren't kept to the highest standards in order to keep the steel mills running. They were blocky engines, but heavy. All of their weight was on the drivers, and at 93,000lbs, that resulted in some serious tractive effort. But, being unpopular, small, peculiar looking and niche locomotives, few were saved. The Youngstown Steel Heritage Museum in Ohio, however, stepped up and saved the 58, and have been working on restoring her to service over the last few years. She made her debut earlier in 2019, and has been operated a handful of times at Youngstown Steel Heritage this year. Thanks to Nate Cass and Rick Rowlands for sending some updates about the 58!
Odd Fact:
The 58 was built without a tender, but the J&L later built a very small tender for the locomotive. The original tender didn't survive but the Youngstown Steel Heritage Museum managed to build a very similar looking tender to take its place!
Links:
Youngstown Steel Website
YouTube
Laona and Northern Railway #4
Picture credit - Jeff Terry
Type: 2-6-2 Prairie
Stats:
Year Built - 1916
Built By - Vulcan Locomotive Works
Fuel - Coal
Boiler Pressure - 200lbs
Driving Wheel Diameter - 48in
Tractive Effort - 21,760lbs
Top Speed - 45mph
Road History - Laona & Northern
History:
Prairie class steam locomotives were never designed to be large engines; they were always meant to be used on smaller railroads and short line railroads that were, as the name implies, running on flat land. They were first used by the Chicago, Burlington and Quincy Railroad around 1900, with many different manufacturers producing the class. In other countries, the 2-6-2 configuration was used as a tank locomotive. Almost all of the US built Prairies, however, were built with tenders.
Summary:
The #4 worked for the Laona and Northern Railway for her entire revenue life from 1916 until her retirement. She was the only steam engine kept by the road, and is one of the few surviving Vulcan built locos. Her job now is to pull tourists on the "Lumberjack Steam Train" in Wisconsin, where she continues to earn her keep.
Odd Fact:
The 4's nickname is, "4-spot." Why she has this nickname has largely been lost to history.
Links:
Lumberjack Steam Train
YouTube
Type: 2-6-2 Prairie
Stats:
Year Built - 1916
Built By - Vulcan Locomotive Works
Fuel - Coal
Boiler Pressure - 200lbs
Driving Wheel Diameter - 48in
Tractive Effort - 21,760lbs
Top Speed - 45mph
Road History - Laona & Northern
History:
Prairie class steam locomotives were never designed to be large engines; they were always meant to be used on smaller railroads and short line railroads that were, as the name implies, running on flat land. They were first used by the Chicago, Burlington and Quincy Railroad around 1900, with many different manufacturers producing the class. In other countries, the 2-6-2 configuration was used as a tank locomotive. Almost all of the US built Prairies, however, were built with tenders.
Summary:
The #4 worked for the Laona and Northern Railway for her entire revenue life from 1916 until her retirement. She was the only steam engine kept by the road, and is one of the few surviving Vulcan built locos. Her job now is to pull tourists on the "Lumberjack Steam Train" in Wisconsin, where she continues to earn her keep.
Odd Fact:
The 4's nickname is, "4-spot." Why she has this nickname has largely been lost to history.
Links:
Lumberjack Steam Train
YouTube
Lake Superior and Ishpemming #33
Picture credit - Walter Scriptunas II
Type: 2-8-0 Consolidation
Stats:
Year Built - 1916
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 200lbs
Driving Wheel Diameter - 50in
Tractive Effort - 60,484lbs
Top Speed 40mph
Road History - Munising, Marquette & Southeastern Railway, (later, the Lake Superior and Ishpeming Railroad), Hocking Valley Scenic Railroad, Ohio Central Railroad.
History:
There are big engines, and then there are BIG engines. The 33 and her sisters are among the largest 2-8-0's built in the world, if not the largest. Built with a tender booster, these engines could generate 72,309lbs of tractive effort, which, by contrast, is only about 8,000lbs less than the significantly larger Norfolk and Western 4-8-4 #611. And, in freight service, she needed every last pound of that to haul the heavy ore trains these engines were often tasked with hauling. They did their jobs phenomenally well though, with 3 of the four engines surviving into preservation.
Summary:
The 33 was initially restored to service by the Hocking Valley Scenic and a group of volunteers there. While she was there, the tender booster was removed, but the engine ran for quite some time. Later, Jerry Joe Jacobson purchased the engine for his Ohio Central Railroad, where she ran alongside a few other steam locomoitves until 2008, when Jerry sold the railroad and began construction of the Age of Steam Roundhouse. Afte construction of the roundhouse was complete, the 33 received some needed firebox repairs and returned to steam in 2018.
Odd Fact:
Even without her tender booster, this big 2-8-0 is still capable of a tractive effort nearly equaling the much larger Union Pacific 4-8-4 #844, and could likely outpull the Northern on a freight train due to its small driving wheels. It is not capable of the same high speeds that the 844 is, however, showcasing the trade off between small-drivered, slower freight engines and large-drivered, faster passenger engines.
Links:
Age of Steam Roundhouse, "Lake Superior and Ishpeming 2-8-0 no. 33."
YouTube
Type: 2-8-0 Consolidation
Stats:
Year Built - 1916
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 200lbs
Driving Wheel Diameter - 50in
Tractive Effort - 60,484lbs
Top Speed 40mph
Road History - Munising, Marquette & Southeastern Railway, (later, the Lake Superior and Ishpeming Railroad), Hocking Valley Scenic Railroad, Ohio Central Railroad.
History:
There are big engines, and then there are BIG engines. The 33 and her sisters are among the largest 2-8-0's built in the world, if not the largest. Built with a tender booster, these engines could generate 72,309lbs of tractive effort, which, by contrast, is only about 8,000lbs less than the significantly larger Norfolk and Western 4-8-4 #611. And, in freight service, she needed every last pound of that to haul the heavy ore trains these engines were often tasked with hauling. They did their jobs phenomenally well though, with 3 of the four engines surviving into preservation.
Summary:
The 33 was initially restored to service by the Hocking Valley Scenic and a group of volunteers there. While she was there, the tender booster was removed, but the engine ran for quite some time. Later, Jerry Joe Jacobson purchased the engine for his Ohio Central Railroad, where she ran alongside a few other steam locomoitves until 2008, when Jerry sold the railroad and began construction of the Age of Steam Roundhouse. Afte construction of the roundhouse was complete, the 33 received some needed firebox repairs and returned to steam in 2018.
Odd Fact:
Even without her tender booster, this big 2-8-0 is still capable of a tractive effort nearly equaling the much larger Union Pacific 4-8-4 #844, and could likely outpull the Northern on a freight train due to its small driving wheels. It is not capable of the same high speeds that the 844 is, however, showcasing the trade off between small-drivered, slower freight engines and large-drivered, faster passenger engines.
Links:
Age of Steam Roundhouse, "Lake Superior and Ishpeming 2-8-0 no. 33."
YouTube
Lehigh Valley Coal Company #126
Picture credit - Nick Ozorak
Type: 0-6-0 Switcher
Stats:
Year Built - 1931
Built By - Vulcan Iron Works
Fuel - Coal
Boiler Pressure - 180lbs
Driving Wheel Diameter - 34in
Tractive Effort - 19,600lbs
Top Speed - 25mph
Road History - Lehigh Valley Coal Company, Heidelberg Coal Company
History:
Switchers were common in coal country, and it took large switchers to handle the heavy cars used to transport the vital substance. The Lehigh Valley Coal Company was in the coal business, and ordered the 126 to help them excel at it. She was a yard goat, and spent most of her time switching cars for the company. She may have seen an occasional mainline run, but many switchers did not, and there's no reason to suspect that the 126 was any different. In 1954, the engine was bought by the Heidelberg Coal Company, and served there in much the same capacity as she had the LVCC. Due to be scrapped but largely forgotten about, the 126 was bought by the Gramling brothers in 1993 and moved to be restored to life at the Gramling Locomotive Works.
Summary:
When the brothers came upon the 126, they found an engine long neglected and forgotten about. Much work was required to get her out of the roundhouse that had been her prison since her retirement, and once accomplished, work began in earnest. The locomotive was taken apart and restored piece by piece. Finally, after much work, the Gramling brothers fired her up and have since used her as an excursion locomotive wherever their travels may take them.
Odd Fact:
The Gramling's generally like to give their engines names. The 126 is known as, "Sadie."
Links:
Lehigh Valley Coal Company #126
YouTube
Type: 0-6-0 Switcher
Stats:
Year Built - 1931
Built By - Vulcan Iron Works
Fuel - Coal
Boiler Pressure - 180lbs
Driving Wheel Diameter - 34in
Tractive Effort - 19,600lbs
Top Speed - 25mph
Road History - Lehigh Valley Coal Company, Heidelberg Coal Company
History:
Switchers were common in coal country, and it took large switchers to handle the heavy cars used to transport the vital substance. The Lehigh Valley Coal Company was in the coal business, and ordered the 126 to help them excel at it. She was a yard goat, and spent most of her time switching cars for the company. She may have seen an occasional mainline run, but many switchers did not, and there's no reason to suspect that the 126 was any different. In 1954, the engine was bought by the Heidelberg Coal Company, and served there in much the same capacity as she had the LVCC. Due to be scrapped but largely forgotten about, the 126 was bought by the Gramling brothers in 1993 and moved to be restored to life at the Gramling Locomotive Works.
Summary:
When the brothers came upon the 126, they found an engine long neglected and forgotten about. Much work was required to get her out of the roundhouse that had been her prison since her retirement, and once accomplished, work began in earnest. The locomotive was taken apart and restored piece by piece. Finally, after much work, the Gramling brothers fired her up and have since used her as an excursion locomotive wherever their travels may take them.
Odd Fact:
The Gramling's generally like to give their engines names. The 126 is known as, "Sadie."
Links:
Lehigh Valley Coal Company #126
YouTube
Leviathan #63
Picture credit - Colin Buckowski
Type: 4-4-0 American
Stats:
Year Built - 2009
Built By - Kloke Locomotive Works
Fuel - Oil
Boiler Pressure - 160lbs
Driving Wheel Diameter - 60in
Tractive Effort - Unknown
Top Speed - 45mph
Road History - None
History:
David Kloke is the owner of the Kloke Construction Company, based out of Illinois. His hobby; steam railroading. To follow this dream, he decided to start his own company, Kloke Locomotive Works, and build replica steam locomotives. His first project was the Leviathan #63, his personal engine. It's an oil fired 4-4-0 built in the style of the Old West Americans. The engine is well traveled; shipped by truck to any railroad that wants an operating steam engine on it's rails.
Summary:
Being Kloke's locomotive, the engine has been run at many different tourist railroads and museums. It was the first new build domestic steam locomotive completed in the USA since the 1940's, and has brought enjoyment to many fans nationwide. The engine, however, was sold by Kloke and is now owned privately.
Odd Fact:
The Leviathan took 10 years to complete!
Links:
Kloke Locomotive Works 63
YouTube
Type: 4-4-0 American
Stats:
Year Built - 2009
Built By - Kloke Locomotive Works
Fuel - Oil
Boiler Pressure - 160lbs
Driving Wheel Diameter - 60in
Tractive Effort - Unknown
Top Speed - 45mph
Road History - None
History:
David Kloke is the owner of the Kloke Construction Company, based out of Illinois. His hobby; steam railroading. To follow this dream, he decided to start his own company, Kloke Locomotive Works, and build replica steam locomotives. His first project was the Leviathan #63, his personal engine. It's an oil fired 4-4-0 built in the style of the Old West Americans. The engine is well traveled; shipped by truck to any railroad that wants an operating steam engine on it's rails.
Summary:
Being Kloke's locomotive, the engine has been run at many different tourist railroads and museums. It was the first new build domestic steam locomotive completed in the USA since the 1940's, and has brought enjoyment to many fans nationwide. The engine, however, was sold by Kloke and is now owned privately.
Odd Fact:
The Leviathan took 10 years to complete!
Links:
Kloke Locomotive Works 63
YouTube
Little River Railroad #1
Picture credit - http://www.littleriverrailroad.com/locomotives.htm
Type: 0-4-0T Switcher
Stats:
Year Built - 1908 (Estimated value. Not truly known.)
Built By - Vulcan Iron Works
Fuel - Coal
Boiler Pressure - 190lbs
Driving Wheel Diameter - 32in
Tractive Effort - 7,060lbs
Top Speed - 25mph
Road History - Unknown
History:
Many switchers were constructed for all types of industrial operations around the United States. The 0-4-0 configuration was generally used by smaller companies that needed their own switching operations. If, for instance, an industry had a busy rail spur, they would have a switcher class locomotive there to keep the interchange (where the industry connects with the railroad) clear. 0-4-0's were used for such operations, but on the lighter side.
Summary:
The 1 was bought in 2000 by the Little River Railroad for an operational restoration. It was completed in 2003, with the engine beginning public service in 2004. Number 1 serves as the backup to #110, but can occasionally be seen out and operating on the road when the 110 is down for servicing.
Odd Fact:
When the restoration began, the boiler on the 1 was found to be in like new condition.
Links:
Little River Railroad Locomotives
YouTube
Type: 0-4-0T Switcher
Stats:
Year Built - 1908 (Estimated value. Not truly known.)
Built By - Vulcan Iron Works
Fuel - Coal
Boiler Pressure - 190lbs
Driving Wheel Diameter - 32in
Tractive Effort - 7,060lbs
Top Speed - 25mph
Road History - Unknown
History:
Many switchers were constructed for all types of industrial operations around the United States. The 0-4-0 configuration was generally used by smaller companies that needed their own switching operations. If, for instance, an industry had a busy rail spur, they would have a switcher class locomotive there to keep the interchange (where the industry connects with the railroad) clear. 0-4-0's were used for such operations, but on the lighter side.
Summary:
The 1 was bought in 2000 by the Little River Railroad for an operational restoration. It was completed in 2003, with the engine beginning public service in 2004. Number 1 serves as the backup to #110, but can occasionally be seen out and operating on the road when the 110 is down for servicing.
Odd Fact:
When the restoration began, the boiler on the 1 was found to be in like new condition.
Links:
Little River Railroad Locomotives
YouTube
Little River Railroad #110
Picture credit - http://www.littleriverrailroad.com/locomotives.htm
Type: 4-6-2 Pacific
Stats:
Year Built - 1911
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 125lbs
Driving Wheel Diameter - 44in
Tractive Effort - 10,388lbs
Top Speed - 30mph
Road History - Little River Railroad (TN), Smoky Mountain Railway, Little River Railroad (MI)
History:
Many types of engine classes were downsized for logging operations. The 110 represents a Pacific class locomotive downsized for a logging operation. The middle driving wheel is flangeless, allowing the engine to navigate tight turns. Originally, she was built for use in Tennessee, but was brought to Michigan to be restored and operated by a separate railroad with the same name as the one that ordered her new in 1911.
Summary:
The 110 is the workhorse of the Little River Railroad in Coldwater, MI. She's a small engine, but capable of what they need an engine to do. She's the main sight at the railroad, hauling many of their passenger trains throughout the operating season. She's been running longer for the Little River RR in Coldwater than any other owner.
Odd Fact:
The 110 was a custom order; there are literally no other engines like her anywhere in the world!
Links:
Little River Railroad Locomotives
YouTube
Type: 4-6-2 Pacific
Stats:
Year Built - 1911
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 125lbs
Driving Wheel Diameter - 44in
Tractive Effort - 10,388lbs
Top Speed - 30mph
Road History - Little River Railroad (TN), Smoky Mountain Railway, Little River Railroad (MI)
History:
Many types of engine classes were downsized for logging operations. The 110 represents a Pacific class locomotive downsized for a logging operation. The middle driving wheel is flangeless, allowing the engine to navigate tight turns. Originally, she was built for use in Tennessee, but was brought to Michigan to be restored and operated by a separate railroad with the same name as the one that ordered her new in 1911.
Summary:
The 110 is the workhorse of the Little River Railroad in Coldwater, MI. She's a small engine, but capable of what they need an engine to do. She's the main sight at the railroad, hauling many of their passenger trains throughout the operating season. She's been running longer for the Little River RR in Coldwater than any other owner.
Odd Fact:
The 110 was a custom order; there are literally no other engines like her anywhere in the world!
Links:
Little River Railroad Locomotives
YouTube
Magma Arizona #7 (Texas State Railroad #400)
Picture credit - Patrick Phelan
Type: 2-8-2 Mikado
Stats:
Year Built - 1917
Built By - Baldwin Locomotive Works
Fuel - Oil
Boiler Pressure - 180lbs
Driving Wheel Diameter - 54in
Tractive Effort - 33,400lbs
Top Speed - 50mph
Road History - Tremont & Gulf Railway, Magma Arizona
History:
Essentially, Mikado's were larger Consolidations. As such, many different types of Mikado's were built. The 7 is one of the smaller Mikados. It wasn't a USRA designed Mike, making it an unusual survivor. The 7 was used for freight hauling primarily, on account of its small driving wheels. It was sold to the Magma Copper mine in Magma, Arizona in 1954. After being retired by the mining company, she was purchased by the Texas State Railroad, where she currently operates.
Summary:
The 7 was purchased by the TSRR in 1974 and returned to service in 1978. Originally, she was painted as a TSRR locomotive and given the number 400. During her most recent rebuild, however, she was returned to the Magma Arizona scheme famous for the copper colored smokebox and firebox. Being the most recently returned steam engine on the TSRR, expect to see the #7 for years to come!
Odd Fact:
This engine was in the movie, "How the West Was Won"!
Links:
Texas State Railroad Equipment Roster (Engine listed as #400, not operational)
YouTube
Type: 2-8-2 Mikado
Stats:
Year Built - 1917
Built By - Baldwin Locomotive Works
Fuel - Oil
Boiler Pressure - 180lbs
Driving Wheel Diameter - 54in
Tractive Effort - 33,400lbs
Top Speed - 50mph
Road History - Tremont & Gulf Railway, Magma Arizona
History:
Essentially, Mikado's were larger Consolidations. As such, many different types of Mikado's were built. The 7 is one of the smaller Mikados. It wasn't a USRA designed Mike, making it an unusual survivor. The 7 was used for freight hauling primarily, on account of its small driving wheels. It was sold to the Magma Copper mine in Magma, Arizona in 1954. After being retired by the mining company, she was purchased by the Texas State Railroad, where she currently operates.
Summary:
The 7 was purchased by the TSRR in 1974 and returned to service in 1978. Originally, she was painted as a TSRR locomotive and given the number 400. During her most recent rebuild, however, she was returned to the Magma Arizona scheme famous for the copper colored smokebox and firebox. Being the most recently returned steam engine on the TSRR, expect to see the #7 for years to come!
Odd Fact:
This engine was in the movie, "How the West Was Won"!
Links:
Texas State Railroad Equipment Roster (Engine listed as #400, not operational)
YouTube
Milwaukee Road #261
Picture credit - BigMontanaMitch
Type: S3 4-8-4 Northern
Stats:
Year Built - 1944
Built By - American Locomotive Company
Fuel - Coal
Boiler Pressure - 250lbs
Driving Wheel Diameter - 74in
Tractive Effort - 62,119
Top Speed - 80mph
Road History - Chicago, Milwaukee, St. Paul and Pacific Railroad (Milwaukee Road)
History:
The Northern class of locomotives were seen across the railroads of the United States. The Milwaukee Road design was fairly typical; 74in driving wheels and 250lbs of pressure in the boiler made the engine a strong passenger engine, capable of hauling the Milwaukee Road's most demanding passenger trains. The engines are also classified by a rather sleek look and, despite their size, are actually rather quiet for steam locomotives. Most of the Milwaukee Road steam engines were scrapped; only a proverbial handful were saved. Two Milwaukee Road S3 Northerns survived, of which only the 261 is operational.
Summary:
Operated by the Friends of the 261, the engine runs out of Minneapolis, MN and recently hauled their 2014 fall color trips. She's currently in what could be called her second excursion career. After being retired by the Milwaukee Road, the engine was donated to the National Railroad Museum in Green Bay, WI. The museum leased the locomotive to the group for restoration and operation, the original lease expiring in 2009. At the end of that lease, the museum took the locomotive back from the Friends. Tense negotiations ensued, in which the NRM agreed to sell the locomotive outright to the group for 225,000 dollars. With the deal done, the locomotive was rebuilt and returned to service in 2013.
Odd Fact:
The 261 has 3 whistles on it; a Nathan 3 chime, an ATSF 6 chime and an air horn.
Links:
Friends of the 261
YouTube
Type: S3 4-8-4 Northern
Stats:
Year Built - 1944
Built By - American Locomotive Company
Fuel - Coal
Boiler Pressure - 250lbs
Driving Wheel Diameter - 74in
Tractive Effort - 62,119
Top Speed - 80mph
Road History - Chicago, Milwaukee, St. Paul and Pacific Railroad (Milwaukee Road)
History:
The Northern class of locomotives were seen across the railroads of the United States. The Milwaukee Road design was fairly typical; 74in driving wheels and 250lbs of pressure in the boiler made the engine a strong passenger engine, capable of hauling the Milwaukee Road's most demanding passenger trains. The engines are also classified by a rather sleek look and, despite their size, are actually rather quiet for steam locomotives. Most of the Milwaukee Road steam engines were scrapped; only a proverbial handful were saved. Two Milwaukee Road S3 Northerns survived, of which only the 261 is operational.
Summary:
Operated by the Friends of the 261, the engine runs out of Minneapolis, MN and recently hauled their 2014 fall color trips. She's currently in what could be called her second excursion career. After being retired by the Milwaukee Road, the engine was donated to the National Railroad Museum in Green Bay, WI. The museum leased the locomotive to the group for restoration and operation, the original lease expiring in 2009. At the end of that lease, the museum took the locomotive back from the Friends. Tense negotiations ensued, in which the NRM agreed to sell the locomotive outright to the group for 225,000 dollars. With the deal done, the locomotive was rebuilt and returned to service in 2013.
Odd Fact:
The 261 has 3 whistles on it; a Nathan 3 chime, an ATSF 6 chime and an air horn.
Links:
Friends of the 261
YouTube
Nevada Northern Railway #81
Picture credit - Ben Kuhns
Type: 2-8-0 Consolidation
Stats:
Year Built - 1917
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 190lbs
Driving Wheel Diameter - 51in
Tractive Effort - 36,200lbs
Top Speed - 45mph
Road History - Nevada Northern Railway
History:
The Nevada Northern Railway was one of the many mining shortlines that dominated the West, with a primary goal of hauling valuable ores to larger markets and Class 1 Railroads and, secondarily, providing passenger services for the mining towns they traversed. In this vein, the Nevada Northern was no different; they primarily hauled copper ore south to the transcontinental network, but also served passengers and towns along the line. Engine #81 was built for both of these purposes.
Summary:
As a mixed engine, #81 was designed to be powerful enough to handle a freight train while being fast enough to handle passenger loads. In 1939, a stoker was installed on the engine to both help the engine run better and save the crews some wear and tear. The locomotive did both services well until dieselization spread across the Nevada Northern, at which point she was held in reserve for some time until being donated to the White Pine Public Museum. Time passed, and after 30 years of outdoor display, an old boss came knocking. The Nevada Northern traded their old Cherry Creek Depot to the museum and, in return, engines #93 and 81 were returned to the railroad. Restoration of 81 was completed late in 2021: look to see her at the Nevada Northern, running on home rails, for years to come!
Odd Fact:
In many ways, the 81 and the 93 are linked. The 93 was held as a backup for 81, which saved her from being cut up. Then both engines were displayed together at the White Pine Public Museum, before both were returned to the Nevada Northern. Soon, both engines will be in steam once again!
***Special thanks to Con Trumbull for help with this engine!
Links:
Nevada Northern Railway
YouTube
Type: 2-8-0 Consolidation
Stats:
Year Built - 1917
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 190lbs
Driving Wheel Diameter - 51in
Tractive Effort - 36,200lbs
Top Speed - 45mph
Road History - Nevada Northern Railway
History:
The Nevada Northern Railway was one of the many mining shortlines that dominated the West, with a primary goal of hauling valuable ores to larger markets and Class 1 Railroads and, secondarily, providing passenger services for the mining towns they traversed. In this vein, the Nevada Northern was no different; they primarily hauled copper ore south to the transcontinental network, but also served passengers and towns along the line. Engine #81 was built for both of these purposes.
Summary:
As a mixed engine, #81 was designed to be powerful enough to handle a freight train while being fast enough to handle passenger loads. In 1939, a stoker was installed on the engine to both help the engine run better and save the crews some wear and tear. The locomotive did both services well until dieselization spread across the Nevada Northern, at which point she was held in reserve for some time until being donated to the White Pine Public Museum. Time passed, and after 30 years of outdoor display, an old boss came knocking. The Nevada Northern traded their old Cherry Creek Depot to the museum and, in return, engines #93 and 81 were returned to the railroad. Restoration of 81 was completed late in 2021: look to see her at the Nevada Northern, running on home rails, for years to come!
Odd Fact:
In many ways, the 81 and the 93 are linked. The 93 was held as a backup for 81, which saved her from being cut up. Then both engines were displayed together at the White Pine Public Museum, before both were returned to the Nevada Northern. Soon, both engines will be in steam once again!
***Special thanks to Con Trumbull for help with this engine!
Links:
Nevada Northern Railway
YouTube
Nevada Northern Railway #93
Picture credit - Allen Robertson
Type: 2-8-0 Consolidation
Stats:
Year Built - 1909
Built By - American Locomotive Works
Fuel - Coal
Boiler Pressure - 190lbs
Driving Wheel Diameter - 51in
Tractive Effort - 41,890lbs
Top Speed - 45mph
Road History - Nevada Northern Railway
History:
Many mining operations in the western United States had the need for small, powerful locomotives that didn't have to go fast, but they had to haul heavy trains. What better platform for such an operation than the Consolidation? Many mining companies adapted the design to have a large boiler, comparatively tiny driving wheels and high tractive effort ratings to haul ores of all kinds across the western plains. Dieselization generally hit these routes later due to the high power of the steam engine, but when it did come, it was swift.
Summary:
The NN 93 is a typical mining operation Consolidation. It was used by the Nevada Northern, but was technically sold to the groups that bought the railroad, acting as its' corporate entity. When the line dieselized in 1961, the 93 was donated to the White Pine Public Museum. She sat there for many years before being restored for operation in 2002.
Odd Fact:
The Nevada Northern Railroad has, to this day, retained many of the original steam era tracks and buildings from its' heyday. As such, it's locomotives are kept in excellent condition, and are highly representative of their history.
Links:
Nevada Northern Railway #93
YouTube
Type: 2-8-0 Consolidation
Stats:
Year Built - 1909
Built By - American Locomotive Works
Fuel - Coal
Boiler Pressure - 190lbs
Driving Wheel Diameter - 51in
Tractive Effort - 41,890lbs
Top Speed - 45mph
Road History - Nevada Northern Railway
History:
Many mining operations in the western United States had the need for small, powerful locomotives that didn't have to go fast, but they had to haul heavy trains. What better platform for such an operation than the Consolidation? Many mining companies adapted the design to have a large boiler, comparatively tiny driving wheels and high tractive effort ratings to haul ores of all kinds across the western plains. Dieselization generally hit these routes later due to the high power of the steam engine, but when it did come, it was swift.
Summary:
The NN 93 is a typical mining operation Consolidation. It was used by the Nevada Northern, but was technically sold to the groups that bought the railroad, acting as its' corporate entity. When the line dieselized in 1961, the 93 was donated to the White Pine Public Museum. She sat there for many years before being restored for operation in 2002.
Odd Fact:
The Nevada Northern Railroad has, to this day, retained many of the original steam era tracks and buildings from its' heyday. As such, it's locomotives are kept in excellent condition, and are highly representative of their history.
Links:
Nevada Northern Railway #93
YouTube
New Hope and Ivyland #40
Picture credit - Robert Sporek
Type: 2-8-0 Consolidation
Stats:
Year Built - 1925
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 190lbs
Driving Wheel Diameter - 50in
Tractive Effort - 32,700lbs
Top Speed - 50mph
Road History - Lancaster and Chester Railway Co., Cliffside Railroad Co., New Hope and Ivyland
History:
The Lancaster and Chester Railway Co. ordered the #40 in 1925 to be their new freight locomotive. It served this purpose until just after World War II, when it was sold to the Cliffside Railroad Co. Both the Cliffside and the L&C ran similar trains, so the engine was hauling familiar goods in new territory. Despite being a good runner on the railroad, she was not used frequently; the crews instead preferred a smaller 2-6-2. In 1962, the locomotive was purchased by the precursor to the NH&I, Steam Trains Inc. She was moved to New Hope in 1966 and was used in 1967 on the railroad.
Summary:
This particular Consolidation has proven to be a tricky locomotive. She's a good hauler by all accounts, but she seems to wear out fairly quickly. Rebuilt for service on the NH&I in 1990, the locomotive was and still is the primary steam locomotive on the railroad. 2019 saw the engine venture out onto SEPTA tracks, after a few years in the shop for running gear maintenance. She put on quite a show blasting away under catenary wire!
Odd Fact:
This engine spent most of its life in the Carolina's before moving up north to Pennsylvania.
Links:
New Hope and Ivyland Railroad
YouTube
Type: 2-8-0 Consolidation
Stats:
Year Built - 1925
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 190lbs
Driving Wheel Diameter - 50in
Tractive Effort - 32,700lbs
Top Speed - 50mph
Road History - Lancaster and Chester Railway Co., Cliffside Railroad Co., New Hope and Ivyland
History:
The Lancaster and Chester Railway Co. ordered the #40 in 1925 to be their new freight locomotive. It served this purpose until just after World War II, when it was sold to the Cliffside Railroad Co. Both the Cliffside and the L&C ran similar trains, so the engine was hauling familiar goods in new territory. Despite being a good runner on the railroad, she was not used frequently; the crews instead preferred a smaller 2-6-2. In 1962, the locomotive was purchased by the precursor to the NH&I, Steam Trains Inc. She was moved to New Hope in 1966 and was used in 1967 on the railroad.
Summary:
This particular Consolidation has proven to be a tricky locomotive. She's a good hauler by all accounts, but she seems to wear out fairly quickly. Rebuilt for service on the NH&I in 1990, the locomotive was and still is the primary steam locomotive on the railroad. 2019 saw the engine venture out onto SEPTA tracks, after a few years in the shop for running gear maintenance. She put on quite a show blasting away under catenary wire!
Odd Fact:
This engine spent most of its life in the Carolina's before moving up north to Pennsylvania.
Links:
New Hope and Ivyland Railroad
YouTube
Nickel Plate Road #765
Picture Credit - Robby Gragg
Type: 2-8-4 Berkshire
Stats:
Year Built - 1944
Built By - Lima Locomotive Works
Fuel - Coal
Boiler Pressure - 245lbs
Driving Wheel Diameter - 69in
Tractive Effort - 64,000lbs
Top Speed - 90mph
Road History - Nickel Plate Road
History:
The 2-8-4 Berkshire locomotives were developed as part of Lima's "Superpower" concept. The engines were designed to pull freight and passenger trains quickly and efficiently, and proved popular with the roads that owned them. The NKP Berks did their jobs well, but couldn't compete with the new diesel locomotives in terms of maintenance costs, and they were retired. The NKP did save a few of their steam engines across different classes. 765 was renumbered 767 and donated to the city of Fort Wayne, where it was acquired by the Fort Wayne Railroad Historical Society and rebuilt. She was briefly retired in 1996, but returned to steam after a full rebuild was completed in 2005.
Summary:
The 765 is a famous steam locomotive. She's among the longest consistently running steam locomotives in the country, and is in excellent care with the Fort Wayne Railroad Historical Society. The engine is sleek, fast and powerful, having run out of Detroit, Buffalo, Altoona and many other cities as well. She's part of the Norfolk Southern steam program, but she runs occasionally on her own. Currently, she's one of two Berkshires running, and next due for a rebuild in 2019. Recently, the city of Fort Wayne has looked at building a new home for #765 called Headwaters Junction. Check it out here. Also, during the early summer of 2016, the 765 ran a steam only (no diesel helper) excursion on Metra and Wisconsin Southern tracks called "The Varsity." While on Metra track, 765 was clocked at 75mph! Check it out here!
Short Story:
The 765 has proven more than one railroad foreman wrong in terms of her power. Once, on a trip out of Buffalo, the road foreman told the engineer that he was concerned that the locomotive couldn't get up the ruling grade. She proved that steam was still powerful, accelerating up the hill by herself where two or three diesels may have been required. (Hear the story here)
Links:
Fort Wayne Railroad Historical Society
YouTube
Type: 2-8-4 Berkshire
Stats:
Year Built - 1944
Built By - Lima Locomotive Works
Fuel - Coal
Boiler Pressure - 245lbs
Driving Wheel Diameter - 69in
Tractive Effort - 64,000lbs
Top Speed - 90mph
Road History - Nickel Plate Road
History:
The 2-8-4 Berkshire locomotives were developed as part of Lima's "Superpower" concept. The engines were designed to pull freight and passenger trains quickly and efficiently, and proved popular with the roads that owned them. The NKP Berks did their jobs well, but couldn't compete with the new diesel locomotives in terms of maintenance costs, and they were retired. The NKP did save a few of their steam engines across different classes. 765 was renumbered 767 and donated to the city of Fort Wayne, where it was acquired by the Fort Wayne Railroad Historical Society and rebuilt. She was briefly retired in 1996, but returned to steam after a full rebuild was completed in 2005.
Summary:
The 765 is a famous steam locomotive. She's among the longest consistently running steam locomotives in the country, and is in excellent care with the Fort Wayne Railroad Historical Society. The engine is sleek, fast and powerful, having run out of Detroit, Buffalo, Altoona and many other cities as well. She's part of the Norfolk Southern steam program, but she runs occasionally on her own. Currently, she's one of two Berkshires running, and next due for a rebuild in 2019. Recently, the city of Fort Wayne has looked at building a new home for #765 called Headwaters Junction. Check it out here. Also, during the early summer of 2016, the 765 ran a steam only (no diesel helper) excursion on Metra and Wisconsin Southern tracks called "The Varsity." While on Metra track, 765 was clocked at 75mph! Check it out here!
Short Story:
The 765 has proven more than one railroad foreman wrong in terms of her power. Once, on a trip out of Buffalo, the road foreman told the engineer that he was concerned that the locomotive couldn't get up the ruling grade. She proved that steam was still powerful, accelerating up the hill by herself where two or three diesels may have been required. (Hear the story here)
Links:
Fort Wayne Railroad Historical Society
YouTube
Norfolk and western #611
Picture Credit - Chase Gunnoe
Type: Class J 4-8-4
Stats:
Year Built - 1950
Built By - Norfolk and Western Roanoke Shops
Fuel - Coal
Boiler Pressure - 300lbs
Driving Wheel Diameter - 70in
Tractive Effort - 80,000lbs
Top Speed - 110MPH
Road History - Norfolk and Western
History:
The Norfolk and Western was one of the last railroads to dieselize, due to the vast amount of coal hauled by the railroad. In need of a passenger engine that could also handle heavy freight, the Roanoke shops delivered the Class J. Although the design underwent improvements over time (the first Class J's were rated for 250lbs boiler pressure), the design proved its worth. Hauling many of the named N&W passenger trains, the engines were known to fly down the rails despite their relatively small 70in driving wheels. While in service, the J's also hauled freight consists, proving their worth to the railroad. Due to their late design, many improvements were made to the Class J's. They required less maintenance to keep in service, which proved a key feature in their near constant use.Some clocked more than 3,000,000 miles while in service! Despite their many good qualities, only one Class J remains; #611.
Summary:
The 611 is no stranger to modern rails. Her first excursion career began in the 80's with the Norfolk and Western steam program. During the early years of the program, she was known to fly on the rails, reaching speeds of 70 to 80 mph without much effort. A passenger car derailment in a train the 611 was hauling, however, led to all steam locomotives being capped at 45 mph on N&W rails. When the N&W ceased operations in 1994, the 611 was sent back to the Virginia Museum of Transportation, where she had been kept prior to her first restoration. She waited there until June 2013, when it was announced that the Virginia Museum of Transportation (VMT) intended to restore her for operation in the Norfolk Southern steam program. She was moved to Raleigh, NC for the "Streamliners at Spencer" event, the only steam engine in attendance. After the event ended, she was pulled into the roundhouse and restoration commenced. Almost exactly 1 year later, that work was completed.
Odd Fact:
The 611 was saved, in part, because of a derailment. In 1956, she flipped onto her side, causing major damage to the locomotive. She was repaired and subsequently returned to service. Because of those repairs, she was in excellent condition when she was retired and eventually donated to the VMT.
Links
FireUP 611
YouTube
Type: Class J 4-8-4
Stats:
Year Built - 1950
Built By - Norfolk and Western Roanoke Shops
Fuel - Coal
Boiler Pressure - 300lbs
Driving Wheel Diameter - 70in
Tractive Effort - 80,000lbs
Top Speed - 110MPH
Road History - Norfolk and Western
History:
The Norfolk and Western was one of the last railroads to dieselize, due to the vast amount of coal hauled by the railroad. In need of a passenger engine that could also handle heavy freight, the Roanoke shops delivered the Class J. Although the design underwent improvements over time (the first Class J's were rated for 250lbs boiler pressure), the design proved its worth. Hauling many of the named N&W passenger trains, the engines were known to fly down the rails despite their relatively small 70in driving wheels. While in service, the J's also hauled freight consists, proving their worth to the railroad. Due to their late design, many improvements were made to the Class J's. They required less maintenance to keep in service, which proved a key feature in their near constant use.Some clocked more than 3,000,000 miles while in service! Despite their many good qualities, only one Class J remains; #611.
Summary:
The 611 is no stranger to modern rails. Her first excursion career began in the 80's with the Norfolk and Western steam program. During the early years of the program, she was known to fly on the rails, reaching speeds of 70 to 80 mph without much effort. A passenger car derailment in a train the 611 was hauling, however, led to all steam locomotives being capped at 45 mph on N&W rails. When the N&W ceased operations in 1994, the 611 was sent back to the Virginia Museum of Transportation, where she had been kept prior to her first restoration. She waited there until June 2013, when it was announced that the Virginia Museum of Transportation (VMT) intended to restore her for operation in the Norfolk Southern steam program. She was moved to Raleigh, NC for the "Streamliners at Spencer" event, the only steam engine in attendance. After the event ended, she was pulled into the roundhouse and restoration commenced. Almost exactly 1 year later, that work was completed.
Odd Fact:
The 611 was saved, in part, because of a derailment. In 1956, she flipped onto her side, causing major damage to the locomotive. She was repaired and subsequently returned to service. Because of those repairs, she was in excellent condition when she was retired and eventually donated to the VMT.
Links
FireUP 611
YouTube
Ohio Power Company #3
Picture credit - Whit Wardell
Type: 0-6-0 Switcher
Stats:
Year Built - 1920
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 160lbs
Driving Wheel Diameter - 44in
Tractive Effort - 21,438lbs
Top Speed - 25mph
Road History - Ohio Power Company, Hocking Valley Scenic Railway
History:
Switcher type locomotives were common in all sorts of varieties for many different companies. They were specifically good for power companies, many of whom rely on railroads for supplies of coal and oil. As these supplies come in, switcher locomotives would move the goods where they needed to go, generally keeping the power plant's tracks tidy and organized. Power companies were known to use switchers ranging from small 0-4-0's to much larger 0-8-0 or 0-10-0 locomotives.
Summary:
The 3 is a small 0-6-0 that was used for the purpose described above. As such, shes a fairly powerful locomotive, despite only 21,000 lbs of tractive effort. She was retired by the power company and sat for many years prior to being picked up by the Hocking Valley Scenic Railroad for restoration to operation, which is almost complete after 12 years of effort. She was steam tested in early June, 2015, and has returned to service pulling excursion trains for the HVSR.
Odd Fact:
Twelve years for a steam locomotive restoration is generally considered a quick restoration. Pictures of the 3 prior to her restoration show that she was in need of some serious work.
Links:
Hocking Valley Scenic Railroad
YouTube
Type: 0-6-0 Switcher
Stats:
Year Built - 1920
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 160lbs
Driving Wheel Diameter - 44in
Tractive Effort - 21,438lbs
Top Speed - 25mph
Road History - Ohio Power Company, Hocking Valley Scenic Railway
History:
Switcher type locomotives were common in all sorts of varieties for many different companies. They were specifically good for power companies, many of whom rely on railroads for supplies of coal and oil. As these supplies come in, switcher locomotives would move the goods where they needed to go, generally keeping the power plant's tracks tidy and organized. Power companies were known to use switchers ranging from small 0-4-0's to much larger 0-8-0 or 0-10-0 locomotives.
Summary:
The 3 is a small 0-6-0 that was used for the purpose described above. As such, shes a fairly powerful locomotive, despite only 21,000 lbs of tractive effort. She was retired by the power company and sat for many years prior to being picked up by the Hocking Valley Scenic Railroad for restoration to operation, which is almost complete after 12 years of effort. She was steam tested in early June, 2015, and has returned to service pulling excursion trains for the HVSR.
Odd Fact:
Twelve years for a steam locomotive restoration is generally considered a quick restoration. Pictures of the 3 prior to her restoration show that she was in need of some serious work.
Links:
Hocking Valley Scenic Railroad
YouTube
Pennsylvania Railroad #643
Picture credit - Christopher Blaszczyk
Type: 0-6-0 Switcher
Stats:
Year Built - 1901
Built By - PRR Altoona Shops
Fuel - Coal
Boiler Pressure - 160lbs
Driving Wheel Diameter - 50in
Tractive Effort - 23,570lbs
Top Speed - 25mph
Road History - PRR, Central Iron and Steel
History:
When the PRR constructed the 643, the locomotive was already considered outdated. It was small, light and not strong enough to keep up with the ever increasing weight of the many consists being hauled over the Pennsy. By 1917, most of the class was sold as scrap or excess, sold to small companies that needed steam power. The 643 was sold to the Central Iron and Steel Corp, where it worked as their yard goat. The locomotive was rebuilt in 1945 with a new boiler, one without the Belpaire firebox that most Pennsy designs were famous for. In 1961, two years after the steel mills had closed, the engine was acquired by the Williams Grove Historical Steam Engine Association, where she has run since.
Summary:
The 643 runs many weekends throughout the year at the WGHSEA, and is their star attraction. She isn't asked to work real hard anymore, only pulling a few cars slowly over the tracks, but she's currently the only Pennsy steam engine in service. The WGHSEA offers, for a price, the ability to drive the 643 and their diesel locomotives for a day, which has helped this engine keep quite busy over the past few years.
Odd Fact:
The boiler that replaced 643's original boiler is slightly larger and of the more common radial design. During this same rebuild, the tender was replaced with a slightly larger one.
Links:
Williams Grove Historical Steam Engine Association #643
YouTube
Type: 0-6-0 Switcher
Stats:
Year Built - 1901
Built By - PRR Altoona Shops
Fuel - Coal
Boiler Pressure - 160lbs
Driving Wheel Diameter - 50in
Tractive Effort - 23,570lbs
Top Speed - 25mph
Road History - PRR, Central Iron and Steel
History:
When the PRR constructed the 643, the locomotive was already considered outdated. It was small, light and not strong enough to keep up with the ever increasing weight of the many consists being hauled over the Pennsy. By 1917, most of the class was sold as scrap or excess, sold to small companies that needed steam power. The 643 was sold to the Central Iron and Steel Corp, where it worked as their yard goat. The locomotive was rebuilt in 1945 with a new boiler, one without the Belpaire firebox that most Pennsy designs were famous for. In 1961, two years after the steel mills had closed, the engine was acquired by the Williams Grove Historical Steam Engine Association, where she has run since.
Summary:
The 643 runs many weekends throughout the year at the WGHSEA, and is their star attraction. She isn't asked to work real hard anymore, only pulling a few cars slowly over the tracks, but she's currently the only Pennsy steam engine in service. The WGHSEA offers, for a price, the ability to drive the 643 and their diesel locomotives for a day, which has helped this engine keep quite busy over the past few years.
Odd Fact:
The boiler that replaced 643's original boiler is slightly larger and of the more common radial design. During this same rebuild, the tender was replaced with a slightly larger one.
Links:
Williams Grove Historical Steam Engine Association #643
YouTube
Pere MarQuette #1225
Picture credit - Kevin Andrusia
Type: 2-8-4 Berkshire
Stats:
Year Built - 1941
Built By - Lima Locomotive Works
Fuel - Coal
Boiler Pressure - 245lbs
Driving Wheel Diameter - 69in
Tractive Effort - 69,350lbs
Top Speed - 90mph
Road History - Pere Marquette, Chesapeake and Ohio
History:
The Berkshire class locomotives were popular with roads that had needed large motive power over relatively flat land. The Pere Marquette used its Berks for such instances, with 1225 being able to haul a hundred loaded boxcars at 60mph. She had a relatively short service life, 1941 to 1951, serving on Pere Marquette rails but under C&O management when the railroad bought the PM in 1947. She was saved from the scrappers torch by Michigan State University, where she was proudly displayed as a relic to the steam engine era.
Summary:
In 2013, the 1225 returned to service after a 4 year rebuild. She's owned and maintained by the Steam Railroading Institute, which was started by a group of MSU railroad buffs who undertook the restoration of the locomotive to operational condition. Prior to her 2013 return to service, the locomotive was undergoing her FRA rebuild after a successful first excursion career. She might look familiar; 1225 was the inspiration for the engine in The Polar Express movie. The SRI also uses 1225 as an educational tool, and has a dedicated youth program for young men and women interested in working on steam locomotives. During the year, 1225 will undertake various excursions. She's known for running right around Christmas time to the delight of many young children.
Odd Fact:
The initial restoration of the 1225 began on MSU's campus!
Links:
Steam Railroading Institute
YouTube
Type: 2-8-4 Berkshire
Stats:
Year Built - 1941
Built By - Lima Locomotive Works
Fuel - Coal
Boiler Pressure - 245lbs
Driving Wheel Diameter - 69in
Tractive Effort - 69,350lbs
Top Speed - 90mph
Road History - Pere Marquette, Chesapeake and Ohio
History:
The Berkshire class locomotives were popular with roads that had needed large motive power over relatively flat land. The Pere Marquette used its Berks for such instances, with 1225 being able to haul a hundred loaded boxcars at 60mph. She had a relatively short service life, 1941 to 1951, serving on Pere Marquette rails but under C&O management when the railroad bought the PM in 1947. She was saved from the scrappers torch by Michigan State University, where she was proudly displayed as a relic to the steam engine era.
Summary:
In 2013, the 1225 returned to service after a 4 year rebuild. She's owned and maintained by the Steam Railroading Institute, which was started by a group of MSU railroad buffs who undertook the restoration of the locomotive to operational condition. Prior to her 2013 return to service, the locomotive was undergoing her FRA rebuild after a successful first excursion career. She might look familiar; 1225 was the inspiration for the engine in The Polar Express movie. The SRI also uses 1225 as an educational tool, and has a dedicated youth program for young men and women interested in working on steam locomotives. During the year, 1225 will undertake various excursions. She's known for running right around Christmas time to the delight of many young children.
Odd Fact:
The initial restoration of the 1225 began on MSU's campus!
Links:
Steam Railroading Institute
YouTube
Reading, Blue Mountain and Northern #425
Picture credit - Kevin Madore
Type: 4-6-2 Pacific
Stats:
Year Built - 1928
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 210lbs
Driving Wheel Diameter - 69in
Tractive Effort - 35,058lbs
Top Speed - 70mph
Road History - GM&N, GM&O, Comite Southern, Louisiana Eastern, Reading and Northern
History:
Some of the best pure passenger locomotives designed were the Pacific class steam locomotives. Characterized by large driving wheels in the center, the engines were used to pull fast passenger services across the country. Some were allowed to haul freight if needed, but this engine's niche was entirely passenger. Designed for speed and reliability, the Pacific class steam locomotives were used across the board by many US railroads. 425 in particular had a checkered life, moving from railroad to railroad before finally settling down on the R&N. Pacific's are well represented in the preservation community in general, unlike many other types of steam locomotives.
Summary:
Considered a light Pacific, the 425 led an active life, moving to many different railroads as the years went by. She was a popular engine and well built, allowing for such a varied history. A good runner, the engine is now primarily used by the Lehigh Gorge Scenic Railway, which operates as part of the Reading and Northern. The 425 is the primary steam engine used by the group, but they also support the operation of the #113 mentioned above.
Odd Fact:
425 is considered to be among the loudest currently operational steam locomotives!
Links:
Reading, Blue Mountain and Northern
Lehigh Gorge Scenic Railway
YouTube
Type: 4-6-2 Pacific
Stats:
Year Built - 1928
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 210lbs
Driving Wheel Diameter - 69in
Tractive Effort - 35,058lbs
Top Speed - 70mph
Road History - GM&N, GM&O, Comite Southern, Louisiana Eastern, Reading and Northern
History:
Some of the best pure passenger locomotives designed were the Pacific class steam locomotives. Characterized by large driving wheels in the center, the engines were used to pull fast passenger services across the country. Some were allowed to haul freight if needed, but this engine's niche was entirely passenger. Designed for speed and reliability, the Pacific class steam locomotives were used across the board by many US railroads. 425 in particular had a checkered life, moving from railroad to railroad before finally settling down on the R&N. Pacific's are well represented in the preservation community in general, unlike many other types of steam locomotives.
Summary:
Considered a light Pacific, the 425 led an active life, moving to many different railroads as the years went by. She was a popular engine and well built, allowing for such a varied history. A good runner, the engine is now primarily used by the Lehigh Gorge Scenic Railway, which operates as part of the Reading and Northern. The 425 is the primary steam engine used by the group, but they also support the operation of the #113 mentioned above.
Odd Fact:
425 is considered to be among the loudest currently operational steam locomotives!
Links:
Reading, Blue Mountain and Northern
Lehigh Gorge Scenic Railway
YouTube
Reading Railroad #2102
Picture credit - Steve Barry
Type: 4-8-4 T-1 Northern
Stats:
Year Built - 1945
Built By - Reading Railroad Shops
Fuel - Coal
Boiler Pressure - 240lbs
Driving Wheel Diameter - 70in
Tractive Effort - 68,000lbs
Top Speed - 80mph
Road History - Reading Railroad, Reading Blue Mountain and Northern Railroad
History:
Copied from Reading 2100 History: The Reading Railroad originated in the New England region of the United States. They hauled coal namely, but other types of freight also crossed the railroads territory. Passenger service was also something that the railroad prided itself on, and the prime reason why the T-1 class Northern's were built. The T-1's were capable of hauling passenger trains at high speeds or, if needed, fast freight service as well. Being versatile engines, they survived well into the end of the steam era. As has been known to happen, not many of the class were saved.
Summary:
Reading 2102 had a different post retirement career than the Reading 2100. The 2102 was an active engine for many years, taking part in the Chessie System's steam rebirth, the Iron Horse Rambles trips and as an excursion engine for the Reading, Blue Mountain and Northern Railroad. Having last run in the 1990's, the engine sat on display outside of the RBMN shops until January 2016 when the railroad announced that the engine had been brought into the shops for a return to service. Restoration of the engine is expected to be complete my mid to late 2017.
Odd Fact:
Many different types of coal exist, and many of these types will burn in a steam locomotive. Bituminous was and still is popular, but the Reading Railroad was located in a region containing a lot of anthracite coal. As such, many engines on the Reading were designed to burn this grade of coal instead of the somewhat more popular bituminous brand. Modifications to the firebox, such has having a larger firebox and having more grate area among others, were necessary to allow the engines to steam freely.
Links:
Reading 2102 Restoration Announcement
YouTube
Type: 4-8-4 T-1 Northern
Stats:
Year Built - 1945
Built By - Reading Railroad Shops
Fuel - Coal
Boiler Pressure - 240lbs
Driving Wheel Diameter - 70in
Tractive Effort - 68,000lbs
Top Speed - 80mph
Road History - Reading Railroad, Reading Blue Mountain and Northern Railroad
History:
Copied from Reading 2100 History: The Reading Railroad originated in the New England region of the United States. They hauled coal namely, but other types of freight also crossed the railroads territory. Passenger service was also something that the railroad prided itself on, and the prime reason why the T-1 class Northern's were built. The T-1's were capable of hauling passenger trains at high speeds or, if needed, fast freight service as well. Being versatile engines, they survived well into the end of the steam era. As has been known to happen, not many of the class were saved.
Summary:
Reading 2102 had a different post retirement career than the Reading 2100. The 2102 was an active engine for many years, taking part in the Chessie System's steam rebirth, the Iron Horse Rambles trips and as an excursion engine for the Reading, Blue Mountain and Northern Railroad. Having last run in the 1990's, the engine sat on display outside of the RBMN shops until January 2016 when the railroad announced that the engine had been brought into the shops for a return to service. Restoration of the engine is expected to be complete my mid to late 2017.
Odd Fact:
Many different types of coal exist, and many of these types will burn in a steam locomotive. Bituminous was and still is popular, but the Reading Railroad was located in a region containing a lot of anthracite coal. As such, many engines on the Reading were designed to burn this grade of coal instead of the somewhat more popular bituminous brand. Modifications to the firebox, such has having a larger firebox and having more grate area among others, were necessary to allow the engines to steam freely.
Links:
Reading 2102 Restoration Announcement
YouTube
Saginaw Timber Co. (Polson Logging Co.) #2
Picture credit - Jeff Terry
Type: 2-8-2 Mikado
Stats:
Year Built - 1912
Built By - Baldwin Locomotive Works
Fuel - Fuel Oil
Boiler Pressure - 180lbs (Prior to museum service, 200lbs)
Driving Wheel Diameter - 44in
Tractive Effort - 27,039lbs
Top Speed - 45mph
Road History - Saginaw Timber Co., Northwest Lumber Co., Polson Brothers Lumber Co., Rayonier, Cadillac and Lake City
History:
The Saginaw Timer Co. #2 is a prototypical logging locomotive. The center driving wheel was flange-less, allowing her to navigate tight turns and rough tracks. Burning fuel oil lowered the risk of track side fires from coal embers. She served various logging railroads until 1962, when she went to work for the Cadillac and Lake City railroad in Michigan. After that, she went through private ownership until arriving at the Mid-Continent Railway Museum in 1982.
Summary;
Restoration of the #2 has been progressing slowly but steadily. She's been out of service since 2000 for needed repairs and a boiler re-certification; a steam test in late October, 2014 showed that the boiler work has been successful. The engine returned in 2016 fully operational, and after a lease dispute was settled in court, she was moved to Oregon, and is now operating on the West Coast.
Odd Fact:
The engine arrived at the Mid-Continent Railway Museum after a group of members pooled their cash together to purchase her at auction in 1982. The locomotive was put up for auction by the Illinois Railway Museum to secure funds for a new car barn.
Links:
Mid-Continent Railway Museum
YouTube
Type: 2-8-2 Mikado
Stats:
Year Built - 1912
Built By - Baldwin Locomotive Works
Fuel - Fuel Oil
Boiler Pressure - 180lbs (Prior to museum service, 200lbs)
Driving Wheel Diameter - 44in
Tractive Effort - 27,039lbs
Top Speed - 45mph
Road History - Saginaw Timber Co., Northwest Lumber Co., Polson Brothers Lumber Co., Rayonier, Cadillac and Lake City
History:
The Saginaw Timer Co. #2 is a prototypical logging locomotive. The center driving wheel was flange-less, allowing her to navigate tight turns and rough tracks. Burning fuel oil lowered the risk of track side fires from coal embers. She served various logging railroads until 1962, when she went to work for the Cadillac and Lake City railroad in Michigan. After that, she went through private ownership until arriving at the Mid-Continent Railway Museum in 1982.
Summary;
Restoration of the #2 has been progressing slowly but steadily. She's been out of service since 2000 for needed repairs and a boiler re-certification; a steam test in late October, 2014 showed that the boiler work has been successful. The engine returned in 2016 fully operational, and after a lease dispute was settled in court, she was moved to Oregon, and is now operating on the West Coast.
Odd Fact:
The engine arrived at the Mid-Continent Railway Museum after a group of members pooled their cash together to purchase her at auction in 1982. The locomotive was put up for auction by the Illinois Railway Museum to secure funds for a new car barn.
Links:
Mid-Continent Railway Museum
YouTube
Santa Fe #3415
Picture credit - Darrell Krueger
Type: 4-6-2 Pacific
Stats:
Year Built - 1919
Built By - Baldwin Locomotive Works
Fuel - Oil
Boiler Pressure - 200lbs (Previously 220lbs)
Driving Wheel Diameter - 79in
Tractive Effort - 41,424lbs
Top Speed - 80mph
Road History - AT&SF
History:
The AT&SF ordered many large engines, and their Pacific's are amongst the largest of their class. The 3400's were built for simplicity and were not built with features to improve their performance. Despite this, they were good engines, used for passenger service on the AT&SF and the occasional freight. Originally, the locomotives had smaller driving wheels, but the entire class was shopped between 1935 and 1941 to be refit with larger driving wheels and other modern appliances to improve their performance. The upgrades were quite successful. They were retired during the 50's, some donated but most scrapped.
Summary:
The 3415 spent most of its post service life in a park in Abilene, Kansas. It was acquired by the Abilene and Smokey Valley Railroad in 1996; her rebuild completed in 2009. She is the only currently operational steam locomotive in the state of Kansas, and pulls excursions about once a month.
Odd Fact:
The 3415 is one of 6 surviving Santa Fe Pacific class locomotives, of more than 270 built!
Links:
Abilene and Smokey Valley Railroad
YouTube
Type: 4-6-2 Pacific
Stats:
Year Built - 1919
Built By - Baldwin Locomotive Works
Fuel - Oil
Boiler Pressure - 200lbs (Previously 220lbs)
Driving Wheel Diameter - 79in
Tractive Effort - 41,424lbs
Top Speed - 80mph
Road History - AT&SF
History:
The AT&SF ordered many large engines, and their Pacific's are amongst the largest of their class. The 3400's were built for simplicity and were not built with features to improve their performance. Despite this, they were good engines, used for passenger service on the AT&SF and the occasional freight. Originally, the locomotives had smaller driving wheels, but the entire class was shopped between 1935 and 1941 to be refit with larger driving wheels and other modern appliances to improve their performance. The upgrades were quite successful. They were retired during the 50's, some donated but most scrapped.
Summary:
The 3415 spent most of its post service life in a park in Abilene, Kansas. It was acquired by the Abilene and Smokey Valley Railroad in 1996; her rebuild completed in 2009. She is the only currently operational steam locomotive in the state of Kansas, and pulls excursions about once a month.
Odd Fact:
The 3415 is one of 6 surviving Santa Fe Pacific class locomotives, of more than 270 built!
Links:
Abilene and Smokey Valley Railroad
YouTube
Santa Fe #3751
Picture credit - Craig Walker
Type: 4-8-4 Northern
Stats:
Year Built - 1927
Built By - Baldwin Locomotive Works
Fuel - Oil (Originally Coal)
Boiler Pressure - 230lbs
Driving Wheel Diameter - 80in (73in before 1941)
Tractive Effort - 71,719lbs (66,000lbs as built)
Top Speed - 103mph
Road History - AT&SF
History:
In 1927, the AT&SF railroad turned to Baldwin Locomotive Works for a new product, an engine that could replace their 4-8-2 "Mountain" class steam locomotives in fast passenger service. The result was the 3700 class Northerns, locomotives that did their jobs incredibly well. They all but replaced the Mountains in fast passenger service in New Mexico, where grades could exceed 3.3%. The design was only improved upon in 1941, when much of the class was shopped for improvements. The resulting locomotives were stronger and faster, leading to even more renowned success for the class.
Summary:
The 3751 was retired in 1953, a few years before most other Santa Fe steam engines were retired. By that time, it was an older locomotive; while it had been shopped in 1941, the design was still of 1927 vintage. It was stored serviceable until 1957, when it was donated to the city of San Bernardino. History proved favorable to the locomotive, as it was returned to service in 1991 under the San Bernardino Railroad Historical Society, who had purchased the locomotive from the city for 1 dollar in 1986. In 2002, the locomotive was re-certified under the new FRA regulations, and the rest as they say is history.
Odd Fact:
The 3751 is the oldest surviving 4-8-4 in the nation!
Links:
San Bernardino Railroad Historical Society
YouTube
Type: 4-8-4 Northern
Stats:
Year Built - 1927
Built By - Baldwin Locomotive Works
Fuel - Oil (Originally Coal)
Boiler Pressure - 230lbs
Driving Wheel Diameter - 80in (73in before 1941)
Tractive Effort - 71,719lbs (66,000lbs as built)
Top Speed - 103mph
Road History - AT&SF
History:
In 1927, the AT&SF railroad turned to Baldwin Locomotive Works for a new product, an engine that could replace their 4-8-2 "Mountain" class steam locomotives in fast passenger service. The result was the 3700 class Northerns, locomotives that did their jobs incredibly well. They all but replaced the Mountains in fast passenger service in New Mexico, where grades could exceed 3.3%. The design was only improved upon in 1941, when much of the class was shopped for improvements. The resulting locomotives were stronger and faster, leading to even more renowned success for the class.
Summary:
The 3751 was retired in 1953, a few years before most other Santa Fe steam engines were retired. By that time, it was an older locomotive; while it had been shopped in 1941, the design was still of 1927 vintage. It was stored serviceable until 1957, when it was donated to the city of San Bernardino. History proved favorable to the locomotive, as it was returned to service in 1991 under the San Bernardino Railroad Historical Society, who had purchased the locomotive from the city for 1 dollar in 1986. In 2002, the locomotive was re-certified under the new FRA regulations, and the rest as they say is history.
Odd Fact:
The 3751 is the oldest surviving 4-8-4 in the nation!
Links:
San Bernardino Railroad Historical Society
YouTube
Soo Line #1003
Picture credit - Tom Binger
Type: 2-8-2 Mikado
Stats:
Year Built - 1913
Built By - American Locomotive Company
Fuel - Coal
Boiler Pressure - 170lbs
Driving Wheel Diameter - 63in
Tractive Effort - 53,940lbs
Top Speed - 70mph
Road History - Soo Line
History:
When the Soo Line needed new motive power, they turned to the Mikado. A relatively young design in 1913, it was strong and adaptable, good at hauling freight and, if needed, also a capable passenger engine. A larger locomotive for the railroad, the 1003 could traverse most of the Soo system, but there were places that the rail was too light to allow the locomotive to pass. Towards the end of steam, the 1003 was one of ten steam engines that the Soo kept ready in case of a large traffic increase in the late 1950's. The increase never materialized, and the engine was retired and donated to the city of Superior, WI in 1959. It is one of a few surviving Soo Line steam examples. Almost all of the Soo Line engines are known for the offset high headlight that they carry, giving the locomotive a distinct look.
Summary:
The Soo Line 1003 was first rebuilt in 1996, and served as an excursion locomotive in and around the state of Wisconsin until 2011. From 2011 until late 2012, after a generous donation from the Wisconsin Southern, the locomotive underwent its FRA 1472 inspection and rebuild, and was returned to service. Problems arose, however, on a trip out of the shop in 2012 and the locomotive remained inside for continued repairs until November 2014, when it was announced that the 1003 would be making a public appearance in Hartford, WI. The day after this public appearance, the engine hauled a revenue freight train for the Wisconsin Southern on its way to getting a load of coal for the tender.
Odd Fact:
The impact of the weather on the 1003 was apparent. Wisconsin winters are tough on the people, and tougher yet on a steam engine!
Links:
Steam Locomotive Heritage Association
YouTube
Type: 2-8-2 Mikado
Stats:
Year Built - 1913
Built By - American Locomotive Company
Fuel - Coal
Boiler Pressure - 170lbs
Driving Wheel Diameter - 63in
Tractive Effort - 53,940lbs
Top Speed - 70mph
Road History - Soo Line
History:
When the Soo Line needed new motive power, they turned to the Mikado. A relatively young design in 1913, it was strong and adaptable, good at hauling freight and, if needed, also a capable passenger engine. A larger locomotive for the railroad, the 1003 could traverse most of the Soo system, but there were places that the rail was too light to allow the locomotive to pass. Towards the end of steam, the 1003 was one of ten steam engines that the Soo kept ready in case of a large traffic increase in the late 1950's. The increase never materialized, and the engine was retired and donated to the city of Superior, WI in 1959. It is one of a few surviving Soo Line steam examples. Almost all of the Soo Line engines are known for the offset high headlight that they carry, giving the locomotive a distinct look.
Summary:
The Soo Line 1003 was first rebuilt in 1996, and served as an excursion locomotive in and around the state of Wisconsin until 2011. From 2011 until late 2012, after a generous donation from the Wisconsin Southern, the locomotive underwent its FRA 1472 inspection and rebuild, and was returned to service. Problems arose, however, on a trip out of the shop in 2012 and the locomotive remained inside for continued repairs until November 2014, when it was announced that the 1003 would be making a public appearance in Hartford, WI. The day after this public appearance, the engine hauled a revenue freight train for the Wisconsin Southern on its way to getting a load of coal for the tender.
Odd Fact:
The impact of the weather on the 1003 was apparent. Wisconsin winters are tough on the people, and tougher yet on a steam engine!
Links:
Steam Locomotive Heritage Association
YouTube
Southern Pacific Railroad #18
Picture credit - Nick Hovey
Type: 36in gauge 4-6-0
Stats:
Year Built - 1911
Built By - Baldwin Locomotive Works
Fuel - Oil
Boiler Pressure - 180lbs
Driving Wheel Diameter - 44in
Tractive Effort - 17,800lbs
Top Speed - 40mph
Road History - Nevada, California, Oregon Railroad (NCO RR), Southern Pacific
History:
Very few Class One railroads had a narrow gauge operation, but the Southern Pacific was one such railroad! This engine, however, started her life on the Nevada, California, Oregon Railroad before becoming a SP native in 1926. She was also renumbered when she joined the SP, from #12 to #18. While most 4-6-0's were built for passenger service, #18 could do both. Her smaller drivers gave her a good grip on the rails when towing freight trains, but they were also capable of high speeds for the gauge. In 1956, she was retired in favor of diesel locomotives, but her story was not quite done.
Summary:
The story of #18 is well documented on the website linked below. But, her time in operation is relatively young. She was steamed up in 2001, to 50lbs on the boiler, to honor one of her caretakers. Work was slow until 2010, when everything was set in order and, in 2016, she was returned to full working order. Her tall funnel and unique tender make her appear a bit on the old and dated side, but she's still a proud young lady, steaming freely when the time is right!
Odd Fact:
Number 18 has a nickname; the "Slim Princess."
Links:
Carson and Colorado Railway - History of #18
YouTube
Type: 36in gauge 4-6-0
Stats:
Year Built - 1911
Built By - Baldwin Locomotive Works
Fuel - Oil
Boiler Pressure - 180lbs
Driving Wheel Diameter - 44in
Tractive Effort - 17,800lbs
Top Speed - 40mph
Road History - Nevada, California, Oregon Railroad (NCO RR), Southern Pacific
History:
Very few Class One railroads had a narrow gauge operation, but the Southern Pacific was one such railroad! This engine, however, started her life on the Nevada, California, Oregon Railroad before becoming a SP native in 1926. She was also renumbered when she joined the SP, from #12 to #18. While most 4-6-0's were built for passenger service, #18 could do both. Her smaller drivers gave her a good grip on the rails when towing freight trains, but they were also capable of high speeds for the gauge. In 1956, she was retired in favor of diesel locomotives, but her story was not quite done.
Summary:
The story of #18 is well documented on the website linked below. But, her time in operation is relatively young. She was steamed up in 2001, to 50lbs on the boiler, to honor one of her caretakers. Work was slow until 2010, when everything was set in order and, in 2016, she was returned to full working order. Her tall funnel and unique tender make her appear a bit on the old and dated side, but she's still a proud young lady, steaming freely when the time is right!
Odd Fact:
Number 18 has a nickname; the "Slim Princess."
Links:
Carson and Colorado Railway - History of #18
YouTube
Southern Pacific Railroad #4449
Picture credit - Ben Kletzer
Type: GS-4 4-8-4
Stats:
Year Built - 1941
Built By - Lima Locomotive Works
Fuel - Fuel Oil
Boiler Pressure - 300lbs
Driving Wheel Diameter - 80in
Tractive Effort - 64,800lbs
Top Speed - 100mph
Road History - Southern Pacific
History:
The Southern Pacific Railroad operated on some of the most beautiful terrain of any American railroad, and they took advantage of it. The 4449 is a great example of their "Daylight" color scheme, which they applied to many locomotives across many classes. Not only was it good public relations for the railroad, but it enhanced the passenger experience, and they could charge more for the ride. The GS class of locomotive stands for two things; "Golden State" and "General Service." "Golden State" refers to California, where they operated and "General Service" refers to what they did on the railroad. They were good at everything, but excelled at passenger service. They were retired at the end of SP steam, with the 4449 going to the city of Portland.
Summary:
The 4449 sat in Portland until 1974, when she was selected to run the second "American Freedom Train." When she left the shops in 1975, her "Daylight" color scheme had been replaced with red, white and blue. She toured the contiguous 48 states with the American Freedom Train, and returned to Oregon, where she sat under cover until 1981, when she was returned to service. She's spent most of her time in the "Daylight" scheme since then, but did a brief stint in the "American Freedom Train" colors after the September 11 terrorist attack in 2001 as well as some time in a black paint scheme. Her 1472 inspection was completed in late 2015, and she returned to service pulling the annual Santa Trains in November and December. Look for her official return to the mainline in 2016!
Odd Fact:
Dumb luck saved the 4449. She was the first in a line of steam engines to be scrapped, and was picked because she would take the least amount of time to move out of the yard!
Links:
Friends of SP 4449
YouTube
Type: GS-4 4-8-4
Stats:
Year Built - 1941
Built By - Lima Locomotive Works
Fuel - Fuel Oil
Boiler Pressure - 300lbs
Driving Wheel Diameter - 80in
Tractive Effort - 64,800lbs
Top Speed - 100mph
Road History - Southern Pacific
History:
The Southern Pacific Railroad operated on some of the most beautiful terrain of any American railroad, and they took advantage of it. The 4449 is a great example of their "Daylight" color scheme, which they applied to many locomotives across many classes. Not only was it good public relations for the railroad, but it enhanced the passenger experience, and they could charge more for the ride. The GS class of locomotive stands for two things; "Golden State" and "General Service." "Golden State" refers to California, where they operated and "General Service" refers to what they did on the railroad. They were good at everything, but excelled at passenger service. They were retired at the end of SP steam, with the 4449 going to the city of Portland.
Summary:
The 4449 sat in Portland until 1974, when she was selected to run the second "American Freedom Train." When she left the shops in 1975, her "Daylight" color scheme had been replaced with red, white and blue. She toured the contiguous 48 states with the American Freedom Train, and returned to Oregon, where she sat under cover until 1981, when she was returned to service. She's spent most of her time in the "Daylight" scheme since then, but did a brief stint in the "American Freedom Train" colors after the September 11 terrorist attack in 2001 as well as some time in a black paint scheme. Her 1472 inspection was completed in late 2015, and she returned to service pulling the annual Santa Trains in November and December. Look for her official return to the mainline in 2016!
Odd Fact:
Dumb luck saved the 4449. She was the first in a line of steam engines to be scrapped, and was picked because she would take the least amount of time to move out of the yard!
Links:
Friends of SP 4449
YouTube
Southern Railway #154
Picture credit - Peyton Gupton
Type: 2-8-0 Consolidation
Stats:
Year Built - 1890
Built By - American Locomotive Company
Fuel - Coal
Boiler Pressure - 150lbs
Driving Wheel Diameter - 50in
Tractive Effort - 24,500lbs
Top Speed - 50mph
Road History - Southern Railway
History:
The 2-8-0 Consolidation was, by far, the most produced class of steam engine in America. Many are represented in museums and tourist railroads across the country. The Southern Railway used many types of Consolidations, all being just a little bit different from each other. The 154's design was simple and rugged, proved by the operational life of the engine (1890-1953). She sat idle for many years before being restored for the Three Rivers Rambler.
Summary:
The 154 isn't made to work too hard anymore. The Gulf and Ohio Railroad restored the engine in 2010 and operates it as part of the Three Rivers Rambler trips in Tennessee. The top speed on the line is about 10mph, but the old girl is still earning her keep. She will continue to operate for the Gulf and Ohio on the Three Rivers Rambler trips for the foreseeable future.
Odd Fact:
The 154's original bell, stolen in 2011, was found by the local sheriff's department in late January, 2015 and was returned to the locomotive.
Links:
Three Rivers Rambler
YouTube
Type: 2-8-0 Consolidation
Stats:
Year Built - 1890
Built By - American Locomotive Company
Fuel - Coal
Boiler Pressure - 150lbs
Driving Wheel Diameter - 50in
Tractive Effort - 24,500lbs
Top Speed - 50mph
Road History - Southern Railway
History:
The 2-8-0 Consolidation was, by far, the most produced class of steam engine in America. Many are represented in museums and tourist railroads across the country. The Southern Railway used many types of Consolidations, all being just a little bit different from each other. The 154's design was simple and rugged, proved by the operational life of the engine (1890-1953). She sat idle for many years before being restored for the Three Rivers Rambler.
Summary:
The 154 isn't made to work too hard anymore. The Gulf and Ohio Railroad restored the engine in 2010 and operates it as part of the Three Rivers Rambler trips in Tennessee. The top speed on the line is about 10mph, but the old girl is still earning her keep. She will continue to operate for the Gulf and Ohio on the Three Rivers Rambler trips for the foreseeable future.
Odd Fact:
The 154's original bell, stolen in 2011, was found by the local sheriff's department in late January, 2015 and was returned to the locomotive.
Links:
Three Rivers Rambler
YouTube
Southern Railway #401
Picture credit - Robby Gragg
Type: 2-8-0 Consolidation
Stats:
Year Built - 1907
Built By - Baldwin Locomotive Works
Fuel - Oil (Originally Coal)
Boiler Pressure - 200lbs
Driving Wheel Diameter - 57in
Tractive Effort - 36,827lbs
Top Speed - 55mph
Road History - Southern Railway, Alabama Asphaltic Limestone
History:
As proven by the engine listed below 401, many types of Consolidations existed within single railroads. The 401, when compared to the 630, is not a terribly different engine. However, there are visible differences that do make the engine designs unique. Firstly, the 401 has a smaller tender than the 630, and a much older appearance despite being 3 years younger than 630. A simple reason exists for this; 401 was built for shortline services while 630 was more of a mainline engine. 401 was sold to the Alabama Asphaltic Limestone Company after its retirement in the late 1940's, with the Monticello Railway Museum purchasing the locomotive from that company.
Summary:
For many years, the 401 sat quiet at the Monticello Railway Museum. She received care there, but not of the operational sort. At least, not until 1995. Steam had been absent from the museum for too long (about 8 years), and a donor had stepped up to pay for an operational restoration of a steam engine. The choice was 401. She was converted to oil firing and completely rebuilt, debuting in 2010 for the Monticello Museum. Since then, she runs at the museum and has become quite the attraction there.
Odd Fact:
The locomotive was shipped by flatcar from Alabama to Decatur, IL before being towed on its own wheels to Monticello.
Links:
Monticello Railway Museum
YouTube
Type: 2-8-0 Consolidation
Stats:
Year Built - 1907
Built By - Baldwin Locomotive Works
Fuel - Oil (Originally Coal)
Boiler Pressure - 200lbs
Driving Wheel Diameter - 57in
Tractive Effort - 36,827lbs
Top Speed - 55mph
Road History - Southern Railway, Alabama Asphaltic Limestone
History:
As proven by the engine listed below 401, many types of Consolidations existed within single railroads. The 401, when compared to the 630, is not a terribly different engine. However, there are visible differences that do make the engine designs unique. Firstly, the 401 has a smaller tender than the 630, and a much older appearance despite being 3 years younger than 630. A simple reason exists for this; 401 was built for shortline services while 630 was more of a mainline engine. 401 was sold to the Alabama Asphaltic Limestone Company after its retirement in the late 1940's, with the Monticello Railway Museum purchasing the locomotive from that company.
Summary:
For many years, the 401 sat quiet at the Monticello Railway Museum. She received care there, but not of the operational sort. At least, not until 1995. Steam had been absent from the museum for too long (about 8 years), and a donor had stepped up to pay for an operational restoration of a steam engine. The choice was 401. She was converted to oil firing and completely rebuilt, debuting in 2010 for the Monticello Museum. Since then, she runs at the museum and has become quite the attraction there.
Odd Fact:
The locomotive was shipped by flatcar from Alabama to Decatur, IL before being towed on its own wheels to Monticello.
Links:
Monticello Railway Museum
YouTube
Southern Railway #630
Picture Credit - Jordan Hood
Type: 2-8-0 Consolidation
Stats:
Year Built - 1904
Built By - American Locomotive Company
Fuel - Coal
Boiler Pressure - 190lbs
Driving Wheel Diameter - 57in
Tractive Effort - 46,700lbs
Top Speed - 60mph
Road History - Southern Railway
History:
The Southern ordered many different classes of Consolidation, and used 630 primarily as a freight hauler, retiring the locomotive in 1956 with the rest of their steam fleet. Many of the Southern steam engines were sold to other railroads, but others were scrapped immediately. 630 survived, and was re-acquired by the Southern for use in their steam program in 1967. She would be used back and fourth in the program, but was finally put to rest in the 1990's, or so it was thought. The Tennessee Valley Railroad Museum acquired the locomotive and, following a 10 year long restoration, put her back into service in 2011. She is part of the Norfolk Southern 21st Century Steam Program, but also works at the TVRM.
Summary:
Before being acquired by the TVRM and rebuilt, the 630 was not in good shape. Her previous life had been a tough one, justifying the 10 year rebuild that brought her back to life. She's hauled a majority of the Norfolk Southern steam powered trips on the rails both in and around Tennessee since 2011, making her a popular engine in the south. With the restoration of the 4501 completed, both engines are expected to continue hauling NS steam program trains, although the 630 is not due out on the mainline in 2015.
Short Story:
On a trip in 2013, one of the diesels assisting the 630 suffered a malfunction out on the mainline. The 630, despite being a smaller steam locomotive, was able to maintain speed and bring the train safely into the station while keeping the mainline clear. The diesel unit that failed was then replaced and the trip continued as scheduled.
Links:
Tennessee Valley Railroad Museum
YouTube
Type: 2-8-0 Consolidation
Stats:
Year Built - 1904
Built By - American Locomotive Company
Fuel - Coal
Boiler Pressure - 190lbs
Driving Wheel Diameter - 57in
Tractive Effort - 46,700lbs
Top Speed - 60mph
Road History - Southern Railway
History:
The Southern ordered many different classes of Consolidation, and used 630 primarily as a freight hauler, retiring the locomotive in 1956 with the rest of their steam fleet. Many of the Southern steam engines were sold to other railroads, but others were scrapped immediately. 630 survived, and was re-acquired by the Southern for use in their steam program in 1967. She would be used back and fourth in the program, but was finally put to rest in the 1990's, or so it was thought. The Tennessee Valley Railroad Museum acquired the locomotive and, following a 10 year long restoration, put her back into service in 2011. She is part of the Norfolk Southern 21st Century Steam Program, but also works at the TVRM.
Summary:
Before being acquired by the TVRM and rebuilt, the 630 was not in good shape. Her previous life had been a tough one, justifying the 10 year rebuild that brought her back to life. She's hauled a majority of the Norfolk Southern steam powered trips on the rails both in and around Tennessee since 2011, making her a popular engine in the south. With the restoration of the 4501 completed, both engines are expected to continue hauling NS steam program trains, although the 630 is not due out on the mainline in 2015.
Short Story:
On a trip in 2013, one of the diesels assisting the 630 suffered a malfunction out on the mainline. The 630, despite being a smaller steam locomotive, was able to maintain speed and bring the train safely into the station while keeping the mainline clear. The diesel unit that failed was then replaced and the trip continued as scheduled.
Links:
Tennessee Valley Railroad Museum
YouTube
Southern Railway #4501
Picture credit - J. E. Landrum
Type: 2-8-2 Mikado
Stats:
Year Built - 1911
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 205lbs (Prior to 2014, 200lbs)
Driving Wheel Diameter - 63in
Tractive Effort - 53,900lbs
Top Speed - 65mph
Road History - Southern Railway, Kentucky and Tennessee Railway
History:
The Southern 4501 is generally regarded as the engine that started what has been called the "Preservation" era of steam railroading. Paul Merriman bought the locomotive for $5,000 from the K&T (who'd bought the engine from the Southern years prior) in 1964, and set about restoring her with the intention to operate her on the Southern Railway. Her first excursion career lasted from around that time to 1998. During this time, she was known as the, "Green Mikado", as she was the only Mikado ever painted in the Southern green paint scheme. From 1998 to 2011, she sat at the Tennessee Valley Railroad Museum, her operational future uncertain. When the Norfolk Southern announced that they would be starting a steam program, TVRM received funds from NS towards 4501's operational restoration. During this restoration, she was completely rebuilt and given components she never had in service but would have received had the Southern not dieselized. She returned to service in September, 2014.
Summary:
The 4501 is perhaps one of the most popular American steam locomotives because she was among the first restored to operation. She works at the TVRM and is slated to start hauling Norfolk Southern steam trains early in 2015. The TVRM shops completed her rebuild in 3 years, an impressive time frame for such a restoration. TVRM runs her and the Southern 630, a 2-8-0 Consolidation class steam locomotive. In 2015, the 4501 is slated to haul many Norfolk Southern Steam Program trains, namely on the old Southern Railroad right of way. (Via Trains Magazine)
Odd Fact:
During World War II, the Mikado name became, "MacArthur," because Mikado sounded too Japanese. 4501 was no exception.
Links:
Tennessee Valley Railroad Museum
YouTube
Type: 2-8-2 Mikado
Stats:
Year Built - 1911
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 205lbs (Prior to 2014, 200lbs)
Driving Wheel Diameter - 63in
Tractive Effort - 53,900lbs
Top Speed - 65mph
Road History - Southern Railway, Kentucky and Tennessee Railway
History:
The Southern 4501 is generally regarded as the engine that started what has been called the "Preservation" era of steam railroading. Paul Merriman bought the locomotive for $5,000 from the K&T (who'd bought the engine from the Southern years prior) in 1964, and set about restoring her with the intention to operate her on the Southern Railway. Her first excursion career lasted from around that time to 1998. During this time, she was known as the, "Green Mikado", as she was the only Mikado ever painted in the Southern green paint scheme. From 1998 to 2011, she sat at the Tennessee Valley Railroad Museum, her operational future uncertain. When the Norfolk Southern announced that they would be starting a steam program, TVRM received funds from NS towards 4501's operational restoration. During this restoration, she was completely rebuilt and given components she never had in service but would have received had the Southern not dieselized. She returned to service in September, 2014.
Summary:
The 4501 is perhaps one of the most popular American steam locomotives because she was among the first restored to operation. She works at the TVRM and is slated to start hauling Norfolk Southern steam trains early in 2015. The TVRM shops completed her rebuild in 3 years, an impressive time frame for such a restoration. TVRM runs her and the Southern 630, a 2-8-0 Consolidation class steam locomotive. In 2015, the 4501 is slated to haul many Norfolk Southern Steam Program trains, namely on the old Southern Railroad right of way. (Via Trains Magazine)
Odd Fact:
During World War II, the Mikado name became, "MacArthur," because Mikado sounded too Japanese. 4501 was no exception.
Links:
Tennessee Valley Railroad Museum
YouTube
Spokane, Portland and Seattle #700
Picture credit - Kevin Madore
Type: 4-8-4 Northern
Stats:
Year Built - 1938
Built By - Baldwin Locomotive Works
Fuel - Bunker C Fuel Oil
Boiler Pressure - 260lbs
Driving Wheel Diameter - 77in
Tractive Effort - 69,800lbs
Top Speed - 100mph
Road History - Spokane, Portland and Seattle
History:
The SP&S needed passenger locomotives, and turned to the Baldwin Locomotive Works for 3 Northern class locomotives. The 700 was the first of the three delivered in 1938, and immediately made a difference. The locomotives were used for high speed passenger service, pulling the finest SP&S trains which included a segment of the famous Empire Builder route. The engines, 700, 701 and 702, quickly became known as good runners, and were given the nickname, "The Ladies." They were retired in 1956, with the 700 being saved and donated in 1958.
Summary:
In 1977, the Pacific Railroad Preservation Association was founded to restore the 700. Their work resulted in an operational locomotive in 1990 after a 13 year rebuild was completed. She has since been rebuilt to conform to FRA requirements. The engine in excursion service is known for a deep whistle and the ability to get up and go when she needs to. Currently based at the Oregon Rail Heritage Center, the locomotive is usually on public display in the same building as the SP 4449 steam locomotive. She runs at least a few times each year.
Odd Fact:
Of the more than 1,100 Northern class steam locomotives built for North American Railroads, the 700 is one of 61 (including 11 Mexican and 8 Canadian) survivors, and one of only a handful of operational Northerns.
Links:
Pacific Railroad Preservation Association
YouTube
Type: 4-8-4 Northern
Stats:
Year Built - 1938
Built By - Baldwin Locomotive Works
Fuel - Bunker C Fuel Oil
Boiler Pressure - 260lbs
Driving Wheel Diameter - 77in
Tractive Effort - 69,800lbs
Top Speed - 100mph
Road History - Spokane, Portland and Seattle
History:
The SP&S needed passenger locomotives, and turned to the Baldwin Locomotive Works for 3 Northern class locomotives. The 700 was the first of the three delivered in 1938, and immediately made a difference. The locomotives were used for high speed passenger service, pulling the finest SP&S trains which included a segment of the famous Empire Builder route. The engines, 700, 701 and 702, quickly became known as good runners, and were given the nickname, "The Ladies." They were retired in 1956, with the 700 being saved and donated in 1958.
Summary:
In 1977, the Pacific Railroad Preservation Association was founded to restore the 700. Their work resulted in an operational locomotive in 1990 after a 13 year rebuild was completed. She has since been rebuilt to conform to FRA requirements. The engine in excursion service is known for a deep whistle and the ability to get up and go when she needs to. Currently based at the Oregon Rail Heritage Center, the locomotive is usually on public display in the same building as the SP 4449 steam locomotive. She runs at least a few times each year.
Odd Fact:
Of the more than 1,100 Northern class steam locomotives built for North American Railroads, the 700 is one of 61 (including 11 Mexican and 8 Canadian) survivors, and one of only a handful of operational Northerns.
Links:
Pacific Railroad Preservation Association
YouTube
St. Louis San Francisco (Frisco) #1630
Picture credit - Christian Ellis
Type: 2-10-0 "Russian" Decapod
Stats:
Year Built - 1918
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 180lbs (Prior to 2014 in excursion service, 160lbs)
Driving Wheel Diameter - 52in
Tractive Effort - 44,000lbs
Top Speed - 55mph
Road History - USRA, Pennsylvania RR, Frisco, Eagle Picher Mining
History:
Originally built for the Russian Military, the 1630 was one of 200 Decapods embargoed after the Russian Revolution of 1918. These were the last 200 in an order of 1200. She's called a "Russian" because, in order to be used by American railroads, the locomotive had to be re-gauged from 5'0 gauge Russian rails to 4' 8.5 gauge American rails. Originally a USRA locomotive, she did a brief stint with the Pennsylvania Railroad before being sold to the Frisco after the USRA liquidated its motive power reserves. When the Frisco changed from steam to diesel motive power, she was sold to Eagle Picher Mining Co., where she served until being donated to the IRM. In 1972, volunteers at the museum started restoring her for operation. In 1974, she made her first revenue run. She's one of thirteen known surviving Decapods.
Summary:
The 1630 has been the workhorse of the IRM. The only operational "Russian" Decapod and one of six remaining, the 1630 was brought back to revenue steam service in 2014 after a 9 year long rebuild which included a new patch in the firebox (video here) and the rear set of drivers receiving some needed repairs. She's the museum's only operational steam locomotive at this time, and one of two operational Decapods. During Memorial Day Weekend, 2016, 1630 was given the chance to pull 135 freight cars, the last cut of empty coal hoppers being stored at the IRM over winter. She was the only power on the move, and handled the load while putting on quite a show! Check it out trackside here, and in the cab here.
Odd Fact:
Many of the engine crews at the IRM agree, the 1630 likes to go backwards more than forwards.
Links:
Illinois Railway Museum
YouTube
Type: 2-10-0 "Russian" Decapod
Stats:
Year Built - 1918
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 180lbs (Prior to 2014 in excursion service, 160lbs)
Driving Wheel Diameter - 52in
Tractive Effort - 44,000lbs
Top Speed - 55mph
Road History - USRA, Pennsylvania RR, Frisco, Eagle Picher Mining
History:
Originally built for the Russian Military, the 1630 was one of 200 Decapods embargoed after the Russian Revolution of 1918. These were the last 200 in an order of 1200. She's called a "Russian" because, in order to be used by American railroads, the locomotive had to be re-gauged from 5'0 gauge Russian rails to 4' 8.5 gauge American rails. Originally a USRA locomotive, she did a brief stint with the Pennsylvania Railroad before being sold to the Frisco after the USRA liquidated its motive power reserves. When the Frisco changed from steam to diesel motive power, she was sold to Eagle Picher Mining Co., where she served until being donated to the IRM. In 1972, volunteers at the museum started restoring her for operation. In 1974, she made her first revenue run. She's one of thirteen known surviving Decapods.
Summary:
The 1630 has been the workhorse of the IRM. The only operational "Russian" Decapod and one of six remaining, the 1630 was brought back to revenue steam service in 2014 after a 9 year long rebuild which included a new patch in the firebox (video here) and the rear set of drivers receiving some needed repairs. She's the museum's only operational steam locomotive at this time, and one of two operational Decapods. During Memorial Day Weekend, 2016, 1630 was given the chance to pull 135 freight cars, the last cut of empty coal hoppers being stored at the IRM over winter. She was the only power on the move, and handled the load while putting on quite a show! Check it out trackside here, and in the cab here.
Odd Fact:
Many of the engine crews at the IRM agree, the 1630 likes to go backwards more than forwards.
Links:
Illinois Railway Museum
YouTube
STrasburg Railroad #89
Picture credit - Evan Schilling
Type: 2-6-0 Mogul
Stats:
Year Built - 1910
Built By - Canadian Locomotive Co.
Fuel - Coal
Boiler Pressure - 170lbs
Driving Wheel Diameter - 63in
Tractive Effort - 26,299lbs
Top Speed - 50mph
Road History -Grand Trunk Railway, CNR, Strasburg Railroad
History:
The 2-6-0 Mogul class of locomotive was popular among short lines and large railroads alike, for similar reasons. They weren't the biggest or the fastest locomotives, but they were good workers and didn't burn up a lot of fuel. The 89 was built for the Grand Trunk Railway in 1910 to serve that purpose; short line railroading. For many years, she served in that capacity. After being retired, she wound up on the Strasburg Railroad where she was restored to operation.
Summary:
The 89's road to Strasburg was not an easy one. She was involved in a flood in PA, which left the engine in a questionable state of repair in 1972. But, by 1973, she was operating at Strasburg. Known to haul lighter excursions, the locomotive is one of a few Mogul's left in operation. Because of her smaller size, she's sometimes used as a helper locomotive when Strasburg runs a steam freight train. Despite her advanced age, the locomotive is still able and willing to earn her keep.
Odd Fact:
The flood that the 89 was involved in was quite serious; water was up over her smokestack!
Links:
Strasburg Railroad Company
YouTube
Type: 2-6-0 Mogul
Stats:
Year Built - 1910
Built By - Canadian Locomotive Co.
Fuel - Coal
Boiler Pressure - 170lbs
Driving Wheel Diameter - 63in
Tractive Effort - 26,299lbs
Top Speed - 50mph
Road History -Grand Trunk Railway, CNR, Strasburg Railroad
History:
The 2-6-0 Mogul class of locomotive was popular among short lines and large railroads alike, for similar reasons. They weren't the biggest or the fastest locomotives, but they were good workers and didn't burn up a lot of fuel. The 89 was built for the Grand Trunk Railway in 1910 to serve that purpose; short line railroading. For many years, she served in that capacity. After being retired, she wound up on the Strasburg Railroad where she was restored to operation.
Summary:
The 89's road to Strasburg was not an easy one. She was involved in a flood in PA, which left the engine in a questionable state of repair in 1972. But, by 1973, she was operating at Strasburg. Known to haul lighter excursions, the locomotive is one of a few Mogul's left in operation. Because of her smaller size, she's sometimes used as a helper locomotive when Strasburg runs a steam freight train. Despite her advanced age, the locomotive is still able and willing to earn her keep.
Odd Fact:
The flood that the 89 was involved in was quite serious; water was up over her smokestack!
Links:
Strasburg Railroad Company
YouTube
Strasburg Railroad #90
Picture credit - Joe Osciak
Type: 2-10-0 Decapod
Stats:
Year Built - 1924
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 190lbs
Driving Wheel Diameter - 56in
Tractive Effort - 46,512lbs
Top Speed - 50mph
Road History - Great Western, Strasburg Rail Road
History:
The mid 1920's was a great time for railroading. Traffic was increasing, new locomotive designs were being developed at a rapid pace and, in general, life was good. In this time of great prosperity and development, the Great Western decided to order a tried and true design in the Decapod. She was known to haul fifty or so wagons at a time on the road, usually hauling sugar beets. She was sold to the Strasburg Railroad Company in 1967 after 43 strong years on the Great Western.
Summary:
Every now and then, an engine with a good life is forced to move on to uncertain circumstances. This was the case for the 90, but any doubts as to her continued success were quickly put to rest. She has become the star of the Strasburg Rail Road in Pennsylvania, hauling both passenger and freight trains when called upon to do so. She's their workhorse, the engine that the road is known for running. Although similar to the aforementioned "Russian" Decapod #1630, #90 was purpose built for American railroads, despite having many design similarities to the 1630. They (1630 and 90) are the only two operational Decapods in the US. After spending 2015 undergoing a thorough rebuild, the 90 has returned to service at Strasburg.
Odd Fact:
#90 has had a long life, being operational for the majority of the years from her construction in 1924 through 2014.
Links:
Strasburg Railroad Company
YouTube
Type: 2-10-0 Decapod
Stats:
Year Built - 1924
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 190lbs
Driving Wheel Diameter - 56in
Tractive Effort - 46,512lbs
Top Speed - 50mph
Road History - Great Western, Strasburg Rail Road
History:
The mid 1920's was a great time for railroading. Traffic was increasing, new locomotive designs were being developed at a rapid pace and, in general, life was good. In this time of great prosperity and development, the Great Western decided to order a tried and true design in the Decapod. She was known to haul fifty or so wagons at a time on the road, usually hauling sugar beets. She was sold to the Strasburg Railroad Company in 1967 after 43 strong years on the Great Western.
Summary:
Every now and then, an engine with a good life is forced to move on to uncertain circumstances. This was the case for the 90, but any doubts as to her continued success were quickly put to rest. She has become the star of the Strasburg Rail Road in Pennsylvania, hauling both passenger and freight trains when called upon to do so. She's their workhorse, the engine that the road is known for running. Although similar to the aforementioned "Russian" Decapod #1630, #90 was purpose built for American railroads, despite having many design similarities to the 1630. They (1630 and 90) are the only two operational Decapods in the US. After spending 2015 undergoing a thorough rebuild, the 90 has returned to service at Strasburg.
Odd Fact:
#90 has had a long life, being operational for the majority of the years from her construction in 1924 through 2014.
Links:
Strasburg Railroad Company
YouTube
Strasburg Railroad #475
Picture credit - Mitch Goldman
Type: 4-8-0 Twelve Wheeler (aka "Mastodon")
Stats:
Year Built - 1906
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 200lbs
Driving Wheel Diameter - 56in
Tractive Effort - 40,163lbs
Top Speed - 50mph
Road History - Norfolk and Western, Boone & Scenic, Strasburg Railroad
History:
The 4-8-0 wheel design was, quite simply, a larger version of the 2-8-0. It was designed to provide more power and give a somewhat more stable ride for crews on long freight runs. Despite being considered a smaller engine, the "Mastodon" design was by no means a bad one, serving sufficiently in many different freight roles. Although rare, they could be used for lower speed passenger service as well. Rated for 1,000 tons, the 475 started life on the Norfolk and Western in 1906, proving her worth as the years went by. She was preserved on the Boone and Scenic in Iowa before making her way to Strasburg in 1991.
Summary:
The 475 is a popular locomotive at Strasburg, where she is used as both a freight and passenger locomotive. One of her most popular roles on the railroad is for photo freights. She was also used in the movie, Thomas and the Magic Railroad. As the oldest operational locomotive at Strasburg, the 108 year old is still pulling passenger and freight trains alike. She's the only operational 4-8-0 in the USA.
Odd Fact:
The engine is famous for being repainted as sister locomotive #382, to star in photo freights and recreations of the pictures of famed railroad photographer O. Winston Link.
Links:
Strasburg Railroad Company
YouTube
Type: 4-8-0 Twelve Wheeler (aka "Mastodon")
Stats:
Year Built - 1906
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 200lbs
Driving Wheel Diameter - 56in
Tractive Effort - 40,163lbs
Top Speed - 50mph
Road History - Norfolk and Western, Boone & Scenic, Strasburg Railroad
History:
The 4-8-0 wheel design was, quite simply, a larger version of the 2-8-0. It was designed to provide more power and give a somewhat more stable ride for crews on long freight runs. Despite being considered a smaller engine, the "Mastodon" design was by no means a bad one, serving sufficiently in many different freight roles. Although rare, they could be used for lower speed passenger service as well. Rated for 1,000 tons, the 475 started life on the Norfolk and Western in 1906, proving her worth as the years went by. She was preserved on the Boone and Scenic in Iowa before making her way to Strasburg in 1991.
Summary:
The 475 is a popular locomotive at Strasburg, where she is used as both a freight and passenger locomotive. One of her most popular roles on the railroad is for photo freights. She was also used in the movie, Thomas and the Magic Railroad. As the oldest operational locomotive at Strasburg, the 108 year old is still pulling passenger and freight trains alike. She's the only operational 4-8-0 in the USA.
Odd Fact:
The engine is famous for being repainted as sister locomotive #382, to star in photo freights and recreations of the pictures of famed railroad photographer O. Winston Link.
Links:
Strasburg Railroad Company
YouTube
Texas State Railroad #28 (AKA #300)
Picture credit - http://www.atrrm.org/blog/2015/04/two-steamers-back-in-service/
Type: 2-8-0 Consolidation
Stats:
Year Built -1917
Built By -Baldwin Locomotive Works
Fuel - Oil
Boiler Pressure - 190lbs
Driving Wheel Diameter - 56in
Tractive Effort - 35,610lbs
Top Speed - 60mph
Road History - US Army, Tremont and Gulf Railroad, Southern Pine Lumber
History:
The 28 is one of many Consolidations built for World War 1 service in Europe. The class she was built as is known as the "Pershing" class Consolidations. While most went on to serve across the Atlantic, the 28 stayed state side and worked for the US Army. She served in this capacity until the end of World War 2. After the war, she was sold to other shortline railroads, kept in revenue service until she was donated to the Texas State Railroad in 1973.
Summary:
When the 28 arrived at the TSRR, she was a tired locomotive. The boiler was worn out and the running gear was in need of major repairs, among other maintenance work to both the engine and tender. The TSRR, however, set about restoring the locomotive in the mid 1980s. They had a new boiler made for the engine and rebuilt the running gear and appliances, returning her to service in 1996. For the 2015 season, she has been back-dated to her Southern Pine Lumber paint scheme.
Odd Fact:
Despite their patriotic heritage, not many US Army steam locomotives survived. The 28 is among a few that are currently running.
Links:
Texas State Railroad Equipment Roster
YouTube
Type: 2-8-0 Consolidation
Stats:
Year Built -1917
Built By -Baldwin Locomotive Works
Fuel - Oil
Boiler Pressure - 190lbs
Driving Wheel Diameter - 56in
Tractive Effort - 35,610lbs
Top Speed - 60mph
Road History - US Army, Tremont and Gulf Railroad, Southern Pine Lumber
History:
The 28 is one of many Consolidations built for World War 1 service in Europe. The class she was built as is known as the "Pershing" class Consolidations. While most went on to serve across the Atlantic, the 28 stayed state side and worked for the US Army. She served in this capacity until the end of World War 2. After the war, she was sold to other shortline railroads, kept in revenue service until she was donated to the Texas State Railroad in 1973.
Summary:
When the 28 arrived at the TSRR, she was a tired locomotive. The boiler was worn out and the running gear was in need of major repairs, among other maintenance work to both the engine and tender. The TSRR, however, set about restoring the locomotive in the mid 1980s. They had a new boiler made for the engine and rebuilt the running gear and appliances, returning her to service in 1996. For the 2015 season, she has been back-dated to her Southern Pine Lumber paint scheme.
Odd Fact:
Despite their patriotic heritage, not many US Army steam locomotives survived. The 28 is among a few that are currently running.
Links:
Texas State Railroad Equipment Roster
YouTube
Union Pacific Railroad #844
Picture credit - James Belmont
Type: FEF-3 4-8-4 Northern
Stats:
Year Built - 1944
Built By - American Locomotive Company
Fuel - No. 5 Fuel Oil
Boiler Pressure - 300lbs
Driving Wheel Diameter - 80in
Tractive Effort - 63,800lbs
Top Speed - 126mph
Road History - Union Pacific
History:
The Union Pacific had three classes of "Northern" locomotives, the FEF-1, FEF-2 and FEF-3. FEF, in this case means four, eight, four, in reference to the wheel configuration. The FEF-3 class were the most powerful, arriving on the railroad during World War II. They were most notably used for the railroads fast passenger service, but could occasionally be seen hauling freight. They were retired at the end of the UP's big steam era, with only 2 FEF-3's surviving. A single FEF-1 and FEF-2 also survived, out of 45 examples (800 to 844).
Summary:
The 844 holds a special distinction to many rail fans. She's the only steam engine never "retired" from active service by a Class 1 railroad. Quite simply, since 1944, she's been on UP's roster of locomotives. When steam engines were retired, she was saved and restored to be UP's ambassador of goodwill. She's taken cameo's in movies including Public Enemies with Johnny Depp and TV shows like Shining Time Station, hauled passenger trains across the Union Pacific system and delighted millions of fans who have seen her alive on the rails. After a 3 year rebuild, 844 returned to the rails for a shakedown run on July 12, 2016. She's expected to make her official return to service July 23rd.
Short Story:
The 844, while hauling its own train, pushed a stalled freight train up Archer Hill in the 1990's. One of the diesels on the freight suffered a malfunction and, with 844 being the only available power nearby, she was called in to help. Those who were lucky enough to see it reported quite a showing by the old steam engine.
Links:
Union Pacific Heritage Website
YouTube
Type: FEF-3 4-8-4 Northern
Stats:
Year Built - 1944
Built By - American Locomotive Company
Fuel - No. 5 Fuel Oil
Boiler Pressure - 300lbs
Driving Wheel Diameter - 80in
Tractive Effort - 63,800lbs
Top Speed - 126mph
Road History - Union Pacific
History:
The Union Pacific had three classes of "Northern" locomotives, the FEF-1, FEF-2 and FEF-3. FEF, in this case means four, eight, four, in reference to the wheel configuration. The FEF-3 class were the most powerful, arriving on the railroad during World War II. They were most notably used for the railroads fast passenger service, but could occasionally be seen hauling freight. They were retired at the end of the UP's big steam era, with only 2 FEF-3's surviving. A single FEF-1 and FEF-2 also survived, out of 45 examples (800 to 844).
Summary:
The 844 holds a special distinction to many rail fans. She's the only steam engine never "retired" from active service by a Class 1 railroad. Quite simply, since 1944, she's been on UP's roster of locomotives. When steam engines were retired, she was saved and restored to be UP's ambassador of goodwill. She's taken cameo's in movies including Public Enemies with Johnny Depp and TV shows like Shining Time Station, hauled passenger trains across the Union Pacific system and delighted millions of fans who have seen her alive on the rails. After a 3 year rebuild, 844 returned to the rails for a shakedown run on July 12, 2016. She's expected to make her official return to service July 23rd.
Short Story:
The 844, while hauling its own train, pushed a stalled freight train up Archer Hill in the 1990's. One of the diesels on the freight suffered a malfunction and, with 844 being the only available power nearby, she was called in to help. Those who were lucky enough to see it reported quite a showing by the old steam engine.
Links:
Union Pacific Heritage Website
YouTube
Union Pacific Railroad #4014
Picture credit - Steve Footer
Type: 4-8-8-4 Big Boy
Stats:
Year Built - 1941
Built By - American Locomotive Company (ALCO)
Boiler Pressure - 300lbs
Fuel - No. 5 Fuel Oil (originally coal)
Driving Wheel Diameter - 68in
Tractive Effort - 135,000lbs
Top Speed - 80MPH
Road History - Union Pacific
History:
Union Pacific needed a bigger engine in the late 1930's, and set about designing one based on their Challenger class locomotives. Born from the desire to pull more freight with one locomotive, the class is considered by many to be one of the best articulated steam locomotive designs in the world. UP had 25 of them constructed in 2 classes; 20 in 1941 and 5 in 1944. These behemoths sent shock waves through the UP system, earning more for the railroad and allowing many smaller engines to be reassigned to more profitable levels of service, as helper locomotives were no longer in such high demand. The Big Boys roamed the western plains until 1959, when diesel locomotives started to replace them. Before long, 8 Big Boy's found themselves in museums, the rest victims of the scrappers torch. Originally slated to be named, "Wasatch", the first 4-8-8-4 left the ALCO shops with "Big Boy" chalked on its smoke box door, and the name stuck. The identity of the worker who came up with the name has been lost to history.
Summary:
It was a long held thought that none of the remaining Big Boys would ever see a mile under steam, despite the successful restoration and operation of the Challenger 3985 by the Union Pacific. The Big Boy, by contrast, was simply too big (133 ft long) and too heavy (1.2 million lbs) to run on today's railroads. During December, 2012, rumors started to circulate that the Union Pacific was interested in acquiring a Big Boy, #4014, to restore for operation as part of their heritage fleet. In July of 2013, the rumor became reality. After months of hard work, UP's steam team moved the 4014 from her perch at the Rail Giants Museum in Pomona, CA to a yard in Colton, CA for more inspections and work. Late April into May, 2014 saw the locomotive move almost 1,300 miles to Cheyenne, WY for a complete restoration, which was completed in May 2019. The engine, double heading with stablemate #844, ran to Ogden Utah for the 150th anniversary of the completion of the Transcontinental Railroad, and back to Cheyenne. Look to see 4014 out and about this year as she tours the UP system!
Short Story:
The Big Boy inspired a myth from World War II. German spies reported to Hitler that the Americans had giant steel leviathans hauling war goods over the western mountains. Hitler dismissed the reports as false. While Big Boy's pulling power was not underestimated (rated for 4,000 tons or more in some places), there is nothing to prove this story as true.
Links:
Union Pacific Heritage Website
YouTube
Type: 4-8-8-4 Big Boy
Stats:
Year Built - 1941
Built By - American Locomotive Company (ALCO)
Boiler Pressure - 300lbs
Fuel - No. 5 Fuel Oil (originally coal)
Driving Wheel Diameter - 68in
Tractive Effort - 135,000lbs
Top Speed - 80MPH
Road History - Union Pacific
History:
Union Pacific needed a bigger engine in the late 1930's, and set about designing one based on their Challenger class locomotives. Born from the desire to pull more freight with one locomotive, the class is considered by many to be one of the best articulated steam locomotive designs in the world. UP had 25 of them constructed in 2 classes; 20 in 1941 and 5 in 1944. These behemoths sent shock waves through the UP system, earning more for the railroad and allowing many smaller engines to be reassigned to more profitable levels of service, as helper locomotives were no longer in such high demand. The Big Boys roamed the western plains until 1959, when diesel locomotives started to replace them. Before long, 8 Big Boy's found themselves in museums, the rest victims of the scrappers torch. Originally slated to be named, "Wasatch", the first 4-8-8-4 left the ALCO shops with "Big Boy" chalked on its smoke box door, and the name stuck. The identity of the worker who came up with the name has been lost to history.
Summary:
It was a long held thought that none of the remaining Big Boys would ever see a mile under steam, despite the successful restoration and operation of the Challenger 3985 by the Union Pacific. The Big Boy, by contrast, was simply too big (133 ft long) and too heavy (1.2 million lbs) to run on today's railroads. During December, 2012, rumors started to circulate that the Union Pacific was interested in acquiring a Big Boy, #4014, to restore for operation as part of their heritage fleet. In July of 2013, the rumor became reality. After months of hard work, UP's steam team moved the 4014 from her perch at the Rail Giants Museum in Pomona, CA to a yard in Colton, CA for more inspections and work. Late April into May, 2014 saw the locomotive move almost 1,300 miles to Cheyenne, WY for a complete restoration, which was completed in May 2019. The engine, double heading with stablemate #844, ran to Ogden Utah for the 150th anniversary of the completion of the Transcontinental Railroad, and back to Cheyenne. Look to see 4014 out and about this year as she tours the UP system!
Short Story:
The Big Boy inspired a myth from World War II. German spies reported to Hitler that the Americans had giant steel leviathans hauling war goods over the western mountains. Hitler dismissed the reports as false. While Big Boy's pulling power was not underestimated (rated for 4,000 tons or more in some places), there is nothing to prove this story as true.
Links:
Union Pacific Heritage Website
YouTube
Valley Railroad #40
Picture credit - Kevin Madore
Type: 2-8-2 Mikado
Stats:
Year Built - 1920
Built By - American Locomotive Works
Fuel - Coal
Boiler Pressure - 180lbs
Driving Wheel Diameter - 48in
Tractive Effort - 35,700lbs
Top Speed - 40mph
Road History - Portland, Astoria and Pacific, Minarets and Western, Aberdeen and Rockfish, Valley Railroad
History:
The Mikado was the natural evolution of the Consolidation. The two trailing wheels allowed for a bigger boiler, which allowed for more steam generation and more power, resulting in a more useful locomotive for long freights. And #40 was born and bred a freight hauler, at least in her pre-preservation life. 48in driving wheels didn't allow for a high top speed, but did allow for a respectable nearly 36,000lbs tractive effort. For a shortline Mikado, she was a powerful engine, and one that got around a bit before finding a home at Connecticut's Valley Railroad and the Essex Steam Train.
Summary:
The Valley Railroad needed more power; why not turn to an old Mikado? #40, which had been sitting anyway, was bought by the Valley Railroad and restored to operation there and, since that restoration, has run trains with the railroads 2 other steam locomotives. Her former life as a freight hog has transitioned into pulling cars full of happy tourists year round, including some on the railroad's popular Polar Express trains. Look to see her if you take a visit up that way!
Odd Fact:
For a brief time, #40 was owned by the Southern Pacific. But the SP didn't need her, and they sold her to a broker before she was bought by the Aberdeen and Rockfish.
Links:
Essex Steam Train
YouTube
Type: 2-8-2 Mikado
Stats:
Year Built - 1920
Built By - American Locomotive Works
Fuel - Coal
Boiler Pressure - 180lbs
Driving Wheel Diameter - 48in
Tractive Effort - 35,700lbs
Top Speed - 40mph
Road History - Portland, Astoria and Pacific, Minarets and Western, Aberdeen and Rockfish, Valley Railroad
History:
The Mikado was the natural evolution of the Consolidation. The two trailing wheels allowed for a bigger boiler, which allowed for more steam generation and more power, resulting in a more useful locomotive for long freights. And #40 was born and bred a freight hauler, at least in her pre-preservation life. 48in driving wheels didn't allow for a high top speed, but did allow for a respectable nearly 36,000lbs tractive effort. For a shortline Mikado, she was a powerful engine, and one that got around a bit before finding a home at Connecticut's Valley Railroad and the Essex Steam Train.
Summary:
The Valley Railroad needed more power; why not turn to an old Mikado? #40, which had been sitting anyway, was bought by the Valley Railroad and restored to operation there and, since that restoration, has run trains with the railroads 2 other steam locomotives. Her former life as a freight hog has transitioned into pulling cars full of happy tourists year round, including some on the railroad's popular Polar Express trains. Look to see her if you take a visit up that way!
Odd Fact:
For a brief time, #40 was owned by the Southern Pacific. But the SP didn't need her, and they sold her to a broker before she was bought by the Aberdeen and Rockfish.
Links:
Essex Steam Train
YouTube
Valley Railroad #97
Picture credit - Kevin Madore
Type: 2-8-0 Consolidation
Stats:
Year Built - 1923
Built By - American Locomotive Works
Fuel - Coal
Boiler Pressure - 180lbs
Driving Wheel Diameter - 48in
Tractive Effort - 29,900lbs
Top Speed - 40mph
Road History - Birmingham and Southeastern, Valley Railroad
History:
The Consolidation was the most popular type of steam locomotive constructed for US railroads. They were built by the thousands, and many both survive and operate in preservation. #97 was built as a stock locomotive for the American Locomotive Works, and was sold 3 years later to the Birmingham and Southeastern. She would haul freight on that railroad until 1963, when she was sold to a private owner and, 7 years later, became part the Valley Railroad.
Summary:
From the 1970's until 2010, #97 was a staple of the Valley Railroad. But, by the time 2010 rolled around, she was tired. Very tired. She needed a complete overhaul, and the railroad was nearly done rebuilding #3025, so the decision was made to park #97 and wait until she was needed. Fast forward a few years; the railroad's Polar Express trains were so popular that the two Mikado's couldn't keep up, and the decision was made to return #97 to steam. Crews set about the work and, in 2018, this old Consolidation gained a new lease on life.
Odd Fact:
Stock locomotives were not common during the age of steam. Every engine was "personalized" to a railroad, so it isn't terribly surprising that it took 3 years for #97 to find a home. But it certainly worked out for her!
Links:
Essex Steam Train
YouTube
Type: 2-8-0 Consolidation
Stats:
Year Built - 1923
Built By - American Locomotive Works
Fuel - Coal
Boiler Pressure - 180lbs
Driving Wheel Diameter - 48in
Tractive Effort - 29,900lbs
Top Speed - 40mph
Road History - Birmingham and Southeastern, Valley Railroad
History:
The Consolidation was the most popular type of steam locomotive constructed for US railroads. They were built by the thousands, and many both survive and operate in preservation. #97 was built as a stock locomotive for the American Locomotive Works, and was sold 3 years later to the Birmingham and Southeastern. She would haul freight on that railroad until 1963, when she was sold to a private owner and, 7 years later, became part the Valley Railroad.
Summary:
From the 1970's until 2010, #97 was a staple of the Valley Railroad. But, by the time 2010 rolled around, she was tired. Very tired. She needed a complete overhaul, and the railroad was nearly done rebuilding #3025, so the decision was made to park #97 and wait until she was needed. Fast forward a few years; the railroad's Polar Express trains were so popular that the two Mikado's couldn't keep up, and the decision was made to return #97 to steam. Crews set about the work and, in 2018, this old Consolidation gained a new lease on life.
Odd Fact:
Stock locomotives were not common during the age of steam. Every engine was "personalized" to a railroad, so it isn't terribly surprising that it took 3 years for #97 to find a home. But it certainly worked out for her!
Links:
Essex Steam Train
YouTube
Valley Railroad #3025
Picture credit - Takahide Goto
Type: 2-8-2 Mikado
Stats:
Year Built - 1989
Built By - Tangshan Locomotive Works (China)
Fuel - Coal
Boiler Pressure - 180lbs
Driving Wheel Diameter - 54in
Tractive Effort - 38,000lbs
Top Speed - 50mph
Road History - Knox and Kane Railroad, Valley Railroad
History:
To say 3025 is an engine of two lands is not inaccurate. Built in China in 1989, this SY class Mikado eventually found her way to the Knox and Kane, a tourist operation in PA. When that line went belly up, the Valley Railroad acquired the engine at auction, and shipped her to their base of operations in Essex, CT.
Summary:
It was decided that, since the Valley Railroad ran over the old New Haven right of way and that all of the New Haven steam locomotives were scrapped, that this Chinese import should be given a thoroughly American overhaul, and overhauled she was. When she was returned to steam by the Valley Railroad, she looked like a New Haven J-1 class Mikado, and was lettered for the class as well. And she's been a staple of the Valley Railroad's operations since.
Odd Fact:
There were 25 J-1 class Mikado's built for the New Haven, #3000 - 3024. The Valley numbered theirs #3025 to both honor the class and the engine's history.
Links:
Essex Steam Train
YouTube
Type: 2-8-2 Mikado
Stats:
Year Built - 1989
Built By - Tangshan Locomotive Works (China)
Fuel - Coal
Boiler Pressure - 180lbs
Driving Wheel Diameter - 54in
Tractive Effort - 38,000lbs
Top Speed - 50mph
Road History - Knox and Kane Railroad, Valley Railroad
History:
To say 3025 is an engine of two lands is not inaccurate. Built in China in 1989, this SY class Mikado eventually found her way to the Knox and Kane, a tourist operation in PA. When that line went belly up, the Valley Railroad acquired the engine at auction, and shipped her to their base of operations in Essex, CT.
Summary:
It was decided that, since the Valley Railroad ran over the old New Haven right of way and that all of the New Haven steam locomotives were scrapped, that this Chinese import should be given a thoroughly American overhaul, and overhauled she was. When she was returned to steam by the Valley Railroad, she looked like a New Haven J-1 class Mikado, and was lettered for the class as well. And she's been a staple of the Valley Railroad's operations since.
Odd Fact:
There were 25 J-1 class Mikado's built for the New Haven, #3000 - 3024. The Valley numbered theirs #3025 to both honor the class and the engine's history.
Links:
Essex Steam Train
YouTube
Western Maryland Railroad #6
Picture credit - Tammy Wagner
Type: 3 Truck Shay
Stats:
Year Built - 1945
Built By - Lima Locomotive Works
Boiler Pressure - 200lbs
Driving Wheel Diameter - 48in
Tractive Effort - 59,740lbs
Top Speed - 40mph
Road History - Western Maryland Railroad, Cass Scenic Railroad
History:
Shay 6 was the last shay built in the United States. Built in 1945, she's among the largest shay's ever built. Weighting in at 163 tons, she easily outweighs every other locomotive at the Cass Scenic Railroad. She served only four years on the WMRR, but she did a tough job; hauling coal up a 9% grade. She was donated to the B&O Museum before being acquired by the Cass.
Summary:
Shay 6 does most of the work on the CSRR. They traded an 0-4-0 switcher and a different shay locomotive to acquire #6, and she has served faithfully since being returned to service. Her size is impressive, but she's also been good to the Cass. She can haul long trains quickly up steep grades, a true benefit for the railroad. She's a popular sight on the railroad, and one to see when visiting.
Odd Fact:
Shay's were the only locomotives able to conquer a 9% grade. Any other engine would simply have slipped its way back down the hill, even with a good bit of help.
Links:
Cass Scenic Railroad 6
YouTube
Type: 3 Truck Shay
Stats:
Year Built - 1945
Built By - Lima Locomotive Works
Boiler Pressure - 200lbs
Driving Wheel Diameter - 48in
Tractive Effort - 59,740lbs
Top Speed - 40mph
Road History - Western Maryland Railroad, Cass Scenic Railroad
History:
Shay 6 was the last shay built in the United States. Built in 1945, she's among the largest shay's ever built. Weighting in at 163 tons, she easily outweighs every other locomotive at the Cass Scenic Railroad. She served only four years on the WMRR, but she did a tough job; hauling coal up a 9% grade. She was donated to the B&O Museum before being acquired by the Cass.
Summary:
Shay 6 does most of the work on the CSRR. They traded an 0-4-0 switcher and a different shay locomotive to acquire #6, and she has served faithfully since being returned to service. Her size is impressive, but she's also been good to the Cass. She can haul long trains quickly up steep grades, a true benefit for the railroad. She's a popular sight on the railroad, and one to see when visiting.
Odd Fact:
Shay's were the only locomotives able to conquer a 9% grade. Any other engine would simply have slipped its way back down the hill, even with a good bit of help.
Links:
Cass Scenic Railroad 6
YouTube
Wilmington and Western #98
Picture credit - Kevin Madore
Type: 4-4-0 American
Stats:
Year Built - 1909
Built By - American Locomotive Works
Fuel - Coal
Boiler Pressure - 180lbs
Driving Wheel Diameter - 69in
Tractive Effort - 20,812lbs
Top Speed - 65mph
Road History - Mississippi Central, Comite Southern, Louisiana Eastern
History:
Not just any locomotive class was worthy of the title, "American." The 4-4-0 wheel arrangement, however, proved to be incredibly popular and versatile, indeed worthy of the title. Many railroads both large and small operated 4-4-0's for many years, but for similar reasons. The American's were good at whatever task they were asked to do, from freight hauling to passenger service. This is proven by the fact that the locomotive class, designed in the mid 1800's, was still being built into the 1910's! Although not the strongest locos on the rails, they were powerful enough to get the job done and could get up to speed when necessary. 25,000 "American" locomotives were built in total, with only a proverbial handful surviving.
Summary:
The 98 has had a long, varied life. At 105 years old, she's among the oldest operational steam locomotives in the United States. Currently, she pulls excursions for the Wilmington and Western. In her previous life, however, she was a good hauler and well regarded by the railroads she served on. She was retired by the Mississippi Central in 1944, when she was bought by the Comite Southern and eventually the Louisiana Eastern. In 1964, she was moved to Wilmington, where she was restored in 1972 and operated until needed repairs forced her out of service 1998. In 2004, the locomotive returned to service after a thorough rebuild.
Odd Fact:
The 98 was stored at the Strasburg Railroad from 1960 to 1964 while facilities were acquired by the W&W.
Links:
Wilmington and Western Railroad
YouTube
Type: 4-4-0 American
Stats:
Year Built - 1909
Built By - American Locomotive Works
Fuel - Coal
Boiler Pressure - 180lbs
Driving Wheel Diameter - 69in
Tractive Effort - 20,812lbs
Top Speed - 65mph
Road History - Mississippi Central, Comite Southern, Louisiana Eastern
History:
Not just any locomotive class was worthy of the title, "American." The 4-4-0 wheel arrangement, however, proved to be incredibly popular and versatile, indeed worthy of the title. Many railroads both large and small operated 4-4-0's for many years, but for similar reasons. The American's were good at whatever task they were asked to do, from freight hauling to passenger service. This is proven by the fact that the locomotive class, designed in the mid 1800's, was still being built into the 1910's! Although not the strongest locos on the rails, they were powerful enough to get the job done and could get up to speed when necessary. 25,000 "American" locomotives were built in total, with only a proverbial handful surviving.
Summary:
The 98 has had a long, varied life. At 105 years old, she's among the oldest operational steam locomotives in the United States. Currently, she pulls excursions for the Wilmington and Western. In her previous life, however, she was a good hauler and well regarded by the railroads she served on. She was retired by the Mississippi Central in 1944, when she was bought by the Comite Southern and eventually the Louisiana Eastern. In 1964, she was moved to Wilmington, where she was restored in 1972 and operated until needed repairs forced her out of service 1998. In 2004, the locomotive returned to service after a thorough rebuild.
Odd Fact:
The 98 was stored at the Strasburg Railroad from 1960 to 1964 while facilities were acquired by the W&W.
Links:
Wilmington and Western Railroad
YouTube
Wilmington and Western #58
Picture credit - Mitch Goldman
Type: 0-6-0 Switcher
Stats:
Year Built - 1907
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 190lbs
Driving Wheel Diameter - 54in
Tractive Effort - 31,100lbs
Top Speed - 25mph
Road History - Atlanta, Birmingham and Atlantic, US Army, Various tourist railroads
History:
Built in 1907, the 58 is a good example of a switcher type locomotive. Small driving wheels, higher boiler pressure and a large boiler make for a locomotive that can't go too fast but can haul a lot of cars. Although many switchers fit that profile, the many stops of the 58 indicate that she was a good runner. Originally used for yard and branch line service, the 58 took various stops at many museums and tourist railroads before being restored to operation at the Wilmington and Western Railroad.
Summary:
The engine is currently undergoing her 1472 inspection, a process started in 2013 and expected to take about 2 years. She was restored originally in 1998, and made the most of her first stint on the W&W. The engine is popular on the railroad amongst crews and fans alike, being restored beside one operational steam locomotive and another awaiting restoration. Besides the boiler inspection and re-certification, she will need new tires and other work before returning to service.
Odd Fact:
The 58 is known as the "Veterans Locomotive" for her runs on Veterans day and for her time in the US Army.
Links:
Wilmington and Western Steam Locomotives
YouTube
Type: 0-6-0 Switcher
Stats:
Year Built - 1907
Built By - Baldwin Locomotive Works
Fuel - Coal
Boiler Pressure - 190lbs
Driving Wheel Diameter - 54in
Tractive Effort - 31,100lbs
Top Speed - 25mph
Road History - Atlanta, Birmingham and Atlantic, US Army, Various tourist railroads
History:
Built in 1907, the 58 is a good example of a switcher type locomotive. Small driving wheels, higher boiler pressure and a large boiler make for a locomotive that can't go too fast but can haul a lot of cars. Although many switchers fit that profile, the many stops of the 58 indicate that she was a good runner. Originally used for yard and branch line service, the 58 took various stops at many museums and tourist railroads before being restored to operation at the Wilmington and Western Railroad.
Summary:
The engine is currently undergoing her 1472 inspection, a process started in 2013 and expected to take about 2 years. She was restored originally in 1998, and made the most of her first stint on the W&W. The engine is popular on the railroad amongst crews and fans alike, being restored beside one operational steam locomotive and another awaiting restoration. Besides the boiler inspection and re-certification, she will need new tires and other work before returning to service.
Odd Fact:
The 58 is known as the "Veterans Locomotive" for her runs on Veterans day and for her time in the US Army.
Links:
Wilmington and Western Steam Locomotives
YouTube
York #17
Picture credit - Kevin Madore
Type: 4-4-0 American
Stats:
Year Built: 2013
Built By: Kloke Locomotive Works
Fuel - Oil
Boiler Pressure - 160lbs
Driving Wheel Diameter - 60in
Tractive Effort - Unknown
Top Speed - 45mph
Road History - None
History:
David Kloke is the owner of the Kloke Construction Company, based out of Illinois. His hobby; steam railroading. To follow this dream, he decided to start his own company, Kloke Locomotive Works, and build replica steam locomotives. His first project was the Leviathan #63, his personal engine. It's an oil fired 4-4-0 built in the style of the Old West Americans. Its copy, and the second engine built by the Kloke Locomotive Works, was the York, #17, built for the ambitious Steam Into History Museum.
Summary:
The railroads played a key part in the American Civil War, which lasted from 1861-1865. Engines like the York were used to haul passengers and military goods from town to town and camp to camp, brining fresh troops and supplies to the battlefield while taking the wounded back home. Steam Into History tells a small piece of that puzzle, and does so using the York as its centerpiece. Visitors are invited to enjoy the railroad and this history it tells, starting with its steam locomotive.
Odd Fact:
Ever hear of the Great Locomotive Chase? Well, a 4-4-0 exactly like this one took part!
Links:
Steam Into History
YouTube
Type: 4-4-0 American
Stats:
Year Built: 2013
Built By: Kloke Locomotive Works
Fuel - Oil
Boiler Pressure - 160lbs
Driving Wheel Diameter - 60in
Tractive Effort - Unknown
Top Speed - 45mph
Road History - None
History:
David Kloke is the owner of the Kloke Construction Company, based out of Illinois. His hobby; steam railroading. To follow this dream, he decided to start his own company, Kloke Locomotive Works, and build replica steam locomotives. His first project was the Leviathan #63, his personal engine. It's an oil fired 4-4-0 built in the style of the Old West Americans. Its copy, and the second engine built by the Kloke Locomotive Works, was the York, #17, built for the ambitious Steam Into History Museum.
Summary:
The railroads played a key part in the American Civil War, which lasted from 1861-1865. Engines like the York were used to haul passengers and military goods from town to town and camp to camp, brining fresh troops and supplies to the battlefield while taking the wounded back home. Steam Into History tells a small piece of that puzzle, and does so using the York as its centerpiece. Visitors are invited to enjoy the railroad and this history it tells, starting with its steam locomotive.
Odd Fact:
Ever hear of the Great Locomotive Chase? Well, a 4-4-0 exactly like this one took part!
Links:
Steam Into History
YouTube