On the RGSR, the little consolidation would find, yet, another steam powered running mate; Southern Pacific 1901-built 2-6-0 'Mogul' No. 1744, a locomotive that also returned to steam in 2007, but was taken out of service after only four months, as firebox repairs needed to be done. While in operation, the 18 did be part of some occasional late or morning photoshoots either alone, or with the railroad's fp7 and f40ph diesel units. The 18 even occasionally operated during the freezing weather, just like how it often did so on the GCRY. In September 2012, the 18 travelled westbound to Walsenburg for a night photo session alongside Union Pacific 4-8-4 “Northern” 844, which was in the course of pulling “UP 150” at the time.


No. 18 was the subject for Berkshire Productions' "Climbing to the Canyon", hauling passenger trains along a snow-covered Grand Canyon Railway around the New Year season of 1990. Footage from this VHS program was subsequently featured in the "I Love Toy Trains" series as well as the "Shining Time Station" Christmas Special, "Tis a Gift".


The Great Northern F-8 is a class of 125 2-8-0 "Consolidation" type steam locomotives built by the Rogers Locomotive and Machine Works, their corporate successor the American Locomotive Company, and Baldwin Locomotive Works between 1901 and 1907 and operated by the Great Northern Railway until the mid 1950s. They operated throughout the Great Northern pulling freight trains with some being rebuilt with larger cylinders and higher boiler pressure, giving them more tractive effort. Retirement of the F-8s started as early as 1932, but some would last and continue to pull freight until 1956, when the last F-8 was retired.


Berlin Mills Railway 7 is a steam locomotive at Steamtown National Historic Site. It was built in 1911 by the Vulcan Iron Works for the Berlin Mills Railway, an industrial line in Berlin, New Hampshire. Number 7 worked there as a switcher until November 1944, when it was sold to the Groveton Papers Company of Groveton, New Hampshire. In 1956, it was finally replaced by a diesel locomotive, ending 45 years of use. After a few years of idleness, though, the locomotive was leased to the Woodsville, Blackmount and Haverhill Steam Railroad, a new tourist railroad near Haverhill. Number 7 operated as the only locomotive for this company until it folded after 1963. It was ultimately donated to Steamtown by the Groveton Paper Company in 1969.


Denver and Rio Grande Western No. 168 is a class "T-12" “Ten Wheeler” type narrow-gauge steam railway locomotive. It is one of twelve similar locomotives built for the Denver and Rio Grande Railroad (D&RG) by the Baldwin Locomotive Works in 1883. It was built as a passenger locomotive, with drivers, the largest drivers used on any three foot gauge D&RGW locomotive. The large drivers made it suitable for relatively fast passenger service.


As is the case with many small, early locomotives, we know little of their operating history. In the case of 168, what we know comes entirely from photographs taken of it. The first shows it in the Black Canyon of the Gunnison River in 1904. The second pair show it in Montrose, Colorado, west of Gunnison, at the head of a special train taking President William Howard Taft to the opening of the Gunnison Tunnel which, at the time, was the longest irrigation tunnel in the world. There are also photographs, taken by Otto Perry, showing it in Alamosa in 1923 and Salida in 1929. It was retired in 1938 after a service life of 55 years, later than most of its class.


The railroad gave it to the City of Colorado Springs on August 1, 1938. It was added to the National Register of Historic Places as Rio Grande Engine No. 168 in 1979. Although it sat in Antlers Park, unprotected from the elements, behind a low fence, for so many years, it appeared to be in immaculate cosmetic condition when removed for restoration to operating condition in early 2016.


The city has entered into an agreement with the Cumbres and Toltec Scenic Railroad (C&TSRR) to have the engine restored to working order. The locomotive is now located in Antonito, Colorado.


Restoration was completed in October 2019. The restoration project was headed up by Cumbres and Toltec Special Projects department and lead by Assistant General Manager Efstathios Papas. The project cost $508,000 and took 27 months to complete. The railroad intends to use this engine frequently and put it into normal service as much as possible.


In 1993, No. 14 was selected as the locomotive used to be recorded in the "Arrowhead" region for the 1994 "Walt Disney" film "Iron Will", which starred Mackenzie Astin and was directed by Charles Haid. It is a fictionalized account of a 1917 cross-country sled dog race sponsored by the Great Northern Railway. In some scenes, No. 14 would appear in its original livery, and in other scenes, including many of the racing scenes, it would masquerade as Great Northern No. 807 with a golden smoke stack and a red number plate. Although, the original GN 807 was a 4-8-0 "Mastodon", not a 2-8-2.


No. 14 is the only surviving locomotive ever owned by the D&NM, and it is the only surviving 2-8-2 that was ever owned by the LS&I. It was also the last steam locomotive to ever operate in regular service in the state of Michigan.


Canadian Pacific 2317 is a class "G-3c" 4-6-2 "Pacific" type steam locomotive built in June 1923 by the Montreal Locomotive Works for the Canadian Pacific Railway. As a member of the G-3 Class, the 2317 was in use in fast passenger service until being retired in 1959 after having its duties taken over by diesel locomotives. The locomotive was placed in storage until 1965 when it was purchased for display in the Steamtown, U.S.A. collection in Bellows Falls, Vermont. In 1978, the locomotive was restored to operating condition for the purpose of pulling excursion trains for Steamtown until it was taken out of service in 2010. Currently, the 2317 is stored awaiting a future overhaul.


2317 was built in 1923 for the Canadian Pacific Railway for fast express passenger trains. While little is known about its career on Canadian Pacific, it is known that it was stationed in Winnipeg, Manitoba for a good portion of its working life. Upon its retirement from active service in 1959, it was placed into storage. In 1965, seafood magnate and steam locomotive enthusiast F. Nelson Blount purchased the locomotive and moved it to Bellows Falls, Vermont with the rest of his Steamtown, U.S.A. collection.


In 1978, 2317 was restored to operating condition and joined Steamtown's operating fleet, painted in the Canadian Pacific gray-blue and Tuscan red livery (which it never wore in regular service). 2317 was moved with the rest of the Steamtown collection to Scranton, Pennsylvania, arriving on 31 January 1984. The 2317 was fired up four days later for the "Grand Entrance Ceremony" on February 4, 1984. 2317 was fired up once more on September 1, 1984 for the first Steamtown excursion in Scranton which ran on the former Delaware, Lackawanna and Western mainline between Scranton and Elmhurst, Pennsylvania.


In 1986, 2317 was painted in the Delaware, Lackawanna and Western Railroad's "Pocono Mountain Route" livery. It remained this way until after the National Park Service took over Steamtown in 1987 when it was repainted into the livery it wore in active service with Canadian Pacific.


2317 was present at the grand opening of Steamtown National Historic Site along with Baldwin Locomotive Works 26 and Canadian National 3254 and ran several excursions on the former Lackawanna main line. 2317 then settled down and would often pull Steamtown's excursions in tandem with 3254 until 2004 when problems with its trailing truck, dry pipe and tires were found. Between 2004 and 2007, 2317 only ran the "Scranton Limited" yard shuttle trains. New tires were installed in 2007, which allowed 2317 to pull a few of the longer excursions to East Stroudsburg, Pennsylvania and the Delaware Water Gap.


After the end of the 2009 operating season, 2317 was used only sparingly as its flue-time was running short. 2317 last ran during Steamtown's 2010 Lackawanna Railfest. After which, 2317 was placed into storage in the Steamtown Roundhouse where it is viewable to the public. 2317 currently awaits Federal Railroad Administration (FRA) mandated repairs before it can operate again. According to Steamtown, they plan to restore 2317 once the restoration project on Boston and Maine 3713 was finished.


Canadian National 3377 is a preserved class "S-1-d" 2-8-2 "Mikado" type steam locomotive currently on display at the Steamtown National Historic Site in Scranton, Pennsylvania.


After being retired, the locomotive was sold to the Edaville Railroad in September 1961, and then was later moved to Bellows Falls, Vermont and became part of the Steamtown, U.S.A. collection in 1969. Unfortunately, the 3377 was the target of copper thieves during her trip to Steamtown, it was never repaired and has been cannibalized for parts for Steamtown's operating Canadian National 2-8-2, the 3254. Even the pilot wheels and trailing truck were removed, making it an oversized 0-8-0. The locomotive sits on static display south of the Steamtown shops, although Steamtown is considering on possibly restoring 3377 to operating condition as part of their operating fleet in the near future once Boston and Maine 3713 and Canadian Pacific 2317 are both restored and return to service.


Southern Pacific 4449, also known as the "Daylight", is the only surviving example of Southern Pacific Railroad's "GS-4" class of 4-8-4 "Northern" type steam locomotives and one of only two GS-class locomotives surviving, the other being "GS-6" 4460 at the Museum of Transportation in St. Louis, Missouri. GS is abbreviation from "Golden State", a nickname for California (where the locomotive was operated in regular service), or "General Service".


The locomotive was built by Lima Locomotive Works in Lima, Ohio for the Southern Pacific in May 1941; it received the red-and-orange "Daylight" paint scheme for the passenger trains of the same name which it hauled for most of its service career. No. 4449 was retired from revenue service in 1956 and put into storage. In 1958, the Southern Pacific donated the locomotive to the City of Portland, Oregon. The City then put the locomotive on static display in Oaks Amusement Park, where it remained until 1974.


After this, the 4449 was then restored to operation for use in the "American Freedom Train", which toured the 48 contiguous United States as part of the nation's 1976 Bicentennial celebration. The locomotive has operated in excursion service throughout that area since 1984.


The locomotive's operations are based at the Oregon Rail Heritage Center in Portland, Oregon where it is maintained by a group of volunteers named the "Friends of SP 4449". In 1983, a poll of "Trains" magazine readers selected 4449 as being the most popular locomotive in the nation.


4449 was the last steam engine manufactured in Southern Pacific's first order of GS-4 (Golden State/General Service) locomotives. 4449 was placed into service on May 30, 1941, and spent its early career assigned to the "Coast Daylight", Southern Pacific's premier passenger train between San Francisco and Los Angeles, California, but it also pulled many other of the SP's named passenger trains.


After the arrival of newer GS-4s and GS-5s, 4449 was assigned to "Golden State Route" and "Sunset Route" passenger trains. 4449 was reassigned to the Coast Division in the early 1950s.


One of 4449's career highlights occurred on October 17, 1954, when SP 4449 and sister Southern Pacific 4447 pulled a special 10-car train for the Railway and Locomotive Historical Society from Los Angeles to Owenyo, California, and return. In late 1955, after being one of the last few Daylight steam engines in Daylight livery, 4449 was painted black and silver and its side skirting (a streamlining feature of the Daylight steam engines) was removed due to dieselization of the "Coast Daylight" in January of that year.


No. 4449 was then assigned to Southern Pacific's San Joaquin Valley line, occasionally pulling passenger trains such as the "San Joaquin Daylight" between Oakland and Bakersfield as well as fast freight and helper service. 4449 was semi-retired from service on September 24, 1956, and was kept as an emergency back-up locomotive until it was officially retired on October 2, 1957, and was placed in storage along with several other GS-class engines near Southern Pacific's Bakersfield roundhouse.


In 1958, when most of the GS class engines had already been scrapped, a then black-and-silver painted 4449 was removed from storage and donated on April 24, 1958, to the City of Portland, Oregon, where it was placed on outdoor public display in Oaks Park. Since the equipment was considered obsolete, 4449 was not actively chosen for static display. It was picked only because it was the first in the dead line and could be removed with the fewest switching moves.


During its time on display, 4449 was repeatedly vandalized and had many of its external parts stolen, including its builder's plates and whistle. As a result, the locomotive quickly deteriorated. However, Jack Holst, a Southern Pacific employee, looked after SP 4449 along with two other steam locomotives, Spokane, Portland and Seattle 700 and Oregon Railroad and Navigation 197. Holst kept the engines' bearings and rods oiled in case they were ever to move again. Holst died in 1972 and sadly never got to see 4449 return to operation.


In 1974, 4449 was evaluated for restoration after becoming a candidate to pull the "American Freedom Train", as its size, power and streamlining made it a good fit for that Bicentennial train. After the evaluators determined that 4449's bearings and rods remained in good condition, they selected the locomotive for that task.


4449 was removed from display on December 13, 1974 and restored at the Burlington Northern Railroad's Hoyt Street roundhouse in Portland. The locomotive returned to operation on April 21, 1975 wearing a special paint scheme of red, white and blue. Because the original whistle was stolen, two replacement whistles were fitted to the locomotive: a Hancock 3 chime from a Spokane, Portland and Seattle Railway Challenger which was taken off the Spokane, Portland and Seattle 700 and a Southern Pacific Railroad 6 Chime whistle.


As part of the "American Freedom Train", the locomotive pulled a display train through most of the contiguous United States. The 4449 only pulled the Freedom Train in the Western portions of the country, whereas in the Eastern portions, the train was pulled by Reading 2101, which was recently restored by Ross Rowland, and in Texas, the train was pulled by Texas and Pacific 610.


After the Freedom Tour ended, 4449 pulled an Amtrak special, the "Amtrak Transcontinental Steam Excursion" during 1977. After nearly two years on the road, 4449 was returned to storage in Portland, this time under protective cover and not exposed to the elements.


In 1986, 4449 went to Hollywood to appear in "Tough Guys" and pulled business trains for the Southern Pacific. 4449 had a notable moment in 1989 when it and another famed locomotive, Union Pacific 844, made a side-by-side entrance into Los Angeles Union Passenger Terminal in 1989 for the station's 50th anniversary celebrations. The two locomotives then ran side by side on Santa Fe's and Southern Pacific's parallel main lines through Cajon Pass, although 4449 eventually had to stop due to a hot axle box.


Sometime between May and July 1989, the 4449's SP&S whistle was set aside for the SP&S 700 and a Northern Pacific Hancock 3 chime was fitted on the engineer's side. This whistle would remain on the locomotive for the next 21 years. Later that same year, 4449 would later appear in the 1990 drama film "Come See the Paradise". In late 1990 or early 1991, the SP 6 chime on the fireman's side was stolen off the engine while sitting in the Brooklyn Roundhouse.


No. 4449 was repainted into the American Freedom Train paint scheme again in early 2002 after the events of the September 11th terrorist attacks. In the fall of 2004, 4449 returned to the classic Daylight paint scheme, this time in its "as delivered" appearance. It appeared in the autumn of 2004 with the then-extant Montana Rockies Rail Tours company pulling (with a diesel helper behind it) two summer excursion trips between Sandpoint, Idaho and Billings, Montana, including stops at the Livingston Depot.


On May 18 and May 19, 2007, SP 4449 made another appearance with UP 844 in the Pacific Northwest for the "Puget Sound Excursion", on BNSF Railway tracks from Tacoma to Everett, Washington, round-trip.


On March 24, 2009, it was announced that 4449 would attend Trainfestival 2009 in Owosso, Michigan from July 23–26 with an all-day excursion planned on the 23rd and 24th and a photo run-by planned for each trip. The engine was then placed on display for the rest of the event.


The historic 2,500-mile move from Portland to Owosso was arranged by the "Friends of the 4449", Amtrak, Steam Railroading Institute of Owosso and the Friends of the 261. The Milwaukee Road 261 organization loaned some of their first-class passenger cars, including the former Milwaukee Road Super Dome #53 and the Cedar Rapids Skytop Lounge for the 4449 and for the other excursion trains at the festival.


The train left its home at Brooklyn Roundhouse on July 2nd and left the city of Portland the following day on July 3rd. It returned to the city Portland and Brooklyn Roundhouse on October 20. In December 2010, 4449's whistle, greatly worn from years of use with only one Chime working properly, was replaced with an authentic Hancock 3-chime that had been used on a long-lost brother locomotive or sister locomotive.


Following a two-year hiatus needed to accommodate the locomotive's mandatory 15-year inspection and overhaul, SP 4449 returned to service on November 25, 2015. From 2016 to 2019, SP 4449 pulled several excursion trains during each year. In late 2019, the locomotive was scheduled to haul the annual 40 minute round trip "Holiday Express" fundraisers through Portland's Oaks Bottom Wildlife Refuge along the Willamette River during November and December of that year.


As of 2021, the locomotive is most commonly pulled out for the Holiday Express in late November and December, as well as the occasional mainline excursion. The reason 4449's mainline runs are limited is due to Amtrak's policy against special excursions.


4449 is maintained by Doyle McCormack, a retired Union Pacific engineer and collector, along with many others volunteers. From 1981 to 2012, No. 4449 resided at Union Pacific's (formerly Southern Pacific) Brooklyn roundhouse in Portland along with several other historic steam and diesel locomotives. The Oregon Rail Heritage Foundation, a partnership of non-profit organizations that owned or maintained historic rolling stock at the roundhouse, began a campaign in late 2009 to construct a permanent, publicly accessible engine house for the City of Portland's steam locomotives.


Upon the closing of the Brooklyn Roundhouse in June 2012 in order to make the yard larger, the 4449 was moved with its stablemates SP&S 700 and OR&N 197 to the Oregon Rail Heritage Center (ORHC), a new restoration facility and public interpretive center adjacent to the Oregon Museum of Science and Industry (OMSI) in southeast Portland. The ORHC opened to the public on September 22, 2012.


Only one other true Southern Pacific GS-class steam engine survives, Southern Pacific 4460, a GS-6, which is on static display at the Museum of Transportation in St. Louis, Missouri. She was built during World War II, but was never painted in the famous Daylight paint scheme. Instead, she was painted black and silver, thus giving she the nicknames "War Baby" and "Black Daylight". No. 4460 has the third nickname of "Forgotten Daylight", as it remains unrestored.


Nickel Plate Road 779 is a 2-8-4 or "Berkshire" type steam locomotive built for the New York, Chicago and St. Louis Railroad in May 1949, for use on fast freight trains. It was the last new steam locomotive to be delivered to the Nickel Plate Road, and alongside L&N 1991, another 2-8-4 for the Louisville and Nashville, is the last steam locomotive ever completed by Lima Locomotive Works, and the final 2-8-4 locomotive on standard gauge completed in the world.


Upon her retirement in early 1958, the locomotive had logged 677,095 miles.


In 1966, she was donated to the City of Lima, Ohio and placed on display in Lincoln Park, where she remains to date.


St. Louis Southwestern No. 819 is a class "L1" 4-8-4 "Northern" type steam locomotive and is also the official state locomotive or Arkansas. It was completed in 1943 and was the last engine built by the St. Louis Southwestern Railway, which was affectionately known as "The Cotton Belt Route" or simply "Cotton Belt". It was also the last locomotive built in Arkansas. It was restored to operating condition in 1986 and operated in excursion service until October 1993. Today, it is now located at the Arkansas Railroad Museum, currently being restored back to a static display condition with an intention to restore the locomotive for an eventual second excursion career.


The Cotton Belt initially purchased ten "Northern" 4-8-4 engines (#800–809) from Baldwin Locomotive Works located at Eddystone, Pennsylvania in 1930. Seven years later, the Cotton Belt built five more Northern engines (#810–814) from their own shops in Pine Bluff, Arkansas in 1937. These Northern locomotives were Class L1 on the Cotton Belt.


In 1942, Cotton Belt officials petitioned the War Production Board for authorization to buy five new EMD FT diesel locomotives for their growing freight business. Instead, they were granted approval to produce five more 4-8-4 type locomotives (#815–819). Although similar to the previous set of five steam engines, these new locomotives had many modern improvements.


Since 819 was built during World War II, some materials were in short supply. The Cotton Belt emblems, which would have normally been made of brass, were made of steel to save brass for the war effort. Decorative emblems, numbers, etc., were also made of steel and chromium plating was entirely eliminated. Work on the new L1 Northerns began on Tuesday June 2, 1942. But delivery of the boilers from the Baldwin Locomotive Works lagged. The five new boilers were shipped by Baldwin to Pine Bluff between November 5 and December 12, 1942. The rail journey from Philadelphia to Pine Bluff took about five days for each boiler. Work by the Cotton Belt shop forces took an additional five or six weeks to complete each new locomotive.


On Monday February 8, 1943, the last of these five steam locomotives, Engine 819, was placed in active service. It was the final locomotive constructed by the Cotton Belt's own staff of mechanical engineers, mechanical officers, foremen and workers in the company shops at Pine Bluff, Arkansas. The cost to build was $143,607.00 and it was to be the last locomotive produced in Arkansas.


Engine 819 traveled more than 804,000 miles during its 10½ years of service, before being forced aside by the more modern diesel locomotives. On July 19, 1955 Cotton Belt's President H. J. McKenzie presented retired Engine 819 to the City of Pine Bluff to show the Cotton Belt's gratitude for the part the city had played in their steam locomotive operations. McKenzie commented that this model engine is generally conceded to be one of the best designed and most attractive of its type ever built. He recalled how the engine had been built by local craftsmen, who were very proud of them and he hoped that the people of Pine Bluff would be equally proud to display it in their public park.


However, just four years later, the "Pine Bluff Commercial" ran this note in the October 6, 1959 edition:


It took most of a year to get 819's situation improved. It was decided to move the engine to a new location approximately 150 yards west of its old spot, near the front of the Reserve building. The Pine Bluff Jaycees spearheaded the drive to build a green and white steel shed at the new location, while the move and reconditioning was being coordinated by members of the Brotherhood of Railroad Trainmen and Cotton Belt employees. Several civic organizations talked of undertaking the project of restoring the engine to better condition, only to find out that such a project required technical know-how that only railmen possessed. That was when BRT stepped in and offered to assist with the engine.


"Before we're through," one of the men said "that old engine will look just like it did the day it rolled out of the shop she was built in. We hope to have her fixed where she'll be better taken care of, too."


During the move to her new location between Townsend and Oakland Parks, Engine 819 "broke loose" and coasted down an incline on her temporary track. The locomotive, after starting to coast, rammed the park's lake embankment and finally stopped against a large black oak tree. The workmen labored the next day to get the engine back on her rails and into place. Crews stated they expected to have the locomotive in her new quarters in about two more weeks.


Upon completion of Engine 819's new home in 1965, Mayor Austin Franks shared one of the two keys to the gate with long-time railfan James Norris. Norris' father had taken the locomotive out for her first run in 1943 and young James always remembered his late-father when he saw the engine. Despite being in his late 50s and in failing health, James Norris faithfully visited the locomotive every week to knock off the bird nests and occasionally replace some broken glass in the cab. He would open the gate on Sundays while he was there to let kids climb on the locomotive, ring the bell and answer their many questions.


"Every time I come out here I can see my daddy standing right on that step." Norris said "It kinda gets down in your heart."


It is uncertain when Mr. Norris' health got so bad that he could no longer continue his weekly maintenance visits to the 819, but he admitted in 1965 that his doctor had told him to stay away from the locomotive. Records indicate that Mr. Norris died in 1970 and by 1983 the "Arkansas Democrat" described the locomotive as "covered in graffiti and vandals have removed, or tried to take, whatever wasn't too heavy to carry off." Miss Arkansas of 1958, Sally Miller Perdue, from Pine Bluff complained "It had been abandoned and stripped of all its dignity. It has become the iron-horse that was put out to pasture, neglected and abused."


Ms. Perdue, whose family had a long history with the railroad, agreed to chair a sub-committee of the Chamber of Commerce's Publicity & Tourism to get the 819 rejuvenated and relocated. With a slogan of "Let's Put the Steam Back in Pine Bluff", she felt that a lot of volunteers, mainly retired Cotton Belt craftsmen and engineers, would be interested in working to restore the 819. Superintendent R. R. McClanahan of the Cotton Belt Pine Bluff Division worked hard to get the locomotive and tender transported from the park back to the shops to make those repairs.


On December 1, 1983, a force of between 50 and 100 Cotton Belt employees, most of them volunteers, assisted railfans and rail historical groups, placed Engine 819 back on Cotton Belt rails for the first time in nearly three decades and transported the engine from the park back to the site of its manufacturing 40 years earlier. Members of the newly formed Cotton Belt Rail Historical Society moved the locomotive back to the Cotton Belt shops, where it was to be restored in a bold project to show Arkansans what past gigantic locomotives looked like.


Although the ownership of the locomotive was retained by the city, the restoration of the 819 was the responsibility of "Project 819", an all-volunteer effort by two rail historical preservation groups: the Arkansas Railroad Club and the Cotton Belt Rail Historical Society. The project leased space needed at the Cotton Belt shops in Pine Bluff to complete the restoration, which was projected to take 18–24 months.


While the engine languished in the park, various parts disappeared including its bell, whistle, Cotton Belt emblems and many of the gauges. Jake Commer, President of the Cotton Belt Rail Historical Society at the time, offered a "no questions asked" policy for the return of these items and received many of the parts back, including the whistle and one of the emblems. The original bell was never located however and the one currently on the engine is from another 800 class locomotive. That bell was used for many years by the Wesley United Methodist Church in Pine Bluff before being donated to Project 819.


Led by Bill B. Bailey, the Restoration Director for "Project 819", seven separate volunteer groups worked six days a week on various sections of the locomotive and tender in hopes of getting the engine totally restored and federally certified as worthy to run on the rails again. Mr. Bailey estimated that about 20% of the volunteers had actually worked on the locomotive or went through an apprenticeship in the early 1940s when the 819 or other 800-class steam locomotives were built in the Cotton Belt Shops at Pine Bluff.


Twenty days later, on April 26, 1986, Engine 819 pulled into Fordyce on her first full-fledged trip out of Pine Bluff in 31 years. School children from Pine Bluff, Rison, Kingsland and Fordyce waved and shouted their delight at the engine. Cars of railfans followed the train's path, taking pictures.


During the summer of 1986, film crews came to Pine Bluff for the production of the movie "End of the Line". Engine 819 played a minor role along with 35 Pine Bluff residents turned-actors, many of them members of the Cotton Belt Rail Historical Society who had helped restore the steam engine. Arkansas-born actress Mary Steenburgen was the film's executive producer, who worked hard to be able to use the newly restored locomotive for the movie. On August 27, Pine Bluff residents were treated to a special premiere showing of the Orion Pictures film at the Pine Mall Cinema. Proceeds from the $5.00 tickets were given to the Cotton Belt Rail Historical Society.


For the next seven years, the locomotive traveled on numerous excursions, including a trip to the 1990 NRHS convention in St. Louis, where it stood at Union Station with Union Pacific Railroad's No. 844, Frisco No. 1522 and Norfolk & Western No. 1218. No. 819 ran its final excursion train to Tyler, Texas and return in October 1993.


Engine 819 was listed on the National Register of Historic Places in May 18, 2003.


The locomotive is partially disassembled for its mandated 15-year Federal Railroad Administration inspection. The boiler has been “ultra-sounded” and documented, with only a small area of the firebox remaining to be checked. The flue tubes were removed with plans made for their replacement. A sudden increase in material costs and various emergency repairs needed at the museum over the years have exhausted funds that were hoped to be used to complete the project. The locomotive is sat idle inside the museum, awaiting its return to steam and possible future travels although current plans only call for the restoration of the locomotive to a static display condition.


In March 2021, the Arkansas State Legislature passed an act designating the 819 the official locomotive of Arkansas with the hope that the passing of this act would encourage and provide for future funds for restoration and protection for the locomotive.


Southern Railway 4501 is a class "Ms" 2-8-2 "Mikado" type steam locomotive built in October 1911 by the Baldwin Locomotive Works of Philadelphia, Pennsylvania as the first of its wheel arrangement type to be built for the Southern Railway. In 1948, the locomotive was retired from the Southern in favor of dieselization and was sold to the shortline Kentucky and Tennessee Railway (K&T) in Stearns, Kentucky to haul coal trains.


No. 4501 worked on many different divisions of the Southern Railway system from Tennessee, Virginia, Kentucky, and Indiana. In October 1948, the Kentucky and Tennessee Railway (K&T) headquartered in Stearns, Kentucky purchased the locomotive and renumbered it as their No. 12. When the Kentucky and Tennessee Railway purchased three ALCO S-2s from the Denver & Rio Grande Western in February 1964, the locomotive, along with the K&T's other steam locomotives, were retired from revenue service. Railfan Paul H. Merriman bought the locomotive for the 4501 Corporation with $5,000 of his own money and restored it for excursion use on the Southern Railway System.


On June 6, 1964, after running to Chattanooga from the K&T, an initial restoration was done by Tennessee Valley Railroad Museum (TVRM) volunteers at the facilities of the Lucey Boiler Company in Chattanooga near the TVRM's storage facilities, which were at the time located on former Western Union Company tracks.


No. 4501 was stripped down for an extensive overhaul with the thin cab floor, the rotted ash pan, and the rusty smokebox front replaced. The dented cab roof was straightened and a radio antenna was installed. In addition, the cylinder cocks were reworked and the throttle was lapped with a new airline run to the repacked reverse gear. With the blessing of Southern Railway executives, the No. 4501 was repainted in Southern's Virginia green with gold lining instead of its original freight black livery.


After the restoration was completed in August 1966, the No. 4501 launched its first public run between Chattanooga and Richmond, Virginia. In 1969, No. 4501's tender, which could hold of coal and of water, was replaced by a larger ex-Central of Georgia (CG) tender from a maintenance of way wreck train in Georgia. The new tender holds of coal and of water.


In November 1969, during the 75th anniversary of the Southern Railway, a historic photo session, which featured three steamers, took place in Anniston, Alabama, along the Birmingham to Atlanta mainline. This event was dubbed “Steam-O-Rama”. It featured the 4501, as well as, Savannah and Atlanta 4-6-2 No. 750, which also recently returned to steam by the Railway, and London and North Eastern Railway A3 No. 4472 “Flying Scotsman”, which was in the course of its USA tour at the time.


In the 1970s, No. 4501 was run off of Southern Railway property for a series of excursion trips on the Illinois Central (IC), the Chicago and North Western (CNW), the Milwaukee Road (MILW), the Rock Island Line (RI), and the Norfolk & Western (NW). The locomotive became famous for pulling the "Old Milwaukee Special" Circus World Museum train via the CNW line between Baraboo, Wisconsin and Madison, Wisconsin and the MILW line to Milwaukee, Wisconsin in summer 1973. On March 28, 1979, No. 4501 was listed on the National Register of Historic Places.


On April 11, 1981, the locomotive suffered a cracked front flue sheet at Dalton, Georgia during an excursion trip from Atlanta, Georgia to Chattanooga. A diesel locomotive pulled the remainder of the trip and No. 4501 was towed back to the Irondale Workshop in Birmingham, Alabama for a long-term rebuild. The locomotive would not operate again until November 1984. Following the rebuild, No. 4501 received a newly-welded tender body with the water tank capacity decreased to and the tender's old Andrews pilot trucks were replaced with modern roller bearing trucks. At the same time, No. 4501 was repainted into a lighter Sylvan Green (later diesel era) scheme with dark gray smokebox, black wheel centers, unpolished rods, and no bell acorn.


In 1985, the locomotive was retired from main line excursion service and moved back to TVRM due to the steam program being expanded by Southern's successor, Norfolk Southern with larger Norfolk & Western steam locomotives, 4-8-4 J Class No. 611 and 2-6-6-4 A Class No. 1218.


On November 3, 1991, during Norfolk Southern's 25th anniversary steam program, No. 4501 returned to main line excursion service and joined Norfolk & Western No. 611 and No. 1218 to triple head a 28-car passenger excursion train from Chattanooga to Atlanta. At Ooltewah, Tennessee, No. 4501 took a few coaches for a complete round trip, turning around at Cleveland, Tennessee. Afterwards, No. 611 and No. 1218 completed the rest of the trip to Atlanta.


In 1994, Norfolk Southern announced that they would discontinue their steam program due to serious safety concerns, rising insurance costs, the expense of maintaining steam locomotives, and decreasing rail network availability due to a surge in freight traffic. No. 4501 made its last public Norfolk Southern main-line steam excursion trip from Birmingham to Columbus, Georgia on April 30, 1994. The locomotive was taken off the excursion trip at Alexander City, Alabama due to overheated bearings, and the Norfolk Southern GP59 diesel locomotive No. 4610 finished the rest of the trip. After its last excursion on the Norfolk Southern, the No. 4501 returned to the TVRM on May 25, 1994.


After Norfolk Southern ended their steam program in late 1994, No. 4501 remained at TVRM operating their excursions through North Georgia on the former Central of Georgia ’C’ line that became the Chattooga and Chickamauga Railway shortline. In 1996, the locomotive was repainted into its circa 1930s freight black livery during TVRM's 35th anniversary, until it was retired due to the expiration of its boiler ticket on September 20, 1998.


In June 2010, Norfolk Southern announced that they would run excursions with No. 4501 and 2-8-0 "Consolidation" No. 630 with their new 21st Century Steam program. In March 2011, Southern No. 630 returned to service pulling tourist trains for the TVRM and some of the first main-line excursion trips for the 21st Century Steam program. With No. 630 in operating condition, the restoration of No. 4501 began in 2012.


During the restoration of No. 4501 around 2013, the locomotive received upgrades to its trailing wheels that included the addition of roller bearings to help guide the locomotive through track curves. A replica of a Worthington SA type feedwater heater from a China Railways QJ Class 2-10-2 was built to improve the locomotive's performance. Its tender was given a mechanical stoker from Canadian National Railway No. 5288, a 4-6-2 steam locomotive that was also on display at TVRM. The Armstrong lubricators that spring-loaded the driving wheels were replenished by an automatic lubricator from the North Yorkshire Moors Railway in North Yorkshire, England. No. 4501's boiler also received attention and was recertified from its operating pressure of to , which created a slight increase in tractive effort.


On September 6, 2014, No. 4501 was steamed up for the first time since 1998 and its first public debut took place at TVRM's 2014 Railfest. The locomotive made a test run from Chattanooga to LaFayette, Georgia on the Chattooga and Chickamauga Railway line on September 25, 2014 to prepare it for the TVRM's upcoming seasonal "Summerville Steam Special" on October 4 that year.


On May 1, 2015, No. 4501 successfully completed a test-run on the Norfolk Southern mainline from TVRM to Cleveland, Tennessee and back.


On June 26, 2015, No. 4501 ran the "Radford Rambler" excursion from Bristol, Virginia to Radford, Virginia. On June 27, the locomotive pulled the "Lonesome Pine Special" excursion from Bristol, Tennessee to Bulls Gap, Tennessee, and ran the "Radford Rambler" excursion again on June 28.


On September 12 and 13, 2015, No. 4501 ran a round-trip excursion from Chattanooga to Cleveland, during TVRM's 2015 Railfest. Two weeks later, the locomotive ran the "Nancy Hanks Special" excursion from Macon, Georgia to Tennille, Georgia.


No. 4501 was also planned to run the "Piedmont Limited" excursion from Atlanta to Toccoa, Georgia on October 3 and 4, 2015. However, it was cancelled on October 1 due to Hurricane Joaquin. As a result, Norfolk Southern officially concluded their 21st Century Steam program. Despite this, the N&W J Class No. 611 locomotive, which had been restored since 2015, continued to run various excursions across the Norfolk Southern system in Virginia and North Carolina. No. 4501 remained at the TVRM to continue regular operations and became the main motive power for its annual "Summerville Steam Special" excursion from Chattanooga to Summerville, Georgia.


In September 2019, No. 4501 was dressed up as Louisville & Nashville steam locomotive J-3 class No. 1593 for the L&N Historical Society annual convention.


The Great Northern O-1 was a class of 145 2-8-2 "Mikado"-type steam locomotives built by the Baldwin Locomotive Works between 1911 and 1919 and used by the Great Northern Railway until the late 1950s.


The O-1s, along with other O Class Mikados of the Great Northern, were used system-wide to pull freight trains. As of today, only one O-1 has been preserved, No. 3059, from the second batch of O-1s. It was retired in December 1957 and is on display near the Williston depot in Williston, North Dakota.


The class featured a Belpaire firebox deep by wide; giving a grade area of . This was attached to a tapered boiler that was pressed to – even though it had been designed for – feeding steam to two cylinders, which were connected to diameter driving wheels by Walschaerts valve gear. The last five locomotives were delivered with Southern valve gear; however, these were later replaced with Walschaerts.


All 145 locomotives were built by Baldwin Locomotive Works in four batches between August 1911 and February 1919. Baldwin class 12-50--E was assigned.


Two engines were built as oil burners: 3020 and 3021.


All were assigned to haul freight trains system wide. During the 1940s, twelve (3004, 3022, 3033, 3048, 3071, 3100, 3106, 3135, 3137, 3138, 3142, 3144) were equipped with boosters, which added between of tractive effort; these were removed in the early 1950s. Between 1925 and 1944, thirteen O-1s (Nos. 3023, 3024, 3026, 3028, 3029, 3039, 3043, 3064, 3099, 3108, 3121, 3122 and 3134) were sold to the Spokane, Portland and Seattle Railway.


Two engines were retired after being involved in wrecks: 3113 in 1946, and 3128 in 1949; the latter was so badly damaged it was scrapped on site.


The remaining locomotives were retired between 1948 and 1958. The Great Northern were in no hurry to scrap them as it was as late as 1963 that the last locomotive to be scrapped was cut up.


The Spokane, Portland and Seattle Railway scrapped its O-1s between 1945 and 1950.


Only one O-1 has survived into preservation, No. 3059 of the second batch. It was built in February 1913 and retired in December 1957. On August 2, 1958, it was donated for display near the Williston Depot in Williston, North Dakota and currently resides there. It is the sole surviving Great Northern "Mikado" type steam locomotive.


Baltimore and Ohio 4500 is a 2-8-2 "USRA Light Mikado" steam locomotive built by the Baldwin Locomotive Works in Philadelphia, Pennsylvania in July 1918 for the Baltimore and Ohio Railroad (B&O) as a member of the Q-3 class.


The locomotive hauled freight for the B&O until retirement in August 1957 and was donated for display at the B&O Railroad Museum in Baltimore, Maryland. It is the sole surviving Baltimore and Ohio Mikado type steam locomotive.


The locomotive was the very first USRA locomotive built and it was constructed in. It was also finished on July 4th, 1918 and it was decked out with American Flags for the occasion. While is remained as built mechanically, it received some of B&O's distinctive cosmetic changes throughout its service life, but the locomotive retains the original tender and trailing truck. During its service life, the locomotive was in freight service primarily on the Ohio and St. Louis divisions of the railroad. In 1957, the locomotive was renumbered 300 to make room for four-digit diesel locomotives.


In August 1957, 4500, still numbered 300, was retired and in 1964, it was put on display at the B&O Railroad Museum in Baltimore, Maryland and was renumbered back to 4500, its original number. In 1990, the locomotive was designated as a National Historic Mechanical Engineering Landmark. Today, it still resides there on display.


Soo Line No. 2645 is a preserved class E-25 4-6-0 "Ten Wheeler" type steam locomotive. It was built in November 1900 by the Brooks Locomotive Works as part of the E-25 class for the Wisconsin Central as No. 247. In 1909, the Wisconsin Central leased by the Soo Line Railroad, and from there on, the locomotive was renumbered 2645. No. 2645 spent its entire career in Wisconsin. Often it was stationed in Manitowoc and, Fond du Lac. The locomotive also received a class 5 overhaul in early 1952, and it was reassigned to Neenah.


Its last revenue freight assignment occurred on October 29, 1952, and it was afterwards donated to Frame Park in Waukesha, Wisconsin, where it remained on static display until 1972. That year, it was moved to the nearby ex-Chicago and North Western station that eventually became a restaurant. On September 20, 1988, the Waukesha City Council donated No. 2645 to the Mid-Continent Railway Museum. The following year, a realignment of ex-C&NW trackage was made for a new connection on the Wisconsin Central mainline, and the Wisconsin & Calumet Railroad ordered the locomotive to be moved, so when volunteers arrived at Waukesha, they quickly prepped the locomotive for movement to North Freedom on its own wheels.


No. 2645 arrived on the property in July of 1989. During the Soo Line Historical & Technical Historical Society’s annual convention during the summer of 2004, it received a cosmetic restoration to improve its overall appearance as a static display. As of 2021, No. 2645 continues to reside at North Freedom for static display. Whether or not it will be restored for operational purposes is yet to be determined.


Southern Railway 1401 is a steam locomotive that is the sole survivor of Southern Railway's Ps-4 class. Today it is on permanent display at the Smithsonian Institution's National Museum of American History in Washington, D.C. It has a Pacific-type or 4-6-2 (Whyte notation) wheel arrangement and was built in 1926 by the American Locomotive Company (ALCO) at their Richmond works.


Today Southern Railway 1401 is one of the exhibits in the Smithsonian Institution's National Museum of American History in Washington, D.C. Southern cosmetically restored the locomotive just before sending it for display at the Smithsonian, and it was probably stored serviceable when it was retired from active service, but it has not operated in more than half a century. When Graham Claytor was a Southern executive in the mid-1960s, he attempted to lease 1401 from the Smithsonian for operational use in Southern's steam excursion program. The Smithsonian refused, and Claytor leased Southern Railway No. 4501 (originally a freight locomotive with a 2-8-2 wheel arrangement) and painted it in the green, gold, and silver scheme instituted for the Ps-4s.


In 2012, the locomotive made an appearance in an episode of "Parks and Recreation". Andy (Chris Pratt) mistakes it for Sierra #3, the locomotive seen in "Back to the Future Part III", and attempts to climb on it.


Sierra Railway No. 3, often called the "Movie Star locomotive", is a 19th-century steam locomotive owned by the State of California and preserved at Railtown 1897 State Historic Park in Jamestown, California. Former Transportation History curator at the Smithsonian Institution William L. Withhuhn described the locomotive's historical and cultural significance:


Sierra Railway No. 3 has appeared in more motion pictures, documentaries, and television productions than any other locomotive. It is undisputedly the image of the archetypal steam locomotive that propelled the USA from the 19th century into the 20th.


Built in 1891, the locomotive returned to operation in July 2010 after a fourteen-year absence from service and a three-year-long overhaul, requiring the replacement of its original boiler.


The locomotive, a 4-6-0 ten-wheeler, was built by the Rogers Locomotive and Machine Works of Paterson, New Jersey. Construction of the locomotive was completed on March 26, 1891, and it was given Rogers construction number 4493. It has cylinders, driving wheels and weighs in working order. It was built for the Prescott & Arizona Central Railway (P&AC) as their locomotive #3 and named "W.N. Kelley" after the company's treasurer.


The P&AC went bankrupt in 1893 and its owner, Thomas S. Bullock, relocated to California bringing much of his railroad equipment, including the No. 3. He then entered into a partnership with Prince André Poniatowski and William H. Crocker, and together in 1897 they incorporated the Sierra Railway Company of California to connect Oakdale, California with the timber producing regions of Tuolumne County and Calaveras County.


The locomotive became Sierra No. 3 (dropping the "W. N. Kelley" name) and played a key role of the construction of the railroad to Jamestown, California in 1897, Sonora, California in 1899 and Tuolumne, California in 1900. It was the primary locomotive pulling freight trains on the railroad until 1906, when the Sierra Railway purchased a new Baldwin Locomotive Works 2-8-0 locomotive. It played a significant role in logging, mining and dam building operations in the Sierra foothills.


Originally built to burn coal, the locomotive was converted to burn oil sometime between 1900 and 1902.


Sierra No. 3 was involved in several wrecks. In February 1898, a switch mishap killed conductor William G. Bailey. In September 1899, its tender derailed while backing up on a trestle, causing it to collapse. The locomotive turned on its side in 1918 just above Sonora, destroying its original wooden cab, which was replaced with a second-hand steel Southern Pacific Railroad cab in February 1919. Two years later, Sierra No. 3 made her first known Hollywood film appearance, in a silent film "The Terror" starring Tom Mix.


During the Great Depression, the Sierra Railway went into bankruptcy, and was reorganized as the Sierra Railroad Company in 1937. Sierra No. 3 was taken out of service in 1932, and sat on a siding in the Jamestown yard for 15 years. It managed to avoid being scrapped during World War II, and again received attention from Hollywood in 1946, when David O. Selznick, the producer of "Duel in the Sun" being filmed on the Sierra Railroad, proposed to destroy her in a train wreck scene for the movie. The Sierra Railroad's Master Mechanic Bill Tremewan persuaded the railroad ownership not to consider a notion so "ridiculous", and instead shop crews restored the locomotive to operation for potential charter and movie service.


Inspection of the boiler proved it was in serviceable condition, however the resulting work required a reduction of the Maximum Allowable Working Pressure from . The rebuild was completed in 1948, and the locomotive officially returned to service heading a Railway and Locomotive Historical Society sponsored excursion train on May 30. Over the next half-century, Sierra No. 3 pulled tourist excursion trains and appeared in dozens of films, TV shows, and commercials. Among them were "High Noon" in 1952, for which Gary Cooper won the Academy Award for Best Actor, and "Unforgiven", starring and directed by Clint Eastwood, which won the Academy Award for Best Picture for 1992.


The locomotive was often redecorated for various movie and television appearances, one of its most famous roles being the "Hooterville Cannonball" from the mid-1960s series "Petticoat Junction". False smokestacks were also often installed to alter the appearance of the locomotive.


In 1979, Crocker and Associates announced their intention to sell their interest in the railroad to Silverfoot, Inc. based in Chicago, but the deal did not include the locomotive facilities in Jamestown. The complex, including Sierra No. 3, was acquired by the State of California as a result of legislation passed in April 1981, and signed by Governor Jerry Brown. The acquisition was completed on September 15, 1982, and since then, the locomotive has been the property of the State of California. In May of 1991, No. 3 paid a visit to Sacramento to take part in "Railfair '91", an even that celebrated the tenth anniversary of the grand opening of the California State Railroad Museum.


In 1995, the Federal Railroad Administration issued new safety standards for steam locomotive boilers. In order to comply with these revised regulations, Sierra No. 3 was removed from service until a complete evaluation of the locomotive's condition could be made.


Preliminary repairs were completed in 2000–2001 with deferred maintenance funding from the State of California. This included dismantling the locomotive. The project progressed very slowly until 2007, when a major fundraising campaign began. At that time, the budget for the project was estimated at US$600,000, based on the assumption that the existing boiler could be saved.


In a fundraising appeal, Clint Eastwood described Sierra No. 3 as "like a treasured old friend." Eastwood had ridden the locomotive early in his career on the TV series "Rawhide", and later used the locomotive in his own movie productions "Pale Rider" and "Unforgiven". Eastwood wrote, "Sierra No. 3 resides at Railtown 1897 State Historic Park. It is housed in the original roundhouse which is still in use. Together these two assets provide a rare opportunity to experience history just as it was 109 years ago." Funding for the renovation project was provided by the California Cultural and Historical Endowment, the Irving J. Symons Foundation, the Sonora Area Foundation, the California State Parks Foundation, the Teichert Foundation, DuPont and many individual donors.


The rebuild included boring out the cylinders and turning the drive wheel tires on a lathe.


The current configuration of the locomotive represents her appearance during the year 1929, when the movie "The Virginian" was filmed and provided the first known evidence of the presence of "3-spot's" steel cab. Final cost of the rebuild was US$1.6 million, and the locomotive officially returned to service on July 3, 2010.


Sierra No. 3 has appeared in many movies.


According to Railtown 1897, these include the following:


Sierra No. 3 has also appeared in many television shows. According to Railtown 1897, these include the following:


The Pere Marquette 1223 is a steam locomotive on permanent display in Grand Haven, Michigan. She is one of two surviving Pere Marquette 2-8-4 "Berkshire" type locomotives, along with sister engine No. 1225, which is in operating condition.


Built in 1941 by the Lima Locomotive Works for $90,000 ($1.6 million in 2019 dollars), 1223 hauled freight between Toledo and Chicago in the years immediately before and after World War II. When Pere Marquette was absorbed by the Chesapeake and Ohio Railway, 1223 was assigned number 2657 but never had the new number applied. The locomotive was not paid off at the time and the merger agreement stated that equipment still under trust was to remain in Pere Marquette livery. 1223 was retired from service in 1951.


After retirement, 1223 was moved to New Buffalo, Michigan to be scrapped. However she was repainted and moved in 1960 for display at the state fairgrounds in Detroit. The money for that was provided by the donations collected by school children around the Detroit Area. In 1980, Michigan state fair officials wanted to expand the grandstands but 1223 stood in the way. The city of Grand Haven won the bidding process. With the help of the Michigan National Guard as well as Grand Trunk Western and Chessie System railroads, 1223 was moved to Grand Haven on September 1, 1981.


The 1223 was cosmetically restored in 1982. Considering the number of years that it has stood out in the elements, it would be an expensive and time-consuming project to restore it to operation. Such a restoration is unlikely since sister locomotive #1225 has been restored to operating condition. During 1225's restoration, no parts from 1223 were used, due to the objections of the Michigan Railroad Club, then unofficial custodians of the engine. However, the MSU Railroad Club did hold some successful fundraising events at the 1223 during the State Fair. That money was used in the restoration of the 1225.


1223 was added to the National Register of Historic Places on December 7, 2000.


On February 28th, 2020, 1223 and the rest of the display was vandalized, with the locomotive being spray-painted several times and a caboose door kicked in.


The Eureka is a privately owned steam locomotive in Las Vegas, Nevada. It is one of three preserved Baldwin Class 8/18 C locomotives in the United States, of which it is the only operable example. It is listed on the United States National Register of Historic Places.


The locomotive was built by Baldwin Locomotive Works of Philadelphia, Pennsylvania in 1875 for the Eureka & Palisade Railroad in Nevada, which was built to transport passengers and goods from the mining town of Eureka to connect with the Central Pacific Railroad in Palisade. The engine served on this railroad until 1896, when it was sold to the Sierra Nevada Wood and Lumber Company. It operated on the Sierra Nevada Wood and Lumber until 1938 when the company dissolved and the engine was sold to a scrap dealer.


A year later, the engine was discovered by Las Vegas attorney Dan Markoff, who then purchased the engine and restored it to operating condition with the help of his father. The restored "Eureka" debuted at Railfair '91 at the California State Railroad Museum. It was then operated on U.S. Gypsum's private tracks in Plaster City, California, in 1993. The locomotive was listed as a structure on the National Register of Historic Places on January 12, 1995 and was the first transportation listing in Las Vegas.


In 1997, "Eureka" was transported to Chama, New Mexico, for a series of operational excursions over the Cumbres and Toltec Scenic Railroad in late June. The engine continues to make appearances at various narrow gauge tourist railroads during special events, such as the Cumbres and Toltec, Durango and Silverton Narrow Gauge Railroad, the Nevada State Railroad Museum, and the Nevada Southern Railroad Museum among others. When the engine is not participating in such events, it is kept stored in Markoff's specially constructed shed, which is not open to the public. Dan Markoff is rather cautious as to how often the engine operates, and does not intend to have the engine operating regularly as the engine still retains its original boiler and several other components.


LNER Class A4 4496 Dwight D Eisenhower


60008 "Dwight D Eisenhower" is an LNER Class A4 steam locomotive named after Dwight D. Eisenhower, the United States General of the Army.


Built for the London & North Eastern Railway in 1937, this locomotive was originally numbered 4496 and named Golden Shuttle. It was renamed "Dwight D. Eisenhower" after World War II and renumbered 8 on 23 November 1946, under Edward Thompson's LNER 1946 renumbering scheme. After nationalisation in 1948, British Railways renumbered it 60008 on 29 October 1948. It was retired from service in 1963 and was moved to the National Railroad Museum in Ashwaubenon, a suburb of Green Bay, Wisconsin, United States, where it is currently on display. It returned to England in 2012 for display at the National Railway Museum in York, when all surviving A4s were reunited. It returned to Green Bay in 2014.


Like the other members of the A4 class, "Dwight D. Eisenhower" has carried numerous liveries during its career. When first introduced into traffic on 4 September 1937, locomotive 4496 was named "Golden Shuttle" and painted in LNER garter blue with stainless steel trim on the base of the valances and tender. The numbers and LNER lettering on the tender were also stainless steel. This livery design was also used on the A4s that were named after countries, on the "Coronation" service in order to match with the rolling stock.


4496's next livery was wartime black with 'LNER' on the tender, applied 30 January 1942. This livery was modified to read just 'NE' on the tender in a repaint on 12 March 1943. LNER garter blue was reapplied 25 September 1945 and the name "Dwight D. Eisenhower" applied, but the name was covered until February 1946. The next livery applied was British Railways dark blue livery with black and white lining on 14 June 1950. The final livery applied was British Railways Brunswick green, applied 9 November 1951.


"Dwight D. Eisenhower" had a non-standard red background to the nameplate c. 1958. During its time allocated to Grantham motive power depot, the name of the depot was stencilled on the buffer beam.


Like all the early A4 locomotives prior to "Mallard", "Golden Shuttle" was released to service with a single chimney and side valances covering the wheels. The valances were removed to aid in maintenance during a general overhaul on 30 January 1942. Experimental Automatic Train Control equipment was fitted on 23 June 1950. A double chimney and Kylchap double blastpipe was installed to help performance, during an overhaul 20 August 1958. A Smith-Stone type speed indicator was installed 30 June 1960.


"Dwight D. Eisenhower" has had eleven boilers during its career: 8959 (from new); 8945 (from 4482 "Golden Eagle"), 30 January 1942; 8906 (spare) from 23 November 1946; 8955 (from 60026 "Miles Beevor"), 14 June 1950; 29314 (new), 9 November 1951; 29303 (from 60030 "Guillemot") 18 June 1954; 29296 (from 60033 "Seagull"), 8 July 1955; 29308 (from 60032 "Golden Fleece"), 20 December 1956; 29312 (from 60010 "Dominion of Canada"), 20 August 1958; 27964 (new), 30 June 1960 and finally 29335 (from 60019 "Bittern"), 17 May 1962.


"Dwight D. Eisenhower" had two tenders during its career: 5651 from new and 5671 from 1 April 1957.


Locomotive 4496 was to have been named "Sparrow Hawk", but was instead named "Golden Shuttle". "Sparrow Hawk" was later used on 4463. 25 September 1945 locomotive 4496 was ex-works and the next day was at Marylebone station for the directors of the LNER to view it. The nameplates were covered and it was intended that the Supreme Commander, Allied Forces would attend an official unveiling, but this could not be arranged.


From new, "Golden Shuttle" was allocated to Doncaster shed for just nine days from 20 to 29 September 1937. It was transferred to Kings Cross Top Shed until 4 December 1939, when it was reallocated to Grantham. On 4 June 1950, "Dwight D. Eisenhower" was reallocated back to Top Shed. On 7 April 1957, it moved back to Grantham until it was sent back to 'Top Shed' on 15 September 1957. Its final depot allocation was New England shed in Peterborough from 16 June 1963.


On 4 October 1962, "Dwight D. Eisenhower" hauled a special train from Stratford station in East London to York, after being specially cleaned by Kings Cross Top Shed staff. It was withdrawn from service on 20 July 1963. By this time, the Deltic diesel electric locomotives had displaced steam from premier services, so the A4 fleet was reduced and concentrated further north. "Dwight D. Eisenhower" was donated to the United States of America and sent to Doncaster Works for restoration.


Earmarked for the National Railroad Museum in Ashwaubenon, a suburb of Green Bay, Wisconsin, the locomotive was cosmetically restored at Doncaster Works on 19 July 1963. The following spring, it was shipped to the US, arriving in New York Harbor on 11 May 1964. Shipped by rail, it arrived at the museum later that month. In October 1990, it was moved to Abilene, Kansas for the celebrations of the centenary of Eisenhower's birth. The move both ways was done as a special train at slow speed, since the locomotive and two cars from the command train used the British vacuum braking system, which was incompatible with the American air-braked trains.


The locomotive is displayed with two British passenger carriages, once used as part of Eisenhower's Command Train. These have been restored to the condition they were in when used by Eisenhower.


In mid-August 2012, 60008 left its base in the Green Bay area and travelled to Halifax, Nova Scotia, where it met with 60010 arriving by rail in late September. On 3 October 2012, 60008 and 60010 arrived back in the UK at the Port of Liverpool. On 4 October 2012, 60008 began its journey to the National Railway Museum Shildon, arriving that evening. The locomotive moved to York soon after for its cosmetic restoration.


The loco's cosmetic restoration was completed in February 2013 and the loco was then put on display in the Great Hall at the National Railway Museum in York, next to sister engine 4468 Mallard. 60008 and 4468 were later to meet up with the other four members of the class in a 2-week event at York from 3 July, called 'The Great Gathering', 75 years to the day that Mallard set the World Speed Steam record. Both 60008 and 60010 appeared at Barrow Hill Engine Shed along with "Bittern" (60019), as part of the 'East Coast Giants' event over the weekend of 8/9 February 2014.


In August 2013, the move of the two North American-based A4s back to the UK was the subject of an episode of the television series "Monster Moves".


In 2012 Bachmann released a model of 60008 to celebrate its return to the UK and in 2013 Hornby also released a limited edition model of 60008 along with the other 5 surviving A4s. In 2015, Hornby also released a model of it in its original garter blue livery and name, "Golden Shuttle".


Southern Pacific 745 is Mikado-type steam locomotive that was fabricated at the Southern Pacific Railroad's Algiers Shops at Algiers Point directly across the Mississippi River from New Orleans. With a 2-8-2 wheel configuration, 745 was built as a freight engine for the Southern Pacific Railroad Company. The locomotive returned to service in 2004 after a restoration period and is now housed on a short spur line in suburban Jefferson Parish. It is currently the only operating steam locomotive in Louisiana.


SP 745 is regarded as a classic among steam locomotives and is on the U.S. National Register of Historic Places.


Although the Algiers Shops' primary function was the repair and service of locomotives, the demands of World War I caused the Shop to begin limited construction of locomotives. Among these


were the Southern Pacific Class MK5 Mikado-type locomotives numbered 739 to 750. Of the twelve locomotive, 745 is only known to have survived.


SP 745 transported primarily freight (owing to its relatively slow speed capabilities) throughout Louisiana and Texas during its tenure from 1921 until 1956. However, the


locomotive was also used to transport soldiers during World War II. Although it was always painted "Southern Pacific" or "Southern Pacific Lines", it actually worked for SP subsidiaries. The state of Texas had a law that required railroads operating in the state to be based there. SP owned the Galveston, Harrisburg, & San Antonio, and sent 745 to work for it. Later 745 worked for another Texas-based, SP-owned line, the Texas and New Orleans Railroad . In these roles 745 operated mostly between east Texas and the east end of the SP system in New Orleans.


In 1956, the locomotive completed its final journey by its own steam when it retired to Audubon Park in Uptown New Orleans, where it remained until 1984.


After Southern Pacific retired 745 in 1956, it was donated and placed on display in Audubon Park in New Orleans. It remained there until 1984, when it was removed to make room for expansion of the Audubon Zoo. Ownership was transferred to the Old Kenner Railroad Association (OKRA). After OKRA disbanded, Louisiana Railway Heritage Trust assumed ownership. The locomotive is currently leased to the Louisiana Steam Train Association (LASTA). In 2001, they had obtained enough donations and grants to begin a several year restoration project with volunteers and professional crews.


In December 2004, SP 745 conducted its first main-line operations in forty-eight years, running to Reserve, LA and back over the Kansas City Southern Railway with William H. Johnson, engineer and David Bartee, fireman, as engine crew. Since then SP 745 has visited many areas around the state of Louisiana and southwest Mississippi as well as Kansas City, Missouri. Each year during Gretna Fest, 745 finds itself only a few miles from its birthplace on the old SP line.


SP 745 has been used in several films, including two major motion picture, the Brad Pitt / Cate Blanchett movie "The Curious Case of Benjamin Button", for which it was painted to look like a Southern Railway locomotive, and "Jonah Hex", where it took on characteristics of a much older locomotive.


Pictures of SP 745 are available by its road number on Railpictures.net.


745 was also used in the movie Jonah Hex (film), dolled up with a fake 19th century smokestack and headlamp.


Cumbres and Toltec Scenic Railroad (Denver and Rio Grande Western) No. 463 is a 3-foot narrow-gauge class "K-27" "Mikado" type steam railway locomotive built for the Denver and Rio Grande Railroad (D&RG) by the Baldwin Locomotive Works in 1903. It is one of two remaining locomotives of D&RGW class K-27, the other one being No. 464 at the Huckleberry Railroad in Genesee Township, Michigan. The class eventually became known by the nickname "Mudhens". Today, No. 463 is operational on the Cumbres and Toltec Scenic Railroad between Chama, New Mexico and Antonito, Colorado.


No. 463 was sold to cowboy actor and singer Gene Autry in May 1955. Autry never used the engine and donated it to the town of Antonito, Colorado. It was restored by and entered into service on the Cumbres and Toltec Scenic Railroad in 1994. It was taken out of service with a broken side rod in 2002. In 2009, it was moved to the railroad's shop at Chama, New Mexico where a major rebuild was taken until completion in Spring 2013. On May 20, 2013, the restored locomotive made its inaugural run on the C&TSRR.


No. 463 was added to the National Register of Historic Places in 1975 as Engine No. 463.


The D&RGW engine No. 463 appeared in season 1, episode 38 of Gunsmoke on August 18, 1956 as Atchison, Topeka and Santa Fe Railway No. 463. The episode was entitled "Unmarked Grave". It also appeared at the beginning of an episode of Dick Powell's Zane Grey Theater which originally aired on December 7, 1956. Season 1, Episode 10 was titled "Return to Nowhere". In 2014, Engine 463 made a small appearance as D&RGW No. 463 in the movie A Million Ways to Die in the West. It also appeared in the 2018 movie "Hostiles". It also appeared in The March 14, 1959 episode of "Wanted Dead or Alive" called "Railroaded". The engine was not credited.


Chicago, Rock Island & Pacific 886 is a 4-6-2 Pacific type steam locomotive built in 1910 by the American Locomotive Company for the Rock Island Railroad.


The locomotive's real number is 887. It was renumbered 886 in July 1955 when donated for display. The real 886 was already scrapped when the city of Peoria asked the Rock Island to donate the 886 for display since it was the last steam locomotive to operate out of Peoria. What happened in the end was that the Rock Island offered 887, an identical model to the 886, to be renumbered 886 for display and the city accepted.


The locomotive can currently be seen on display at the Wheels O' Time Museum in Dunlap, Illinois.


Although there are seven other surviving Santa Fe 2-8-0s, No. 769 is the sole survivor of its particular class, and it was the first locomotive of said class.


No. 769 is the last locomotive built by the Richmond Locomotive Works before 1901 that's preserved in the United States. The only other pre-1901 Richmond survivor is 4-6-0 No. 293 in Saint Petersburg, Russia.


Pennsylvania Railroad 4483 is a member of the largest class of I1 2-10-0 "Decapod" type steam locomotives operated by the PRR, being among the 475 built by Baldwin and one of 598 built for the railroad. It hauled heavy coal trains until its retirement in 1957. It is the only surviving I1 Decapod.


The locomotive was built in May 1923 and was assigned to drag freight service. It was converted to an I1sa in February 1931, increasing its tractive effort and was assigned to the Eastern Region, Susquehanna Division and Northern Region. On November 1, 1944, 4483 was reassigned to the Eastern Region, Central PA Division and Williamsport Division when it was equipped with Cab Signal, Whistle and Acknowledger. In the early 1950s, it was again reassigned to the PRR Ebeenezer, New York yards, often seen hauling coal drags up the Elmria Branch to the coal unloading docks in Sodus Bay on Lake Ontario, New York. On August 7, 1957, 4483 was retired from the PRR and was one of the last "I1sa"s to operate.


On the same day, PRR Chief of Motive Power, Hal T. Cover, after retiring the 4483, gave instructions to "Hold as Relic.". As such, the 4483 was saved from being scrapped and was moved to the roundhouse in Northumberland, Pennsylvania in 1959 along with other PRR steam locomotive held for preservation. In 1963, the PRR sold the engine to the Westinghouse Air Brake Company (WABCO) to display on the front lawn of their headquarters in Wilmerding, Pennsylvania, with the PRR business car the "Ohio". By 1982, after the company had grown tired of the locomotive on its front lawn, the Western New York Railway Historical Society acquired #4483 and moved the engine to Hamburg, NY, where it resides today, receiving occasional maintenance.


The Milwaukee Road S3 Class was a class of 10 4-8-4 "Northern" type steam locomotives built by the American Locomotive Company in 1944 and operated by the Milwaukee Road until the mid 1950s. The locomotives saw service in pulling freight and passenger trains throughout the Milwaukee Road.


Today, two S3s survive, No. 261 is in operating condition and No. 265 is on display in Union, Illinois.


The Milwaukee Road had acquired its first four-unit EMD FT diesel set in October 1941. It had managed to get a second in July 1943, but when it wanted more in 1944, it was only allocated six by the War Production Board. Instead, it was allocated ten Alco 4-8-4 locomotives. These were delivered in July and September 1944, and were classified as class S3 by the Milwaukee Road.


Alco had drafted a compromise design, as the WPB has placed a moratorium on creating completely new designs. It was based on the frame of the Chicago, Rock Island and Pacific Railroad class R67B, mated to the boiler of the Delaware and Hudson Railway class K. The tender was a water-bottom type with a pair of six-wheel trucks.


The of coal-burning grate supplied heat the boiler which was pressed to . This supplied steam to the cylinders which had a bore of and a stroke of . They were connected to the diameter driving wheels by Walschaerts valve gear.


While they were smaller than the Milwaukee's earlier class S2, they were comparable to road's first class of 4-8-4, the class S1.


All ten were built by Alco's Schenectady plant in July (7) and September 1944 (3). Alco assigned order number S-1928 and serial numbers 71973 through 71982.


Initially they were used as freight locomotives, and only used on lines east of the electrified zone, being allocated to the Dubuque and Illinois Division. As a consequence of the Korean War, additional locomotives were needed on the Idaho Division, so four locomotives (262, 263, 267 and 269) were converted to oil firing and sent west to work passenger and freight trains in the gap between the two electrified zones.


By March 1954, No. 260 had been transferred to the La Crosse and River Division, and 261 was on the Milwaukee Division; the other four coal-burners were still on the D&I Division, and the four oil-burners on the Idaho Division.


By December 1954, however, the Milwaukee was effectively dieselised. As the equipment trusts on the ten locomotives had yet to expire, they could not be scrapped or sold, so they were placed into storage – the Idaho four going to Tacoma.


The Chesapeake and Ohio H-8 was a class of 60 2-6-6-6 steam locomotives built by the Lima Locomotive works in Lima, Ohio between 1941 and 1948 and operated until the mid 1950s. The locomotives were among the most powerful steam locomotives ever built and hauled fast and heavy freight trains for the railroad and two have been preserved, Nos. 1601 and 1604.


No. 1642 suffered a crown sheet failure and subsequent boiler explosion at Hinton, WV in June, 1953. The crew did not survive the blast.


Meadow River Lumber Company No. 1 is a Shay locomotive at Steamtown National Historic Site, in Scranton, Pennsylvania. This 2-truck Shay was built by Lima Locomotive Works in 1910. This type of locomotive was used primarily by lumber and mining companies. Some were used by other industries and on short lines. This is one of 77 Shay locomotives preserved in the United States.


In 1907, John and T.W. Raines began construction on a lumber mill in Greenbrier County, West Virginia, under the name of the Meadow River Lumber Company. The location had no access to a railway so the Sewell Valley Railroad was incorporated. Twenty miles of track was laid between the Chesapeake and Ohio Railroad at Meadow Creek to the site of the mill. The mill opened in September 1910 and this locomotive was purchased by the new railroad. It was called Sewell Valley Railroad No. 1.


With a capacity of cutting of lumber per day, the Meadow River Lumber Company became the world's largest hardwood manufacturer. At first the railroad was operated separately from its parent company. However, changes in the tax code lead the two to merge therefore, "Meadow River Lumber Company No. 1, spent her entire career as the property of this single lumber enterprise [sic] even though she operated there under two different names."


While at Steamtown, U.S.A. in Bellows Falls, Vermont, the locomotive endured extensive damage when the building it was stored in collapsed under heavy snow in February 1982. The Shay's wooden cab was destroyed. By then it was already missing "its sand dome, its headlight, its front number plate, its bell and bell hanger, whistle, and other components". Canadian Pacific Railway No. 1293 was also damaged in the roof collapse.


It was determined that it would remain at the National Historic Site as it was the only Shay and the only geared locomotive in the collection.


Texas and Pacific 610 is a class "I-1a" 2-10-4 "Texas" type steam locomotive that was originally operated by the Texas and Pacific Railway (T&P). It served the T&P from 1927 to 1951 before being donated to the city of Fort Worth. It was briefly used for the American Freedom Train in the mid-1970s, and subsequently for the Southern Railway steam program. Since 1982, No. 610 has remained on static display at the Texas State Railroad's "Hall of Giants" in Palestine.


Built in June 1927 by the Lima Locomotive Works, No. 610 and it's class, the I-1s, were the first authentic 2-10-4s ever constructed. No. 610 was a major work-horse for the Texas and Pacific. By the early 1950s, the T&P had scrapped all of their "Texas" type locomotives, except Nos. 610 and 638, with No. 610 being donated to the Fort Worth Fat Stock Show in 1951 and the locomotive sat on display at the Will Rogers Memorial Center. Sister engine No. 638 also survived for a brief time as a display piece in the city of Dallas, but was scrapped after only two years due to becoming a safety hazard after being vandalized, and it was subsequently replaced with New York Central 4-8-2 "Mohawk" No. 3001.


From 1982 it was on display by the Trinity Valley Railfans on GSA property located on James Avenue in Fort Worth. Due to GSA downsizing the property and need to hand off the portion the display was at to the City of Fort Worth, Texas, No. 610 was moved to the Texas State Railroad.


The locomotive is now on static display at the Texas State Railroad in Palestine, Texas side by side with Atchison, Topeka and Santa Fe 4-6-2 No. 1316. There, the locomotive would often be pulled out of the engine shed using their smaller locomotives, including 2-8-2 No. 30, 2-8-0 No. 28, and 4-6-0 No. 316, and it would then be pushed back inside by the end of the day.


No. 610 is the only surviving example of a T&P "Texas" type locomotive and the largest non-articulated steam locomotive preserved built by the Lima Locomotive Works. The only other surviving T&P steam locomotives are 4-6-0 No. 316, which is also preserved at the Texas State Railroad, and Ex-Fort Worth and Denver 2-8-2 No. 400, which is preserved in Marshall, Texas.


The locomotive is listed on the National Register of Historic Places.


The Atlantic Coast Line P-5-A was a class of 70 4-6-2 USRA Light Pacific steam locomotives built by the Richmond Locomotive Works and the Brooks Locomotive Works in between 1919 and 1920 for the Atlantic Coast Line Railroad and operated by the railroad until the early 1950s.


The locomotives were built to haul passengers on the ACL mainline, pulling trains such as the "Florida Special" and the "Palmetto Limited". By the early 1950s, all have been retired and only 1504 survives today.


The locomotives pulled passenger trains 10 to 12 cars long, including the "Miamian", the "Florida Special", "Palmetto Limited", the "Southland", the "South Wind" and the "Dixie Flyer". By the late 1940s, the railroad had dieselised its passenger trains and they were assigned to fast freight service, of which they were successful in doing so. However, they couldn't pull passenger trains exceeding 14 cars without double-heading, as such, they were replaced in heavier passenger service by the R-1 class of Northerns.


Only one P-5-A has been preserved, No. 1504. It was chosen for preservation by ACL president Champion Davis and the Head of ACL's Mechanical Department, John W. Hawthornethe. In 1960, after some years in storage, the locomotive was given a thorough mechanical overhaul and then placed on display in front of the then new ACL General Office Building in Jacksonville. It was cosmetically restored and put on display at the Prime F. Osborn III Convention Center, where it currently resides. It is the only surviving original USRA Light Pacific steam locomotive and is in almost original condition.


Pennsylvania Railroad No. 1223 is a class "D16sb" 4-4-0 "American" type steam locomotive built in November 1905 for the Pennsylvania Railroad by their own Altoona Works for passenger service. After being retired from active service in 1950, the locomotive ran excursion trains on the Strasburg Rail Road outside of Strasburg, Pennsylvania from 1965 to 1989 when it was removed from service requiring firebox repairs. Currently, the locomotive is on static display at the Railroad Museum of Pennsylvania outside of Strasburg. It was listed on the National Register of Historic Places in 1979. No. 1223 is the only surviving example of the Pennsylvania Railroad's D16sb class.


The engine made its first film appearance in the 1941 film "Broadway Limited", it was also used in the film "Hello, Dolly" in 1969.


Tennessee Valley Railroad No. 610 is a coal-burning 2-8-0 "Consolidation" type steam locomotive built by the Baldwin-Lima-Hamilton Corporation for the U.S. Army in March 1952. It is one of the last steam locomotives built for service in the United States and the last new steam locomotive acquired by the U.S. Army. As of 2021, No. 610 is out of service awaiting a major overhaul and whether or not it will run again is still yet to be determined.


No. 610 was one of eight steam locomotives for use on the Army railroad and was used to train soldiers in railroad operation in maintenance. It also was used for transport on the 31 mile long Fort Eustis Military Railroad to an interchange with the U.S. railroad at a junction in at Lee Hall, Virginia.


When the Fort Eustis Military Railroad decommissioned steam operations in 1972, No. 610 was obtained by the Wiregrass Heritage Chapter of the National Railway Historical Society in Dothan, Alabama. In 1978, it was donated to the Tennessee Valley Railroad Museum. Following its 1990 restoration, which noticeably changed its cosmetic appearance, it was allowed by the Norfolk Southern to operate on their trackage as part of their steam program. No. 610 served as pulling power on the TVRM's excursions until it was taken out of service for its Federal Railroad Administration (FRA) mandated 1,472-day inspection in December 2010.


As of 2021, following the completion of the restoration of Southern Railway 630 in 2011 and Southern Railway 4501 in 2014, No. 610 was moved to the facilities' Soule Shops, where it currently awaits a major overhaul, although the restoration progress has currently been put on hold until further notice.


Over the years No. 610 has been in several movies.


While it was still liveried as TSRR No. 500, No. 1316 was featured as one of the locomotives that pulled a passenger train in the 1986 comedy Western film "Uphill All the Way", which starred Roy Clark, Mel Tillis, and Burl Ives, and it was directed by Frank Q. Dobbs.


Pennsylvania Railroad 6755 is a 4-8-2 "Mountain" type steam locomotive built in 1930 for the Pennsylvania Railroad by the railroad's own Altoona Works as a member of the M1b locomotive class for mainline freight service. Retired from commercial service in 1957, the locomotive was preserved by the Pennsylvania Railroad and was placed on display at the Railroad Museum of Pennsylvania in Strasburg, Pennsylvania. The 6755 is the only M1 class locomotive to have survived into preservation.


The 6755 was built by the Altoona Works in 1930. The 6755 was a class M1a and was used predominantly in freight service, though it would occasionally be used for passenger trains. In 1953, the locomotive went back to the Altoona Works and was rebuilt into a class M1b. The locomotive continued to be used for freight service until January 1957 when it was retired from the roster.


Today, the 6755 is on static display at the Railroad Museum of Pennsylvania in Strasburg, Pennsylvania. The 6755 has since been deteriorating at a rapid pace, with its boiler jackets removed in the early 2000s. Prolonged exposure to the elements has wreaked havock on major parts of the locomotive, causing structural rust. The 6755 is one of the locomotives the museum plans to place inside the roundhouse currently under construction as of March 2014.


NYC 3001- This is the New York Central Railroad's version of the M1 that survives. Just like the 6755, the 3001 was a dual service locomotive.


Southern Railway 630 is a class "Ks-1" 2-8-0 "Consolidation" type steam locomotive built in February 1904 by the Richmond Works of the American Locomotive Company (ALCO) for the Southern Railway as a member of the Ks-1 "Consolidation" class. It is currently owned and operated by the Tennessee Valley Railroad Museum (TVRM) in Chattanooga, Tennessee where it resides today for use on excursion trains.


Originally built as one of thirty-two "K" class locomotives by the Richmond Works of the American Locomotive Company (ALCO), No. 630 was standardized with wheels and rated at of tractive effort. When constructed new in 1904, No. 630 was originally equipped with Stephenson valve gear, sliding valves, and a saturated boiler. In 1911, the locomotive was later upgraded with Southern valve gear, piston valves, and the boiler was equipped with superheaters. With these new upgrades added, No. 630 was reclassified as a "Ks" locomotive. It had more upgrades added such as new cylinders and valve assemblies, which allow the locomotive to develop of tractive effort and reclassified again as a "Ks-1" type.


No. 630 was first put into local and branch line service in Knoxville, Tennessee by Southern Railway before it was moved to Asheville, North Carolina to run on the Murphy and Lake Toxaway branch lines until it was retired from revenue freight service in August 1952.


Following retirement by Southern, No. 630 and classmate No. 722 were both sold to the East Tennessee and Western North Carolina Railroad (ET&WNC) in November 1952 and renumbered as No. 207 and No. 208, respectively. Originally, the ET&WNC offered Ks-1s No. 685 (Baldwin, 1904) and No. 835 (Baldwin, 1906), but chose the formers instead due to the latters being stored outside in very poor condition.


After ET&WNC's purchasement, Southern cut down the size of the two Ks-1 locomotives' tender coal bunker to make sure that it would be easier for the engineer to get a better view during numerous switching moves and reverse operation.


In late 1967, No. 207 (No. 630) and No. 208 (No. 722) were both traded back to the Southern Railway for use in their steam excursion program in return for a pair of former Central of Georgia ALCO RS-3s. Receiving their old numbers again, No. 630 had been given minor repairs and began excursion service in February 1968, while No. 722 had its firebox repaired and returned to operating service in August 1970.


No. 630 and No. 722 pulled many excursion trains for Southern's steam program until they were both loaned to the Tennessee Valley Railroad Museum in 1978 and 1980, respectively to make way for larger steam locomotives such as Canadian Pacific No. 2839, Texas and Pacific No. 610 and Chesapeake and Ohio No. 2716 to pull the longer and heavier excursions on Southern's system.


In November 1985, No. 722 was taken out of service for its boiler ticket certificate and was moved by Southern's successor Norfolk Southern (NS) to be on display in Asheville, North Carolina in 1992. In November 1989, No. 630 was taken out of service and put in storage when TVRM was restoring another 2-8-0 "Consolidation" type steam locomotive ex-U.S. Army No. 610.


In 1999, Norfolk Southern donated No. 630 to the TVRM and two years later, the locomotive was overhauled and restored at a cost of almost $700,000. This was one of the most extensive steam locomotive overhauls as it required repairs to its frame, running gear, and boiler. No. 630 was also given a new tender, salvaged from No. 4501, to replace the former's original tender which was severely deteriorated. The locomotive returned to operating service on March 14, 2011 and participated in the 21st Century Steam program instituted by Norfolk Southern.


By late 2015, Norfolk Southern had officially concluded their steam program, although No. 630 continues regular operations hauling passenger train excursions at TVRM.


The Chesapeake & Ohio Railway No. 1308 is an articulated 2-6-6-2 "Mallet" type steam locomotive built by Baldwin Locomotive Works in 1949. It was the next to the last Class 1 mainline locomotive built by Baldwin, closing out more than 100 years of production, a total of more than 70,000 locomotives. The last locomotive, its sister, No. 1309, has been restored to operation at the Western Maryland Scenic Railroad in Cumberland, Maryland.


The class was unusual for the time in that they were true Mallets, since their steam was expanded once in their smaller rear cylinders and then a second time in their larger front cylinders. While compound locomotives are more efficient than single expansion, their extra complication led to very few United States railroads using them after the turn of the century. The C&O had a long history with Mallets and they were ideal for slow speed work in West Virginia.


After its last run on February 29, 1956, it was stored at Russell until the C&O gave it to the Collis P. Huntington Railroad Historical Society, Inc., a group founded in 1959. Collis P. Huntington is best known as one of the Big Four who built the Central Pacific Railroad from San Francisco to Promontory, Utah, but following that he spent at least ten years as a leading figure of the C&O. The town where 1308 sits is named for him.


The locomotive was added to the National Register of Historic Places as Chesapeake and Ohio 1308 Steam Locomotive in 2003.


Santa Fe 5017 is a 2-10-4 or "Texas" type steam locomotive built by the Baldwin Locomotive Works in 1944 for the Atchison, Topeka and Santa Fe Railway.


No. 5017 was built by Baldwin Locomotive Works in 1944 during World War II. The 5017, along with the 5011 Class 2-10-4's were Nicknamed "War Babies" by the AT&SF, It entered service on July 20 of that year and was assigned to freight service on the Pecos division, the Mountain Division of New Mexico. The 5017 operated between Belen, New Mexico, Waynoka, Oklahoma, and La Junta, Colorado. Between 1953 and 1955, No. 5017 was used in extra service on the Pecos division in eastern New Mexico to supplement diesel power during the peak movement of perishables, grains, and other commodities. On July 25, 1955, No. 5017 made her last trip, tallying 755,088 miles. Then the Locomotive was Retired by the AT&SF's Newer Low-Maintenance Diesels.


No. 5017 was brought to the National Railroad Museum through the efforts of former director, Mr. W.L. Thorton, who was the Director of Traffic for the Kimberly-Clark railway. It was formally donated on December 27, 1959, by E. Marsh, President of the Santa Fe Railway. Today, 5017 is one of 5 Surviving 2-10-4 Texas Type Locomotives that were built for AT&SF.


Nickel Plate Road 765 is a class "S-2" 2-8-4 "Berkshire" type steam locomotive built for the New York, Chicago & St. Louis Railroad, commonly referred to as the "Nickel Plate Road", in 1944 by the Lima Locomotive Works in Lima, Ohio. As a member of the S-2 class, the locomotive operated fast, heavy freight and passenger trains until retirement in 1958. It is also similar in design to Pere Marquette 1225, also built by Lima in 1941 and restored to operating condition in 1985.


Following a restoration to operation in 1979 and after a major overhaul between 2000 and 2006, No. 765 operates in public exhibition and passenger excursion train service. Today, No. 765 continues to operate in mainline excursion service and is owned and maintained by the Fort Wayne Railroad Historical Society (FWRHS) and was also added to the National Register of Historic Places on September 12, 1996.


At the turn of the 20th Century, railroads faced a surmounting problem: an increase in traffic and limited steam technology. Railroads commonly relied on drag freights with engines that could pull heavy tonnage but at low speeds. Following experiments with existing designs, Lima Locomotive Works developed a new wheel arrangement to accommodate an increase in the size of the locomotive's firebox. An increase in the firebox size allowed more coal combustion and subsequent heat output, improving the amount of steam developed and increasing horsepower. These and other modifications created the concept of "horsepower at speed" or "Super-power" in Lima's parlance.


In 1925, this "Super-power" technology was successfully realized in a prototype designated the A-1, which was tested in the Berkshire Mountains of the Boston & Albany Railroad, hence the common name of the locomotive type. The 2-8-4 design was quickly adopted by the New York Central, Erie Railroad, Illinois Central, Pere Marquette, Boston & Maine, Chesapeake & Ohio and the Nickel Plate Road.


The Nickel Plate Road was able to eventually employ 80 Berkshires on high-speed freight and passenger trains with the first order (designated S Class) 15 were supplied by the American Locomotive Works (ALCO) in 1934 based on Lima's design. Eight years later, Lima began producing three more sub-classes, which differed from the S class in little more than weight. Class S-1 (715–739) in 1942, class S-2 (740–769) in 1944 and class S-3 (770–779) in 1949. As a group, these engines were referred to as the "Seven Hundreds."


An additional number of Berkshires (S-4 class) were acquired when the Nickel Plate Road leased the Wheeling and Lake Erie Railroad in 1949. As a direct result of the "Berkshire "class, the railroad earned a reputation for high-speed service, which later became its motto.


No. 765's construction was completed on September 8, 1944.


No. 765 was first assigned to Bellevue, Ohio, where it was used primarily on the Nickel Plate's fast freight trains. After World War II, the locomotive worked primarily out of a classification yard in the east side of Fort Wayne, Indiana.


Its final revenue run came on June 14, 1958 when No. 765 was activated to supply steam heat to a stranded passenger train and was officially retired from service. That December, it became the last Nickel Plate Road Berkshire under steam.


As evidence of their reputation, Fort Wayne's The News-Sentinel remarked in a June 7 article that ""the Nickel Plate's massive Berkshires – steam engines that look like an engine should – have always been the special pets of Fort Wayne and area rail buffs. But not for long. The famed Berkshires carved an enviable record in railroad history and were the most colorful engines in this part of the country. On the Nickel Plate they were just as economical as diesel power, but the Berkshires are giving up in the inevitable face of progress." "


Though the Berkshires had competed with encroaching diesel-electric technology, they were largely retired by 1958 and kept in "stored serviceable" condition by the railroad. Traffic reduction and the acquisition of new diesel locomotives would keep the locomotives mothballed, stored outdoors, and scrapped by 1964.


Due to its mechanical condition and favorable reputation among local crews, Nickel Plate maintained the 765 indoors until 1961. In a move to honor the success of Fort Wayne's "Elevate the Nickel Plate" project, the city requested S-2 No. 767 for display in Lawton Park in recognition of it being the first ceremonial train to open the overpass. Following a mid-50s wreck and storage outdoors after 1957, no. 767 proved to be in deteriorated condition.


After switching the numbers, the railroad donated the locomotive to the city on May 4, 1963 for display at 4th and Clinton Streets. A plaque commemorating the occasion read: ""Nickel Plate Road Berkshire No. 767, used to break ribbon at dedication of track elevation on October 4th, 1955, donated by the New York, Chicago, and St. Louis Railroad company to the City of Fort Wayne as a monument to a great period in the development of our country – the era of steam railroading." "


In September 1971 at the annual convention of the Nickel Plate Historical & Technical Society, Wayne York, Glenn Brendel, and Walter Sassmannshausen, Jr. met to discuss forming a group to cosmetically restore former Nickel no. 765/767 and Wabash no. 534, another locomotive that had been installed for display in Swinney Park in 1957.


By November 1972, York, Brendel, Sassmannshausen, and John Eichman signed incorporation papers for the Fort Wayne Railroad Historical Society, Inc.


By 1973, FWRHS undertook a 25-year lease of 765/767 and in 1974 moved the engine to New Haven, Indiana to begin what was now a restoration to operation. On October 25, the locomotive was returned to its original number and restoration officially began.


From 1975 to 1979, No. 765 was restored to operating condition at the corner of Ryan and Edgerton Roads in New Haven. The restoration site lacked conventional shop facilities and protection from the elements, but on September 1, 1979, No. 765 made its first move under its own power.