Later that winter it ran under its own power to Bellevue and Sandusky, Ohio for heated, indoor winter storage. In spring of 1980, No. 765 underwent a series of break-in runs and its first public excursion, making No. 765 the first mainline steam locomotive to be restored and operated by an all volunteer non-profit.


The popularity of restoring and operating steam locomotives on the general railroad system as marketing tools increased with Class 1 and regional railroads in the decades after steam was retired. Before its merger with Norfolk and Western Railway, the Southern Railway, following firebox problems with its former Chesapeake & Ohio 2716, another 2-8-4 steam locomotive, leased the 765 in 1982 for a series of successful trips that would pave the way for Norfolk Southern to develop its own steam program with larger, mainline locomotives like 4-8-4 (Northern) Norfolk & Western No. 611.


In the 1980s, the locomotive appeared in the movies "Four Friends" and "Matewan," and became an annual attraction in the New River Gorge operating the New River Trains from 1985 to 1988 and again from 1990 to 1993. These trips regularly saw the 765 with over 30 passenger cars traveling a round trip during peak fall color season with passengers from around the world. In 1985, the FWRHS obtained ownership of 765.


In August 1991, 765 was paired with the recently restored Pere Marquette No. 1225 for the National Railroad Historical Society's convention in Huntington, West Virginia. In 1993, 765 teamed up with 2-8-2 (Mikado) Nickel Plate Road No. 587 between Fort Wayne and Chicago, Illinois. Shortly after, the engine was briefly re-lettered and renumbered to Chesapeake & Ohio No. 2765 (As a C&O Kanawha of her own) in recognition of the heritage of the route on which the New River Trains traveled.


765 successfully operated over several Class 1 railroads in the Midwest and East Coast, including Conrail, CSX, and Norfolk Southern, pulled the New River Train a record of 32 times by 1993 and headlined 124 trips over the Norfolk Southern by 1994. 765 was given the title of "veteran excursion engine" by TRAINS Magazine in 1992 and named the reason "why boys still leave home" by Railfan & Railroad Magazine in 1994.


By 1993, the locomotive had accumulated since its last major overhaul by the Nickel Plate Road; of which were incurred during its excursion career alone. The locomotive had developed signs of wear and was originally slated for a running gear overhaul upon completion of the excursion season that year.


Between 1993 and 2001, 765 was largely a static exhibit until a complete overhaul was commenced. In the meantime, the FWRHS operated Milwaukee Road 261 and restored C&O 2716, the same locomotive which had developed firebox problems while on the Southern Railway, under lease from the Kentucky Railway Museum. After initial operations in 1996, 2716 required new tubes and flues per newly enacted Federal Railroad Administration regulations. At the time, the railroad historical society decided that it would fully invest its resources into a complete overhaul of 765.


Following a series of grant requests, the FWRHS was awarded an 80% match through the Transportation Equity Act for the 21st Century, which at the time included historic structures. The remaining 20% was raised through donations and contributions, with a large portion of the rebuild work administered by FWRHS volunteers.


Over a period of five years, 765 was completely disassembled with its boiler, frame, and running gear separated and major components re-machined or rebuilt completely. In July, 2005 the locomotive underwent a successful steam test and was later rolled out the following October for the general public. Fort Wayne and Allen County Commissioners designated October 28, 2005 as "Engine no. 765 Day" and the locomotive completed a series of test runs on the Chicago, Fort Wayne, and Eastern Railroad in March, 2006.


Overall, the rebuild consumed more than 15,000 hours and cost over $772,000.


In 2006, the FWRHS was given an "Locomotive Restoration Award" by the Tourist Railway Association, Inc and the "Outstanding Restoration Award" from the Architecture and Community Heritage Foundation of Fort Wayne.


Despite several attempts, the FWRHS was initially unable to secure a host railroad on which to operate 765 as mounting liability costs and busy, profitable railroads had all but curtailed the majority of mainline steam excursions during the 765's overhaul. Despite these logistics, the FWRHS planned and executed 765's first trips in sixteen years at Hoosier Valley Railroad Museum on May 21, 2009.


From 2009 to 2011, 765 largely operated passenger excursions, photo charters, and public events on regional and short line railroads including the Chesapeake and Indiana, Great Lakes Central, Cuyahoga Valley Scenic Railroad, and Iowa Interstate, the latter of which enabled the 765 to traverse the Mississippi River for the first time.


In 2012, Norfolk Southern leased 765 to operate a series of employee appreciation specials in Ohio, Pennsylvania, West Virginia, and Missouri to mark the company's 30th anniversary. The FWRHS, celebrating its own 40th anniversary, outfitted 765 with a GPS tracker which was viewed over 120,000 times on August 20, 2012, with a mobile app version downloaded over 19,000 times. Of note, the locomotive is the first steam locomotive to maintain an active Twitter presence, a practice later followed by Union Pacific's steam program.


The 2015 schedule for 765 consists of: July 18–19: Fort Wayne, Indiana to Lafayette, Indiana, on the route of the old Wabash Cannonball. On the weekend of July 25–26, the Berkshire hauled excursions from Youngstown, Ohio to Ashtabula, Ohio. The weekend of August 1–2, it travelled on the former Erie Railroad from Buffalo, New York to Corning, New York, the highlight of the trip is the run over the Portage Viaduct at Letchworth State Park. The weekend of August 22–23 765 ran to Allentown, Pennsylvania to Pittston, Pennsylvania. While in Scranton, Pennsylvania in August–September for Steamtown National Historic Site's RailFest 2015, the locomotive was housed in the roundhouse alongside Nickel Plate Road 759.


Each year the 765 continues to operate passenger excursions and operate at special events.


On average, the locomotive experiences 3,000 visitors a day when operating, with visitor and passenger numbers running between 40,000 and 60,000 ticket buyers in 2009 and 2011 in less than 30 days, respectively. Typical passenger trains carry anywhere from 600 to 1,000 people at a time with tickets for many trips selling out in 24 hours.


Press reports indicate the continuous presence of large crowds of "locals and out of towners" and on 765's ability to boost tourism in the towns that it travels through In 2012, the Pittsburgh Tribune's headline photo proclaimed that the 765 was the "engine that still can" and later in 2013 called it a "crowd favorite" with CBS Pittsburgh describing it as "400 tons of Americana."


When not operating excursions, 765 is maintained in a restoration shop in New Haven by a crew of 70–100 volunteers throughout the year. The shop is open to the public and houses a variety of other railroad equipment including vintage steam and diesel locomotives, passenger cars, cabooses, and more.


The operation of the locomotive is underwritten primarily by memberships to the FWRHS, donations, and revenue from ticket sales.


In addition to passenger excursion service, 765 is the centerpiece to a proposed riverfront development project called Headwaters Junction in the locomotive's hometown of Fort Wayne. The plan, endorsed as "big, bold, and transformational" by city leaders and civic groups calls for the locomotive and FWRHS operations to be based in a mixed use attraction combining railroad tourism, river access, walking trails, and "retail, restaurant, residential, recreational and entertainment businesses." A local task force recommended that Headwaters Junction "not be overlooked...when developing a vision for our riverfront."


Reading Blue Mountain and Northern Railroad 425


Reading Blue Mountain & Northern Railroad 425 is a 4-6-2 light "Pacific" type steam locomotive originally built in 1928 by the Baldwin Locomotive Works for the Gulf, Mobile & Northern Railroad. After the GM&N was consolidated into the Gulf, Mobile & Ohio Railroad in 1940, the locomotive was renumbered #580 and served in passenger service before being retired in 1950. Today, the locomotive is owned and operated by the Reading & Northern Railroad, based out of Port Clinton, Pennsylvania in excursion service.


Locomotive 425 was built for the Gulf, Mobile and Northern by the Baldwin Locomotive Works of Eddystone, PA as the first of two G-1 Pacifics ordered, the second being 426. The two engines later became Gulf, Mobile and Ohio 580 and 582, respectively. Both were retired in 1950.


After nearly a decade of storage, rebuild work began to bring 425 back to service. Following two years of restoration, the Pacific made its first operation under steam in December 2007 in a partially repainted appearance. Another test run was done on May 11, 2008 where the engine debuted in a new lighter blue color and an above-centered headlight. It made its return to excursion service in June 2008 on a round trip from Port Clinton to Jim Thorpe, a run it would make often. The RBMN's new star made many trips to Jim Thorpe and other locations over the next three years, with employee runs, tourist trains on the Lehigh Gorge Scenic Railway, and a featured attraction of the 2010 NRHS Convention.


The Reading & Northern runs regular tourist trains on the Lehigh Gorge Scenic Railway usually with the railroad's fleet of more modern freight diesels.


In August 2015, No. 425 was given a new paint scheme and was pulling regular passenger trains when she was visited at Jim Thorpe, PA, by Nickel Plate 765 on a Norfolk Southern 21st Century Steam excursion.


On September 4th, 2017, No. 425 struck a car leaving a parking lot in Jim Thrope.


Denver and Rio Grande Western 223 is a "Consolidation" type narrow-gauge steam railway locomotive built for the Denver and Rio Grande Railroad by the Grant Locomotive Works of Paterson, New Jersey in 1881-82. Number 223 was completed in December 1881, at a cost of $11,553. Baldwin built an additional 25 locomotives in the same class at the same time.


Although the Utah State Historical Society suggests that the 223 worked in Utah (the Utah operations of what became the D&RGW were narrow gauge until 1890), and the 223's National Register of Historic Places nomination included this, the Rio Grande Modeling and Historical Society's roster of locomotives does not show it in the Utah section. It was later concluded by Jerry Day that the 223 was never used in Utah.


On December 11, 1892, the Denver & Rio Grande's Salida shops and roundhouse caught fire. The fire started in the waste box in the cab of D&RG No.419 and spread to the oil-soaked floor. Due to the city's fireplugs being shut off because of cold weather, the shop burned to the ground, taking the 223 with it. The 223 was rebuilt soon after and placed back in service.


Only 13 years later, the 223 was involved in another roundhouse fire, this time in Gunnison on January 17, 1905. The 223 again burned along with sister C-16 No. 218. Both locomotives were rebuilt, and the 223's tender tank was replaced in April of the same year.


The Rio Grande Southern Railway was known to lease locomotives from the D&RG. In 1907 the 223 and other C-16s were sent to the RGS, being returned to the D&RG in 1922. On September 12 of that year the 223 collided with C-16 no. 222 in Chama, New Mexico. No records of the damage to either locomotive were kept.


The final location of the 223's operation comes from eight photographs taken by Otto Perry on July 4, 1940, showing 223 working the 18 mile Baldwin Branch, with photographs at Gunnison, Dollard, Castleton, and Baldwin. The Baldwin Branch was originally built by the Denver, South Park & Pacific (Colorado Southern) and retained its original wooden bridges. Due to the weight restrictions of these bridges, the remaining C-16s were the only locomotives permitted on the branch, and the 223 served on this portion of the D&RGW from 1937 to her retirement.


Most of the C-16s were retired by the late 1920s-mid-1930s; only one stayed in service until the mid-1950s (#268 was retired in 1955). The 223 was removed from service in 1941.


Shipped along with the 223 were a narrow gauge boxcar, caboose, and high-side gondola, which were sent to Pioneer Village in the Lagoon Amusement Park in Farmington, Utah. These cars were later stored in Ogden in poor condition alongside the 223 until they were burned in the 2006 Shupe-Williams Candy Factory Fire.


Restoration work is being done by the Golden Spike Chapter of the Railway & Locomotive Historical Society in the former Trainman's Building at the North end of the Ogden Union Station, which can be accessed from the platform on Track 1. They meet on Saturday mornings.


Restoration began in 1992 using a boxcar, UP 910261, as a shop. The group soon outgrew this rudimentary shelter and was given the Trainman's Building after the Candy Factory Fire in 2006. Ogden City paid for roof repairs, an alarm system and fluorescent lighting, and the restoration work was moved inside. At the same time the 223 was moved from its place behind the Shupe-Williams Candy Factory to the north end of the platform outside of the shop.


Currently, the wooden cab is completed, the appliances are repaired, and work on the tender is nearing completion. As of 2010, the tender tank was being riveted, with over 3,000 hand-drilled rivet holes. The Golden Spike Chapter works according to the "pay-as-you-go" philosophy, completing work as they obtain the funds, which accounts for the slow, yet steady, progress of the restoration.


It was added to the National Register of Historic Places as Grant Steam Locomotive No. 223 in 1979.


In October 2020, restoration of the 223 was halted.


2011 marked the 130th anniversary of the 223's construction (1881–2011). In addition, it is the 70th year since the 223's removal from service (1941) and the 20th year since she was moved to Ogden from Salt Lake City. To commemorate the event, the Golden Spike Chapter began uploading to YouTube videos from important events in the 223's recent history, such as the 1991 move from Salt Lake City and the 2006 Candy Factory Fire. The 130th anniversary was also featured in the December 2010, issue of the Colorado Time-Table.


Southern Railway 722 is a class "Ks-1" 2-8-0 "Consolidation" type steam locomotive built in September 1904 by the Baldwin Locomotive Works for Southern Railway.


No. 722 was used on Southern's Murphy Branch to pull logging trains between Asheville, North Carolina and Murphy, North Carolina until it retirement from revenue freight service by Southern in August 1952.


In November 1952, No. 722 and classmate No. 630 were both purchased by the East Tennessee and Western North Carolina Railroad (ET&WNC) and renumbered No. 208 and No. 207, respectively. Originally, the ET&WNC offered Ks-1s No. 685 (Baldwin, 1904) and No. 835 (Baldwin, 1906), but turned it over in favor of the formers due to the latters being stored outside in dilapidated condition.


After the purchasing was complete, Southern cut down the size of the two class "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.


On December 8, 1967, No. 208 (No. 722) and No. 207 (No. 630) 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. While they retrieved their old numbers, No. 722 had a cracked firebox, but No. 630 was in better condition, and has been given minor repairs as it began excursion service in February 1968.


Two years later, No. 722 had its firebox repaired and a brand new paint scheme of Southern's Sylvan green with gold linings to match the fellow excursion locomotive No. 4501. It made its debut in 1970 with Nos. 630 and 4501 for the National Railway Historical Society (NRHS) convention in Charleston, South Carolina.


In May 1979, Southern loaned No. 722 to the Wilmington and Western Railroad (WWRC) to operate on their Wilmington and Northern Branch line. In September 1980, Southern loaned the locomotive again, this time to the Tennessee Valley Railroad Museum (TVRM) in Chattanooga, Tennessee along with No. 630 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 sat on display at the museum. In 1992, the locomotive was moved to Asheville, North Carolina by Southern's successor, Norfolk Southern (NS) to be on display at the city's Biltmore section. In late 1999, NS has sold the Biltmore property for redevelopment and removed No. 722 from her display site to the Asheville roundhouse for storage.


In late 2000, the Great Smoky Mountains Railroad (GSMR), which operates the same Murphy Branch in which No. 722 was used in revenue service many years ago, purchased the locomotive. Today, No. 722 remains disassembled and neglected outside the GSMR's workshop area in Dillsboro, North Carolina with an uncertain future. Although the restoration cost for the locomotive is $700,000, there are currently no plans to restore it to operating condition.


Oregon Railroad and Navigation Co. 197 is a 4-6-2 "Pacific" type steam locomotive built by the Baldwin Locomotive Works in 1905 for the Oregon Railroad and Navigation Company (OR&N). It has been owned by the City of Portland since 1958, and since mid-2012 it resides at the Oregon Rail Heritage Center where it can be viewed by the public.


The locomotive can be briefly seen in the 1993 movie Free Willy, while it was still on display near Oaks Amusement Park.


In 1975, the SP 4449 was pulled out of the park to be restored to pull the American Freedom Train which would travel across the country during the United States Bicentennial. In 1987, SP&S 700 left the park to begin a restoration of its own, leaving the 197 the last engine in the park. Due to a parking lot expansion, the 197 was moved a short distance from its original 1950s resting place at Oaks Park. Otherwise, it sat almost forgotten until late 1995, when a small group of individuals banded together to consider returning the locomotive to operation.


As of 2008, the restoration was about half complete and was expected to be completed by 2012. It is being carried out by the all-volunteer "Friends of the OR&N 197".


Of all the steam locomotives that pulled the farewell to steam excursions, only the 1744, 2248, and 4460 are preserved. The 4460 has remained on static display at the Museum of Transportation in St. Louis, Missouri, as the "Forgotten Daylight", whereas the 2248 has been restored to operation on the Grapevine Vintage Railroad in Tarrant County, Texas, as "Puffy" since 1993, but is currently undergoing a 1,472-day overhaul required by the Federal Railroad Administration. On April 18, 1959, the Southern Pacific donated the 1744 to the Sons of Utah Pioneers, and the locomotive was moved to their grounds in Corinne, Utah on May 9, where it remained on static display for the next twenty-one years.


Atchison, Topeka & Santa Fe 3751 is a class 3751 4-8-4 "Northern" type steam locomotive built in 1927 by the Baldwin Locomotive Works for the Atchison, Topeka & Santa Fe Railway (ATSF). Built as the first 'Northern' type steam locomotive for the Santa Fe, No. 3751 served in passenger duties until being retired in 1957.


The locomotive was then placed on display in San Bernardino until it was restored to operating condition in 1991. It is currently located in the Central City East neighborhood of Los Angeles and is listed on the National Register of Historic Places. It holds the distinction of being the oldest surviving 4-8-4 type steam locomotive in the world.


The locomotive is currently owned and operated by the San Bernardino Railroad Historical Society who use the locomotive to haul occasional mainline excursion trains. However, a federally mandated 15-year inspection was expected to put it out of service for three to four years. 3751's current overhaul is estimated to be completed in 2021.


Built in 1927 by the Baldwin Locomotive Works, 3751 was Baldwin's and the Santa Fe Railway's first 4-8-4. Tests showed that 3751 was 20% more efficient and powerful than the Santa Fe's 3700 class 4-8-2 "Mountain" type steamers, which at the time were Santa Fe's most advanced steam locomotives.


In 1936, the engine was converted to burn oil. Two years later, the locomotive was given a larger tender able to hold of water and of fuel oil. 3751 was also present at the grand opening of Union Station in Los Angeles on May 7, 1939, pulling the "Scout", one of Santa Fe's crack passenger trains as it arrived from Chicago. It was the first steam locomotive to bring a passenger train into Union Station.


In 1941, along with other 4-8-4s, 3751 received major upgrades including: drive wheels, a new frame, roller bearings all around, and more. It is speculated that 3751's (as well as most, if not all, engines of the 3751 class) LM-191 whistle was swapped out for the shorter, much higher pitched LM-192 whistle—either during the rebuild, or soon thereafter. (More on that below, in the ‘Mainline Excursion Career’ section)


That same year, it achieved its highest recorded speed at . It continued to be a very reliable working locomotive until 1953, when it pulled the last regularly scheduled steam-powered passenger train on the Santa Fe to run between Los Angeles and San Diego on August 25; this was its last run in revenue service. After that, it was stored at the Redondo Junction roundhouse in Los Angeles for four years before it was officially retired from the roster by the railroad in 1957, and in 1958, it was placed on display in San Bernardino.


The locomotive is currently owned by the San Bernardino Railroad Historical Society, the same organization that performed the initial 1986 restoration.


In August 1992, the 3751 was found on its largest assignment so far, as the engine ran the entire route of Santa Fe's Transcon route between Los Angeles and Chicago with three and later two Santa Fe GE Dash 8-40CWs. The engine spent 18 days traveling over in both directions.


On April 22–23, 1995, 3751 was displayed in the Riverside Sunkist Orange Blossom Festival in Riverside. On September 22, 1995 when Atchison, Topeka & Santa Fe merged with Burlington Northern Railroad to form Burlington Northern Santa Fe, the locomotive retained the same number. The excursion happened again on April 20–21, 1996.


In June 1999, the locomotive participated in Railfair 99. On the way to the fair, 3751 ran with a BNSF GE Dash 9-44CW and a passenger train mixed with a boxcar train.


In October 2000, 3751 was listed on the National Register of Historic Places.


A second locomotive of the same class has also been preserved, Santa Fe 3759 in Kingman, Arizona. It too is listed on the NRHP.


The locomotive has been displayed at Fullerton Railroad Days in Fullerton, California a number of times.


In August 2002, the 3751 ran an Amtrak excursion from Los Angeles to Williams, Arizona to participate in the 2002 National Railway Historical Society Convention. The excursion ran over Metrolink, BNSF Railway, and Arizona and California Railroad tracks. The engine also ran on the Grand Canyon Railway for an excursion on the former Santa Fe's Grand Canyon line. The event including double and tripleheading with the Grand Canyon Railway's own steam engines, Ex Chicago Burlington & Quincy 2-8-2 4960 and ex Lake Superior & Ishpeming 2-8-0 18. There was a night photo session that took place, which featured the three locomotives side by side.


In May 2012, 3751 powered a six-day excursion from Los Angeles to Williams, Arizona to celebrate the state's Centennial. As part of the excursion another special roundtrip doubleheader to the Grand Canyon and back was run with 3751 and GCRY 4960. The train also operated over the Arizona & California Railroad on the way to Williams and on the return trip to Los Angeles. Three weeks before the trip to Arizona the engine also made the trip east to attend the San Bernardino Railroad Days Festival for the third year in a row.


In May 2013, 3751 ran on a fourth trip to the San Bernardino Railroad Days Festival.


In May 2015, 3751 made an appearance at Fullerton Railroad Days 2015 in Fullerton, California, making it the first time since 2008 to appear at this event. From April 31 - May 1, 2016, the loco was on display again and left Fullerton 2 hours late due to traffic. From May 6–7, 2017, she was on display yet again for the last time for a few years as she will be going into a 3-4 year restoration. She will be on display at Union Station's Summer Train Fest on July 15, 2017 before being overhauled. 3751's overhaul is currently estimated to be completed in 2021 if all of the work proceeds as planned.


3751 was also featured in the "There Goes a..." episode "There Goes a Train" footage used in "Route of the Chief".


Santa Fe 3751 can also be briefly viewed—with its 5-chime (LM-192) whistle heard—near the end of the 1952 film "Boots Malone" starring William Holden, and Harry Morgan.


3751 was also featured in the 1950 Clark Gable-starred film "Key to the City" and the 2001 film "Pearl Harbor".


Soo Line 2718 is a H-23 class 4-6-2 "Pacific" steam locomotive that was originally owned by the Minneapolis, St. Paul and Sault Ste. Marie Railway (the "Soo Line"), but operated by their subsidiary, the Wisconsin Central Railway.


2718 was built in May, 1923 in Schenectady, New York. It was one of six H-23 class Pacific steam locomotives built for the Soo Line. In the Soo Line's naming scheme, 'H' indicated the Pacific wheel arrangement. The H-23 were their last Pacific class built.


2718 was donated to the National Railroad Museum in February 1958. The museum used it for a few years to move cars around the grounds. It also saw limited service pulling the museum train.


There were six H-23 class locomotives built in May 1923. Two of them are preserved.


Central of Georgia Railway 509 is a 2-8-0 configuration steam locomotive and tender consolidation on static display in downtown Macon, Georgia, United States. After being removed from service at the end of the steam era, it was given to the city of Macon.


Central of Georgia Railway (CofG) 509 was built by the Baldwin Locomotive Works as one of 24 C-4 class locomotives for the railway in December, 1906. This was the fourth generation in the C class series that was delivered to CofG. The locomotive was originally built under road number 1709 along with the other C-4 locomotives consisting of numbers from 1700 to 1724. It was then renumbered in 1925 to the current number of 509. CofG started to increase its numbers in more powerful steam locomotives and the C-4 class locomotives were then put to branch line use. While some of the C-4 locomotives were used for switching, the others were operating between Macon, Athens, Gordon, Milledgeville, Machen, and Porterdale.


As the use of steam engines declined and they were replaced with diesels, most of the C-4 locomotives were retired by September 1950 with the rest of the C-4 locomotives retired in next three years. 509 was selected as one of the few engines to be kept for preservation by CofG. A letter from November 12, 1953 stated that one 450-class engine, one 500-class engine, and one engine that is the smallest and oldest were to be kept. They would be placed in various places in Georgia; the 500 allocated to Macon, the 450 to Columbus, and the smallest to Savannah. The letter stated that the engines should be kept undercover to prevent deterioration.


In 1959, CofG decided they would transfer 509 to the city of Macon. Before being transferred, 509 received a brand new wooden cow-catcher, a fresh coat of paint, and new stencils. In order to move the locomotive to the display area, which did not have direct rail access, temporary track was laid and part of brick wall was removed. On October 16, 1959, the locomotive was officially handed over to the City of Macon. Since then it has been sitting in Central City Park as a display along with other railroad monuments. Most of the other railroad monuments are no longer standing. One of the only ones left that are still standing today are locomotive 509 and an old CofG coaling tower.


Outside the display is a plaque in memory of Benny A. Scott. He was the locomotive's fireman for the last run of 509, and was also the railroad's first black fireman.


Over the years, 509 has stayed in its place with little action. It was repainted in 1999 for a project on a children's television network, and decorated with what looked to be Christmas lights.


"The Right Way" published an article in 2011 about 509 and discussed the complete restoration of the locomotive to fully operational condition by Hartwell Railroad Company in Bowersville, Georgia. The cost of the restoration was estimated to be around $450,000. The locomotive would then run excursions runs.


Illinois Central No. 790 is a preserved steam locomotive, the only Illinois Central Railroad 2-8-0 Consolidation type of its class to survive into the diesel age of train transportation. It is part of the Steamtown National Historic Site collection in Scranton, Pennsylvania.


This locomotive was built in 1903 by American Locomotive Company as a 2-8-0 Consolidation type. It was originally owned by Chicago Union Transfer Railway and numbered 100. It (and sisters 101–103) were sold to Illinois Central Railroad Company in 1904 and renumbered 641–644. The railroad, which dated back to 1851, operated 4,265 miles of track between Chicago, Illinois and New Orleans, Louisiana. This locomotive pulled heavy freight in Tennessee and "must have seen hard service, for reportedly the Illinois Central rebuilt it in 1918, modernizing it with a superheater, and possibly replacing the boiler and firebox".


The only surviving locomotive of the Chicago Union Transfer Railway, No. 790 is the only Illinois Central 2-8-0 Consolidation type of its class to survive. "About 146 standard gauge 2-8-0s survive in the United States, including Illinois Central No. 790". After the nationalization of Steamtown, the Steamtown National Historic Site retained this locomotive on the suggestion of the Steamtown Special History Study.


The 1975–76 American Freedom Train to present day.


In 1975, the country was gearing up for America's Bicentennial and plans were underway for The American Freedom Train which would travel across the country stopping in dozens of cities and pulled by steam locomotives. Led by Ross Rowland, a nationwide search was carried out to search for locomotives in restorable condition to pull the train. Southern Pacific 4449 and Reading 2101 were selected for the trip (A group of dedicated preservationists in Ft. Worth also rebuilt a steam locomotive that would pull the train in Texas, Texas and Pacific 610). 2101 was pulled from the scrapyard and restored to operating condition in only 30 days in the same building where she was constructed from a 2-8-0 nearly 30 years earlier—and painted as "American Freedom Train #1".


Strasburg Rail Road (Canadian National) No. 89 is a 2-6-0 "Mogul" type steam locomotive originally built by the Canadian Locomotive Company in February 1910 for the Canadian National Railway. It is now owned and operated by the Strasburg Rail Road outside of Strasburg, Pennsylvania where it resides today for use on excursion trains.


No. 89 was originally built in February 1910 by the Canadian Locomotive Company in Kingston, Ontario for the Grand Trunk Railway as number 1009. In 1919 it was renumbered 911. In 1923, the Grand Trunk was merged into the Canadian National Railway (CN) with 911 being one of the thousands of locomotives working for this new railroad. In 1951, 911 was renumbered 89. Most of 89's career on the CN is unknown; it appears that it spent the latter part of its working life in Quebec before being retired in the late 1950s and being stored in a deadline of locomotives in Montreal.


In 1961, No. 89 was purchased by New England seafood magnate and steam locomotive collector F. Nelson Blount and moved to North Walpole, New Hampshire, in the United States. No. 89 found a home in the former Boston & Maine North Walpole roundhouse and starting in 1965, would begin operating on the Green Mountain Railroad and would be moved to across the Connecticut River to Bellows Falls, Vermont. No. 89 quickly became Blount's favorite locomotive and he would often be found at the throttle until his death in 1967.


In June 1972, the Green Mountain Railroad sold No. 89 to the Strasburg Rail Road outside of Strasburg, Pennsylvania. This is a linear village along the Great Conestoga Road, stretching about two miles along path later known as the Strasburg Road. The population was 2,809 at the 2010 census. The move from Bellows Falls to Strasburg was overseen by Strasburg employee Linn Moedinger. During a stopover in Penn Central's Buttonwood Yard in Wilkes-Barre, No. 89 was stranded when Hurricane Agnes caused the Susquehanna River to flood much of the area. No. 89 spent several days submerged in the rail yard but emerged with little to no damage.


Southern Pacific 1293 is an S-14 class 0-6-0 steam locomotive built by Lima Locomotive Works. It was dedicated to the City of Tracy, California, on August 8, 1958, by the Southern Pacific Railroad Company (now Union Pacific Railroad).


After Southern Pacific retired 1293 in 1957, SP donated the locomotive for display in Dr. Powers Park in Tracy, California. It remains there to this day on static display, subject to deterioration caused by vandalism and exposure to weather.


Santa Fe 5000 is a 2-10-4 "Texas" type steam locomotive constructed by Baldwin Locomotive Works in 1930 for the Atchison, Topeka and Santa Fe Railway. No. 5000 was immediately nicknamed the "Madame Queen" and remained a unique member of its own class. It was donated to the City of Amarillo, Texas, in 1957 and is currently maintained by the Railroad Artifact Preservation Society. Santa Fe 5000 is on the National Register of Historic Places.


The Texas type on the Santa Fe is by design a Berkshire with an additional driving axle, as it was ordered by most railroads. Although Santa Fe 3829 was the first steam locomotive with the 2-10-4 wheel arrangement, Santa Fe 5000 served as the prototype for all further 2-10-4 locomotives rostered by the road.


In 1930, Santa Fe looked at the contemporary heavy-duty motive power policies of other railroads, and decided that its own needed substantial reappraisal. Additional locomotives were ordered as a result of this study, including the 5000. Santa Fe 5000 was placed in service between Clovis and Vaughn, New Mexico for observation. The result was the company had purchased a locomotive which would pull 15% more tonnage in 9% less time, burning 17% less coal per 1000 gross ton miles than its 3800 series 2-10-2s.


Although the locomotive was a success, the 1930s brought the national depression and Santa Fe adopted a policy of avoiding capital expenditures during this period. By the time the next 2-10-4s were delivered in 1938 they were placed in a different class because of many design refinements. With the various classes of 4-8-4 types, the 2-10-4 type represented the pinnacle of modern heavy-power development on the Santa Fe Railway System.


Santa Fe 5000 underwent few modifications during its service life. It received a larger 'square tender' which required the cab roof to be modified with an area that allowed crew members to pass from the cab to the top of the tender. In 1940 the locomotive was converted from coal to oil fuel.


On April 17, 1957, after several years of storage and of service, Santa Fe 5000 was retired and donated to the city of Amarillo, Texas. It was placed on outdoor static display at the Santa Fe station. In August 2005, 5000 was moved by the Railroad Artifact Preservation Society to a new location in Amarillo, 500 SE 2nd Avenue, where they plan to construct a building to house and preserve the locomotive. In July 2016, the city of Amarillo proposed selling the locomotive.


Brooks-Scanlon Corporation No. 1 is a 2-6-2 steam locomotive at Steamtown National Historic Site. This type of locomotive is referred to as a Prairie-type locomotive. This locomotive was built specifically for the lumber industry and served several lumber firms in Florida


The Carpenter-O'Brien Lumber Company was incorporated in Delaware in 1913. The company, which operated in Florida, ordered this locomotive from Baldwin Locomotive Works, which completed it in 1914. Locomotive No. 1 was put into service at the company's Eastport, Florida sawmill. The locomotive, which could burn either coal or wood, was likely originally outfitted with a Rushton, or cabbage cinder catching stack, "If so, a later owner apparently replaced the Rushton stack with the 'shotgun' stack now on the locomotive".


After the United States entered World War I in 1917, The Carpenter-o'Brien Lumber Company was sold to Brooks-Scanlon Corporation. By 1928, Brooks-Scanlon was operation in four Florida counties and producing of lumber. This locomotive was probably used to haul logs into the mill from the woods or to switch the yard around the Eastport plant, or both.


Brooks-Scanlon closed its Eastport mill in 1929 and moved its headquarters to Foley, Florida, which was named after the company's general manager, J.S. Foley. Locomotive No. 1 might have been moved to the new location. In the following years the locomotive changed hands four of five times between several interconnected Florida lumber firms.


In 1959, locomotive No.1 was taken out of service by its then owner, Lee Tidewater Cypress, in Perry, Florida. It was sold to F. Nelson Blount in 1962 by the Lee Tidewater Cypress parent company, J.C. Turner Company. It was moved to Walpole, New Hampshire and then, across the Connecticut River, to Bellows Falls, Vermont and displayed at Steamtown, U.S.A., where it stayed until the Blount collection was relocated to Scranton, Pennsylvania.


The Steamtown Historical Study, which was last updated in February, 2002, made the following recommendation for Brooks-Scanlon No.1:


Southern Pacific Railroad (SP) 1215 was originally assigned to the Dunsmuir rail yard near Mt Shasta. The locomotive was primarily used on the Western Division of the Southern Pacific Railroad, working from Oakland, Sacramento and Bakersfield. The locomotive finished its active career in San Francisco before being retired from service in 1957 and subsequently donated to Hanford, California for a static park display in 1958. The Feather River Railroad Society (FRRS) purchased the engine in 1995 and moved it to their Portola Railroad Museum. The California Trolley and Railroad Corporation (CTRC) acquired the locomotive from FRRS in 2004.


The CTRC has cosmetically restored the locomotive and it is now on display at the History Park at Kelley Park in San Jose, CA. After the Southern Pacific locomotive 2479's full restoration they'll consider a full working restoration for 1215. When the San Jose Steam Railroad Museum is completed the CTRC will display the locomotive at the museum.


The Consolidation served on through the steam era of the Smoky, taking a turn about with the line's other steamers. A washout on the line in January 1947, resulted in a "dead railroad" until May 17, 1947, when 107 rolled into town pulling a train of cars of foreign lines which had been stranded in Sevierville. On December 9th, 1954, the SMRR brought in a GE 44 ton diesel to replace the steam locomotives and #107 along with the other SMRR steamers were left on a siding to rust. In 1961, #107 was placed on display in Sevierville along with 2-6-0 #206 (Baldwin, 1910) to advertise the Rebel Railroad (later Dollywood).


The Chicago Burlington and Quincy O-5 was a class of 36 4-8-4 "Northern" type steam locomotives built by the Baldwin Locomotive Works in 1930 and the CB&Q between 1936 and 1940 and operated by the CB&Q until the late 1950s.


The locomotives saw service pulling both freight and passenger trains and four have been preserved, all of which are on display.


Between the mid and late 1950s, all of the O-5s have been retired from revenue service. After being retired from revenue service, No. 5632 was brought out of retirement and was used to haul excursions for the CB&Q steam program until November 1, 1964 when it hauled its last CB&Q excursion and was due for an overhaul. However, by 1966 the railroad got a new president, Louis W. Menk, who ended the program and the repairs on 5632 were halted. The locomotive was sold to caretaker, Richard Jensen, who moved it to the Chicago and Western Indiana Roundhouse for storage. In 1969, the locomotive was moved to a scrapyard, where the locomotive derailed on a switch and it was subsequently scrapped in November 1972.


Four of the Burlington Route's "Northerns" have been preserved, all of which are of the O-5A/B batch.


Soo Line 2719 is a 4-6-2 "Pacific" type steam locomotive built by the American Locomotive Company (ALCO) for use on passenger trains operated by the Minneapolis, St. Paul and Sault Ste. Marie Railway ("Soo Line"). The 2719 was used to haul the Soo Line's last steam-powered train, a June 21, 1959 round-trip excursion between Minneapolis, Minnesota and Ladysmith, Wisconsin. It was then displayed in Eau Claire, Wisconsin until 1996. It was restored and operated in excursion service from 1998 until 2013 when its boiler certificate expired. Today, the locomotive remains on display in Duluth, Minnesota.


On May 23, 1996, a fundraising dinner, entitled "An Evening in the Club Car", was held at the Holiday Inn Convention Center in Eau Claire, WI to benefit the restoration of 2719. The restoration was undertaken by the Locomotive and Tower Preservation Fund, Ltd. After a very aggressive restoration schedule, the inaugural running was on September 19, 1998, running a "triple-headed excursion" with Northern Pacific class S-10 328 and Soo Line 1003. 2719 did not have a museum and excursions occurred over different tracks belonging to different railroads.


In June 2000, 2719 was moved to the Wisconsin Great Northern Railroad in Spooner. It operated during the summers in Spooner until the purchase of the Wisconsin Central by Canadian National Railway in 2001. It returned to the roundhouse in Altoona, Wisconsin for the winter.


With the last excursion run in 2003 and with the Altoona, Wisconsin roundhouse being razed on June 1, 2004, 2719 was facing a bleak future. 2719 was stored outside, exposed to the elements until the end of 2006.


On December 17, 2006, 2719 was moved to the Lake Superior Railroad Museum. The museum operates the North Shore Scenic Railroad. After extensive work during the summer of 2007, the engine was test fired on August 24, 2007, and made a successful round trip test run from Duluth to Two Harbors, Minnesota on August 25, 2007. Soo Line 2719 ran a regular excursion schedule from 2007 to 2013.


In May 2013, it met Milwaukee Road 261 for the first time. Soo 2719 pulled special excursions for that weekend (National Train Day).


2719's FRA boiler flue time was to expire on July 31, 2013, but its flue time was extended so that it could operate into late summer of 2013. It pulled its final excursion on September 14, 2013, and afterward, Soo Line 2719 was to have gotten its 15-year rebuild. However, because of ownership disputes, it was drained to the Lake Superior Railroad Museum for display instead. In June 2015, the 2719 was purchased by the LSRM.


The 2719 was used to haul the Soo Line's last steam-powered train between Minneapolis, Minnesota, and Ladysmith, Wisconsin, on June 21, 1959.


2719 was also able to have the distinction of being the last steam-powered engine to operate out of Ladysmith, Wisconsin, on former Soo Line trackage in 2001. The locomotive was stored again in 2003, but in 2005 discussions were held to move the locomotive to the Lake Superior Railroad Museum in Duluth, Minnesota. With assistance from the L&TPF, Ltd., the museum relocated the locomotive in December 2006. The museum leased the locomotive and operated #2719 through its affiliate, the North Shore Scenic Railroad.


Since 2013, with 2719 no longer in operation, it is displayed at the Lake Superior Railroad Museum. In 2019, the 2719 was displayed outside for the first time (not under the parking ramp) along with Duluth and Northern Minnesota 14 to welcome Union Pacific 4014 during its midwest tour stop in Duluth.


After deciding to restore the D&NE #28 back to operation, the museum abandoned plans to restore the 2719 back to operation. This sparked the L&TPF to seek other options for the 2719. On February 21, 2015, the Locomotive & Tower Preservation Fund approached the City of Eau Claire, WI, and offered to sell 2719 back to the city for $1, with the city also covering the cost of the $135,000 shelter to house the locomotive. It came at great surprise to the Lake Superior Railroad Museum, as they were unaware of the talk to move the engine back to permanent outdoor display. The L&TPF weren't interested in renewing the lease with the LSRM, which expired in 2015.


The LSRM was originally seeking $305,000 in 2011 to restore it back to operation after its 15-year limited expired in 2013. However, after 2719's last run, the museum announced it was restoring a different steam locomotive (that the museum owned) to operation in time for the 2016 season, postponing hopes of 2719 return to steam.


The city of Eau Claire attempted to raise funds to return the locomotive but was highly unsuccessful. The L&TPF announced that if the city didn't want the locomotive back, it would look for offers elsewhere.


On February 24, 2015, the city decided it wanted up to two months to make its decision on 2719. It was likely that the city would buy 2719 for $1, then sell it back to the Lake Superior Railroad Museum for $2, as the city council seemed to agree they'd rather have 2719 be restored to operation in the future than sitting on permanent display.


The city, however, wanted this time extension to explore all options available. Representatives from the Lake Superior Railroad Museum were present at the meeting and promised if 2719 stayed in Duluth, it could possibly run again.


On May 11, 2015, the city of Eau Claire held a community meeting to debate what the city's intentions for the locomotive would be. Some community members argued the locomotive should be returned to its home in Eau Claire, while others suggested that the Lake Superior Railroad Museum would make a better home for 2719.


The city council discussed 2719's fate on May 12. The council could not reach a majority, and another debate was planned for June. The council wanted the first right of refusal should 2719 be sold by the Lake Superior Railroad Museum sometime in the future.


On Tuesday, June 9, 2015, the city of Eau Claire, WI, the Locomotive & Tower Preservation Fund, and the Lake Superior Railroad Museum agreed to an immediate sale of the locomotive from the city to the LSRM. The city of Eau Claire was given repurchase rights of the locomotive for 3 years if the city decides they want the locomotive back. The Lake Superior Railroad Museum, as part of the deal, would pay for and design signage for the city where the locomotive was once displayed.


Eau Claire's "buy-back agreement" lasted three years for the city to find any way to restore and return the locomotive to the city.


In June 2018, the city of Eau Claire voted for an extension to 2019 for the right to repurchase the locomotive and return it to Eau Claire, the city then purchased the locomotive back from Duluth for $4 in August, and explored options to return the locomotive to Eau Claire from Duluth.


However, in April 2019, the City of Eau Claire decided to open leasing and/or purchasing options for the locomotive after realizing the substantial cost to relocate and protect the locomotive. LSRM in Duluth and city council members began new negotiations to keep the locomotive in Duluth and to alternate operating cycles with D&NE 28.


On October 22, 2019, the Eau Claire City Council voted to sell the locomotive back to the Lake Superior Railroad Museum for $8, with the hope that the museum will return her back to steam again.


There were six H-23 class locomotives built in May 1923. 2719 and 2718 are preserved.


Illinois Central 201 is a steam locomotive, originally owned and operated by Illinois Central Railroad. The engine hauled thousands of passengers to the 1893 Columbian Exposition in Chicago, at which time, Casey Jones was one of its engineers. In 1949, the locomotive was operated at the Chicago Railroad Fair as part of the "Wheels A-Rolling" pageant. It is now on static display at Illinois Railway Museum in Union, Illinois.


201 was one of several 2-4-4T locomotives built for commuter service between the edge of the Chicago Loop and the South suburbs (now part of the Metra Electric District).


1401 was retired in 1926 when the IC electrified the route. The rest of the fleet retired in 1935 from yard service; some were sold to other railroads. in 1934, it was renumbered back into 201 where it took part at the Chicago Worlds Fair for many years until 1949. In 1975, the locomotive was sold to a private owner and displayed in front of the depot in Owatonna, Minnesota. It was donated to the Illinois Railway Museum in 2002.


Southern Pacific No. 18, also known as the "Slim Princess", is an oil-fired "Ten Wheeler" type narrow-gauge steam locomotive built by the Baldwin Locomotive Works in 1911.


It was originally built in 1911 for the Nevada–California–Oregon Railway and was sold to Southern Pacific in 1926. No. 18 worked the rest of its career on the Southern Pacific narrow-gauge. The locomotive, along with sisters Nos. 8 and 9, were nicknamed "The Desert Princess" for serving the desert areas of Nevada and California.


In 1954, a new narrow-gauge General Electric diesel locomotive was purchased as Southern Pacific No. 1 to replace Nos. 8 and 18, resulting in the two steam locomotives retiring soon after the arrival of No. 1. No. 8 was donated to the City of Sparks, Nevada, while No. 18 was donated to the City of Independence, California.


No. 9 was the last Southern Pacific narrow-gauge steam locomotive to retire and pull a Southern Pacific narrow-gauge passenger train, with the last day of steam operation on the narrow-gauge line being August 25, 1959 and was retired a year later.


The locomotive was preserved, along with No. 8 and E9 Unit No. 18, was restored for operating condition between 2009 and July 2017 on a short stretch of track in a public park in Independence, California. Then, in early November 2018, No. 18 was leased to the Durango and Silverton Narrow Gauge Railroad in Durango, Colorado to train the crew on an oil burner, as the D&SNG is restoring K-37 No. 493 to operating condition while also converting the locomotive from burning coal to burning fuel oil. Restoration work on No. 493 was later completed on January 24, 2020.


On April 9, 2019, while the locomotive was working a spring excursion, a piston ring broke, creating a hole in the right-side cylinder head. The failure of the piston ring occurred on the grades between Hermosa and Rockwood. The four passenger cars, along with 100 passengers on board, were hauled back to Durango. The next day, No. 18 was hauled back to Durango for repairs.


The cause of the piston ring failure is unknown. On July 22, 2019, the engine returned to service. No. 18 returned home to the Eastern California Museum in October 2019.


On April 8th, 2021 it was announced that No. 18 is returning to Durango & Silverton from April 2021 to October 2021 and on April 11th it departed for Durango, Colorado via truck.


St. Louis-San Francisco Railway 1630 is a preserved 2-10-0 "Decapod" type steam locomotive owned and operated by the Illinois Railway Museum in Union, Illinois. Today, Frisco No. 1630 is currently one of two operating Decapods in service in America, the other being former Great Western No. 90 at the Strasburg Rail Road outside of Strasburg, Pennsylvania. No. 1630 is also one of three operational steam locomotives at the Illinois Railway Museum, the other two being J. Neils Lumber Co. 3-truck Shay No. 5 and the soon-to-be restored Union Pacific 2-8-0 No. 428.


On the evening of September 14, 2019, during the Museum Showcase Weekend, the locomotive doubleheaded with recently restored J. Neils Lumber Co. No. 5 (aka Shay No. 5), as this was the first time a doubleheader has been seen at the Illinois Railway Museum in a long time. As of 2021, the locomotive continues to run in excursion service for the Illinois Railway Museum.


East Tennessee and Western North Carolina Railroad Locomotive No. 12


East Tennessee and Western North Carolina Railroad Locomotive No. 12, also known as Tweetsie Locomotive No. 12, is a historic narrow-gauge 4-6-0 "Ten Wheeler" type steam locomotive located near Blowing Rock, Watauga County, North Carolina. It was built in 1917 by the Baldwin Locomotive Works for the East Tennessee and Western North Carolina Railroad. The East Tennessee and Western North Carolina Railroad ceased operations in 1950 and No. 12 is the only one of the railroad's narrow-gauge engines still in existence. The locomotive is located at the Tweetsie Railroad theme park. Today, No. 12 operates at the Tweetsie Railroad alongside former White Pass and Yukon Route 2-8-2 No. 190.


It was listed on the National Register of Historic Places in 1992.


PRR 3750 is a Pennsylvania Railroad K4s 4-6-2 "Pacific" type steam locomotive located in the Railroad Museum of Pennsylvania, outside of Strasburg, Pennsylvania in the United States. For over a decade, 3750 stood in for the prototype K4s, 1737, and was listed on the National Register of Historic Places in 1979. It is one of the two remaining K4s locomotives and, along with PRR 1361, was designated the official state steam locomotive in 1987 by the Pennsylvania General Assembly.


PRR 3750 was used to haul the Pennsylvania Railroad's mainline passenger trains such as the "Broadway Limited". Despite the attempt by railroad management to replace the K4s with the K5 and T1, the K4s would remain in action until dieselization in 1957. The 3750 was spared from being scrapped because, when the Pennsylvania Railroad was considering steam engines for preservation, the first K4s, 1737, had deteriorated to the point that it was not worth preserving. The Pennsylvania decided to scrap 1737 and use 3750 as a stand-in; 3750 received the original number plates and tender from 1737.


In 1921, 3750 headed up soon-to-be President Warren G. Harding's campaign train. Three years later, it also was one of the locomotives that pulled Harding's funeral train.


When the steam power era ended most railroads scrapped their locomotives. The PRR however took pride in their engineering and mechanical legacy. PRR historian Dan Cupper gives much credit to a former Chief of Motive Power for the initiative to preserve examples of their most successful engines at their Northumberland, Pennsylvania roundhouse. In 1975, PRR 3750 was moved to the Railroad Museum of Pennsylvania in Strasburg, Pennsylvania. The entire PRR collection came under threat in the 1980s when the PRR's successor, the Penn Central estate, sought to raise cash by selling them for scrap. The Pennsylvania Legislature intervened and forgave some back taxes in exchange for deeding the collection to the state.


The Pennsylvania General Assembly designated 3750 and 1361 the official state steam locomotives on December 18, 1987, while also designating the GG1 4859 the state electric locomotive in the same bill.


As of 2019, the 3750 sits on outdoor static display at the Railroad Museum of Pennsylvania outside of Strasburg, Pennsylvania. The museum's volunteer group plans to have 3750 cosmetically restored prior to it being placed in a planned roundhouse.


The Great Northern S-2 was a class of 14 4-8-4 "Northern" type steam locomotives built by the Baldwin Locomotive Works in 1930 and operated by the Great Northern Railway until the late 1950s.


The locomotives were built to haul passengers on the GN mainline, pulling the "Empire Builder" and the "Oriental Limited" and were assigned to the Montana division for service between Williston, North Dakota and Havre, Montana and the Spokane division for service between Spokane, Washington and Wenatchee, Washington, then assigned to the Divide between Havre and Whitefish, Montana, of which mostly runs through the famed Marias Pass, though they were also used on GN tracks outside of their assigned areas.


Today, only one S-2 survives, No. 2584. It was retired in December 1957 and moved to the Havre depot in Havre, Montana in May 1964 where it still resides today.


By 1949, the Great Northern had dieselised its premier passenger trains and the S-2s were then reassigned to secondary passenger runs and freight service, of which the latter service proved to be rather unsuitable for them due to their passenger locomotive design. Retirement started on August 25, 1955 and engines 2577 and 2584 made their last revenue runs in 1956 before being retired a year later. By April 1958, all of the S-2s have been retired.


Only one S-2 survived into preservation today, No. 2584. It made its final run in late 1956 and it was stored in a roundhouse in Superior, Wisconsin. It was then retired in December 1957 and on March 21, 1958, the Great Northern had decided to hold it for historical purposes and it was eventually repainted to its original Glacier Green paint scheme. On May 15, 1964, it was put on display at the Havre depot in Havre, Montana and was dedicated there. Today, it is still on display there. It also has a marker describing the locomotive and the S-2 class in general on the engineer's side of the locomotive's tender. It is the sole surviving Great Northern "Northern" type and the largest surviving Great Northern steam locomotive.


The tender from S-2 No. 2575 also survives, it is currently used as an auxiliary tender for Spokane, Portland and Seattle 700.


List of preserved Southern Pacific Railroad rolling stock


A large quantity of rolling stock formerly owned and operated by Southern Pacific Railroad has been preserved in museums and on tourist railroads across North America.


Southern Railway 401 is a steam locomotive built in December 1907 by the Baldwin Locomotive Works for Southern Railway. It is a 2-8-0 "Consolidation" type of Southern's "H-4" class.


Southern Railway #401 is one of 25 class "H-4" 2-8-0 "Consolidation" type steam locomotives built by the Baldwin Locomotive Works of Philadelphia, Pennsylvania in December 1907. The H4 class was generally used in mixed train service, to haul branch line freight trains, and later, as yard switchers. In 1949, #401 was sold to the Alabama Asphaltic Limestone Company in Margerum, Alabama. She switched hopper cars of stone until the company brought in a diesel locomotive in 1963. The #401 was then placed on standby service in case the diesel broke down. Sometimes, she would be fired up for company picnics so children could blow the whistle. In 1965, #401 was officially retired from service.


Southern Pacific #9 is a oil-fired narrow gauge steam locomotive, built by the Baldwin Locomotive Works in November 1909.


It was originally built for the Nevada–California–Oregon Railway and was sold to Southern Pacific in the late 1920s. The engine worked the rest of its career on the SP narrow gauge. The locomotive, along with sisters #8 and #18, were nicknamed "The Slim Princess" for riding along the western and eastern deserts of Nevada and California.


In 1954, there was a plan to purchase a new narrow gauge diesel from GE as SP #1, to replace numbers #9, #8 and #18. Whilst #8 and #18 were sold off, #9 was kept on as a standby locomotive to support diesel locomotive #1 in case of a breakdown.


The engine and the two others, #8 and #18, survived into preservation. Southern Pacific #9 is now on display at the Laws Railroad Museum in Laws, California.


The engine was also used in the 1948 film 3 Godfathers, starring John Wayne, Pedro Armendáriz, and Harry Carey Jr.; as well as cameoing the 1954 - 1957 TV western series Annie Oakley, starring Gail Davis.


Baldwin 60000 is an experimental steam locomotive built by the Baldwin Locomotive Works in Eddystone, Pennsylvania, in 1926, during the height of the railroading industry. It received its number for being the 60,000th locomotive built by Baldwin.


It was designed to be the best locomotive that Baldwin ever made. It boasts three cylinders, weighs about , including tender, and can pull a load of up to . Its top speed is .


60000 was very innovative, carrying unusual technology, including a water-tube firebox. This was intended to improve efficiency but the tubes were prone to burst inside the firebox. It is also a compound, expanding the steam once in the inside cylinder and then again in the two outside cylinders. Although compounding increases efficiency, it was an extra complication that the US railroads had mostly rejected by the middle twenties. The weight and length of the engine were too much for all but the heaviest and straightest tracks.


This locomotive was experimental and was meant to be the model for future development. However, its demonstration runs never persuaded railroads to purchase more. In 1933, it was donated to the Franklin Institute Science Museum. and remains there today.


After a series brief test runs following construction, the 60000 was sent to the Pennsylvania Railroad's Altoona Test Plant in Altoona, Pennsylvania. Placed on rollers without its tender, it was tested on the traction dynamometer to measure its performance, which included maximum drawbar horsepower. Following tests at the Altoona Test Plant, the Pennsylvania Railroad placed the engine in freight service between Enola Yard near Harrisburg and Morrisville Yard via the Trenton Cutoff. During testing on the PRR, 60000 pulled a maximum of 7,700 tons.


Following testing on the PRR, the 60000 was sent for additional testing on the Baltimore and Ohio Railroad. Between November and December 1926, the 60000 was tested on the Cumberland Division between Brunswick and Keyser, Maryland, the Connellsville Division between Cumberland, Maryland, and Connellsville, Pennsylvania, and the Pittsburgh Division, which included the Sand Patch and Seventeen-Mile grades.


In February 1927, the 60000 was sent to the Chicago, Burlington and Quincy Railroad's Beardstown Division of Illinois. The 60000 was run in tandem with the CB&Q's own M2-A Class 2-10-2 number 6157, in order to compare coal and water consumption. Overall, the 60000 was superior in its coal and water consumption.


On 24 February 1927, the 60000 was sent to the Atchison, Topeka and Santa Fe Railroad. Testing was performed on the Pecos division between Clovis and Belen, New Mexico. As with the CB&Q, the AT&SF compared the performance of the 60000 with that of its own power in the form of two 3800-Class 2-10-2s. Once more the 60000 demonstrated superior fuel consumption than the locomotives of the host railroad.


In the summer and fall of 1927, the 60000 was sent to the Southern Pacific Railroad, which overhauled the locomotive and converted it to an oil burner at its Sacramento Shops. Following its conversion, the 60000 was tested in both freight and passenger service on the Sacramento Division, during which the engine carried a Southern Pacific tender. Following tests on the SP, the 60000 was sent to the Great Northern Railway between Everett, Washington and Minot, North Dakota. Overall, the 60000 did not perform as well on oil as it did on coal.


Converted back to coal, the 60000 was then returned to the Baldwin Locomotive Works and used as a stationary boiler before being donated to the Franklin Institute. The locomotive was moved from the Baltimore & Ohio Railroad tracks at 24th and Vine Street over temporary tracks to the museum building which was then still under construction. The locomotive was placed in the building through an opening in the western wall.


Conway Scenic Railroad (Canadian National) No. 7470 is a preserved class "O-18-a" 0-6-0 "Switcher" type steam locomotive at the Conway Scenic Railroad in North Conway, New Hampshire.


The locomotive was built by the Grand Trunk Railway at Pointe-Saint-Charles in June 1921. The Grand Trunk classified the switcher as F9 Class and numbered it as 1795. When the Canadian National Railway absorbed the Grand Trunk in 1923, they reclassified it as an O-18-a and renumbered it as 7470.


After retirement, 7470 was spared scrapping by being sold to Canada Dominion Sugar, where it spent some additional years as a switcher, it was renumbered as 303. In May 1963, it was purchased by the Ontario government for a transportation museum that never came to fruition. In 1965, it was sold to a man named Charles Weber, he had the engine placed in storage in Wallaceburg for several years untouched. It was later purchased by a rail collector named Fred Stock, the engine was put in storage at the Canadian National rail yard in Sarnia, Ontario, Canada. In April 1968, Stock sold the engine to Dwight Smith.


Dwight Smith was working on founding the Conway Scenic Railroad, which opened in 1974. After purchasing the engine, it was moved to Rigby Yard in South, Portland Maine in October 1968. After sitting in Portland for three years, it was moved to North Conway, New Hampshire in 1971 were it went through a three year restoration. After three years of restoration work, 7470 return to active service on August 3, 1974 and was renumbered as Conway Scenic 47, it made its excursion return run on August 4, 1974. it was the new railroad's only locomotive in its earliest years. The old number 7470 and Canadian National paint scheme were restored in 1988 according to Railfan & Railroad magazine.


Today, 7470 mainly operates in mid-September and October seasons only, for Railfan's Weekend and Steam in the Snow in January where it is hosted by the Mass Bay Railroad Enthusiasts. It used to run during summer months as well, but ended in 2007, excluding special excursions. 7470 has also pulled the Notch Train on rare occasions for special events, once in 2007, 2011, and twice in 2019.


In July 2014, it was announced that 7470 was going to be coming out of service due to a major federally mandated inspection and overhaul. 7470 ran its last train on January 3, 2015, and its overhaul work began the following day. It returned to active service on June 1, 2019 and made its first test runs under its own power for the first time since January 3, 2015. 7470 made its excursion return on June 29, 2019. 7470 also made another notch appearance on September 1st, 2019. It pulled its first ever Steam in the snow event since 2015 on January 4th, 2020.


7470 is being prepared for the 2021 season for the engine's 100th birthday and will be seeing operation for most of the season June-December. Conway Scenic Railroad is running its own Winter Steam event since the annual Massachusetts Bay Railroad Enthusiasts version was cancelled due to Massachusetts-New Hampshire travel restrictions.


7470 is expected to run fifteen more years until 2034, when its next overhaul work is due.


7470 made its first ever film appearance in the 1972 Paramount Pictures film "A Separate Peace", lettered as Boston & Maine 47.


Boston and Maine No. 3713, also known as the "Constitution", is a class "P-4a" 4-6-2 heavy "Pacific" type steam locomotive built by the Lima Locomotive Works for the Boston and Maine Railroad in December 1934. This locomotive is currently being restored to operating condition at the Steamtown National Historic Site in Scranton, Pennsylvania as a part of their operating fleet for use on excursion trains. It is the focus of Project 3713, a partnership between the National Park Service and the Lackawanna & Wyoming Valley Railway Historical Society.


No. 3713 was one of five "P-4a" class heavy 4-6-2 "Pacifics" (Nos. 3710-3714) ordered by the Boston and Maine (B&M) in December 1934 at the Lima Locomotive Works (LLW) in Lima, Ohio. These locomotives were originally built with smoke deflectors, a single air compressor mounted on their pilot deck, and a metal sky-lining shroud covering up the top of their boiler thus giving them a semi-streamlined appearance. In 1936, B&M ordered the final batch of five Pacifics (Nos. 3715-3719) which were delivered in March 1937. These were the last Pacifics built by Lima to date. Slightly classified as P-4b, they were delivered with smoke deflectors, but without the sky-lining shroud.


Designed with 80" drivers, a large firebox, and massive boiler, P-4 Heavy Pacifics would easily cruise at a speed of 70 miles per hour, carrying enough coal to pull a 14-car train for about 250 miles, and enough water to last about 125 miles. Due to wartime conditions with World War II, P-4s were all de-shrouded along with their smoke deflectors removed for easier maintenance. Around 1944 or 1945, a second air compressor was added on all of the locomotives' pilot deck.


B&M sponsored the New England students a contest to name all five P-4a and five other P-4b after their schools. On December 11, 1937, No. 3713 was officially named "The Constitution" by J. Schumann Moore, a 14-year-old student from Eastern High School in Lynn, Massachusetts. Between 1940 and 1941, other winning names were selected to P-4a Pacifics No. 3710 as "Peter Cooper", No. 3711 as "Allagash", No. 3712 as "East Wind", and No. 3714 as "Greylock". While the P-4b Pacifics Nos. 3715 to 3719 were also named "Kwasind", "Rogers’ Rangers", "Old North Bridge", "Ye Salem Witch", and "Camel’s Hump", respectively. Each locomotives all have a plaque representing the students' name and their respective educated school.


Stockton Terminal and Eastern No. 1 is a 4-4-0 steam locomotive originally built in 1864 by Norris-Lancaster for the first Western Pacific Railroad. The railroad's engines were lettered rather than numbered, and as such this engine received the "G" designation, as well as given the name ""Mariposa." The engine operated on the Western Pacific until the late 1860s when the road went bankrupt and was subsequently purchased by the Central Pacific Railroad.


In 1869, the Central Pacific had re-designated the engine as the road's second number 31, replacing another engine of that number which was destroyed in an accident that year, and continued to serve the CP, as well as the Southern Pacific Railroad (which absorbed the road in 1885), until 1914. The engine is believed to have been stripped of its name in the 1870s, when the CP had ceased its practice of naming engines, and has been renumbered 1193 in 1891. The engine was renumbered 1215 in 1901, then again as 1488 in 1907.


In 1914, the engine was sold to the Stockton Terminal and Eastern Railroad, and served that road until 1953. In that year, the engine was retired from 89 years of revenue service and donated to the Travel Town Museum, where it is currently displayed.


Milwaukee Road 1004 is a preserved 4-6-0 steam locomotive built by Baldwin Locomotive Works in September 1901 as a class B4 four-cylinder Vauclain compound locomotive for the Milwaukee Road who numbered it 385.


It was renumbered 1735 in 1907, and renumbered again in 1912 as 4335. Like most of the Milwaukee Road's Vaulclain compounds, it was rebuilt as a two-cylinder simple locomotive; for 4335 this happened in February 1920 when it was reclassified as class G8 and renumbered 2604. In the Milwaukee Road's 1938 renumbering, it received its last number — 1004. It was finally retired in April 1957.


The locomotive was mostly a freight locomotive while working on the Milwaukee Road; A "Railroad" article from around 1957 believed that Milwaukee Road 1004 was the last steam locomotive to retire and leave the system.


Today the 1004 is preserved non-operational at the Fairgrounds, in Austin, Minnesota. It is also the only surviving member of its class, and it is one of only five surviving Milwaukee Road steam locomotives.


Southern Pacific Railroad 2479 is one of six 4-6-2 heavy "Pacific” type steam locomotives built by Baldwin Locomotive Works in 1923 for the Southern Pacific Railroad (SP), designated the P-10 class. No. 2479 was retired from service in 1956. The locomotive is currently undergoing restoration to operating condition by the California Trolley and Railroad Corporation.


The six locomotives in 2479's class were designed to pull such trains as the "Overland Limited" between Sparks, Nevada, and Ogden, Utah, a total , without changing engines. Average speed was 35 mph including stops. This would require road speeds of about .


Performance proved most satisfactory and thereby set the basic design for all remaining Pacifics built for Southern Pacific Railroad (SP). The Pacific held many long distance assignments including the "Daylight Limited" between San Francisco and Los Angeles, the "Sunset Limited" between Los Angeles and El Paso, Texas, and the Sparks to Ogden run. As larger 4-8-2 class locomotives were assigned to these name trains, the 4-6-2 classes were reassigned to local passenger runs between Sacramento and Oakland and the San Francisco-San Jose, California, commuter service. The 2479 ended its service on these routes.


Since 1989, the volunteers of the Santa Clara Valley Railroad Association (SCVRRA) have averaged over 5,000 hours per year on the restoration of SP 2479. This amounts to approximately twenty-five person years expended. This time represents time spent directly on the locomotive and does not include the many hours spent attempting to raise funds, recruit and train volunteers, and do the administrative tasks that are required of any organization whether for profit or not.


At the end of 1994, the SCVRRA merged with the San Jose Trolley Corporation to form the California Trolley and Railroad Corporation (CTRC), a not-for-profit educational organization with the mission to preserve historic rail equipment of importance to the history of the Santa Clara Valley and to provide and interpretive venue. One of the underlying reasons for the merger was that the new organization could be a more effective fund raising vehicle.


To date, the principal source of funding for the locomotive restoration has been the Santa Clara County Historical Heritage Commission and volunteer fund raising efforts over the years. Approximately, $350,000 has been raised to date. Of this amount $230,000 represents the cost of the boiler repair done by a professional boiler contractor required by federal and state law. The work on the boiler was begun by Manley Boiler Repair in May 1998. Work continues to progress as 2479's pistons are removed from its cylinders. At the end of October 2008 the CTRC passed a major milestone as 2479's front and rear trucks, the 6 main drivers where reinstalled below the locomotive and the locomotive was lowered to the ground for the first time in 15 years.


2479's current location is at the Santa Clara County Fairgrounds in San Jose, California. Its future home will be the San Jose Railroad Museum, which is currently looking for a location.


Pioneer is the name of the first railroad locomotive to operate in Chicago, Illinois. It was built in 1837 by Baldwin Locomotive Works for the Utica and Schenectady Railroad (U&S) in New York, then purchased used by William B. Ogden for the Galena and Chicago Union Railroad (G&CU, the oldest predecessor of Chicago and North Western Railway). The locomotive arrived in Chicago by schooner on October 10, 1848, and it pulled the first train westbound out of the city on October 25, 1848.


When the locomotive was built by Baldwin #184 in 1837 for the U&S which gave it the name Alert. It worked almost a decade before it was sold in 1848 to the Galena and Chicago Union Railroad. The G&CU renamed the locomotive "Pioneer" and used it in the construction of the G&CU until 1850, at which time the locomotive was loaned to the Chicago, Burlington and Quincy Railroad for work laying the first track in Chicago that summer. The Pioneer was returned and became its road work locomotive until it was retired in 1875 at West Chicago, IL


The locomotive has been preserved and is on display at the Chicago History Museum.


Santa Fe 3415 is a class 3400 4-6-2 "Pacific" type steam locomotive built in 1919 by Baldwin Locomotive Works in Philadelphia, Pennsylvania for the Atchison, Topeka and Santa Fe Railway. Retired in 1954, it sat in Eisenhower Park in Abilene, Kansas until April 1996. At that point, it was donated by the City of Abilene and put on display in the Abilene and Smoky Valley yard. Restoration began in 2005 and was completed in early 2009. It is planned for the locomotive to operate about once a month during the normal operating season. Its first revenue trip was on May 23, 2009. Today, No. 3415 is owned and operated by the Abilene and Smoky Valley Railroad in Abilene, Kansas.


The Olomana is a narrow gauge locomotive built by Baldwin Locomotive Works in 1883 for the Waimanalo Sugar Company in Hawaii. It is currently in the Railroad Museum of Pennsylvania, on loan from the Smithsonian Institution. It was the third self-propelled vehicle to operate in Hawaii.


The "Olomana" arrived in the Kingdom of Hawaii in August 1883, after a two-month journey sailing around Cape Horn. It was owned by the Waimanalo Sugar Company on the island of Oahu, and hauled sugar cane from the fields to the refinery. The "Olomana" was operated by a lone engineer and ran at an average speed of on sets of prefabricated, gauge railroad tracks that could be taken apart and reassembled at a different location. Originally burning coal, the "Olomana" was converted to run on oil in 1928. Dried cane was tried, but it left hard-to-remove residue inside the engine. The "Olomana" and two similar locomotives were replaced by trucks and retired in 1944.


Pennsylvania Railroad 1361 is a 4-6-2 "Pacific" type steam locomotive built in 1918 for the Pennsylvania Railroad by their own Altoona Works. It is one of the only two remaining K4s locomotives and, along with PRR 3750, was designated the official state steam locomotive in 1987 by the Pennsylvania General Assembly.


As a member of the K4s locomotive class, it served its active career hauling mainline passenger and mail trains. Retired from revenue service in 1956, it was restored to operating condition for excursion service in 1987 when mechanical problems sidelined the locomotive after only a year and a half of operation. The engine is currently owned by the Railroaders Memorial Museum in Altoona, Pennsylvania, which is currently attempting another restoration for the locomotive back to operating condition.


The K4s is considered the Pennsylvania Railroad's most famous class of steam locomotives, with a total of 425 engines produced from 1917 to 1928 and including the prototype that was built in 1914. The last of K4s stayed in service well into the late 1950s, until being replaced with diesel locomotives.


In April 2010, it was decided to cancel the restoration plans for 1361. Instead of rebuilding it and placing the locomotive back into service as an excursion train, the museum decided on "semi-static display." The museum hoped to still be able to reconstruct the boiler so that it could still be fired and produce enough steam pressure to operate at low speeds around museum property and blow the whistle. The "semi-static" restoration would also be canceled but because the boiler would have had to have been rebuilt to current specifications required by the Federal Railroad Administration (FRA), which have drastically changed since the engine was first completed in 1918.


By 2013, the engine had been removed entirely from Scranton, with the frame, tender and various small components stored in Altoona, while the boiler was stored at the East Broad Top Railroad. By early 2015, the museum had completed construction of their "quarter-roundhouse" and began to place the 1361's tender, frame and other components inside. In late July 2015, the 1361's boiler was moved to Altoona and placed in the roundhouse with the remainder of the engine.


The Age of Steam Roundhouse Museum, Sugarcreek, Ohio, United States, is a museum roundhouse housing steam and diesel locomotives, passenger cars and other railroad equipment.


The project was paid for by Jacobson and his wife, Laura. They set up an endowment to support the museum. Architect F. A. Goodman says the building is 48,000 square feet and of "solid masonry walls" and "heavy timber framing". It has 18 stalls, each of which is large enough for a locomotive and its tender. The Goodman company says the roundhouse is one of the largest heavy timber structures in America.


The Bluewater Michigan Chapter of the National Railroad Historical Society, colloquially called Bluewater, was a 501(c)(3) non-profit organization which offers events/trips involving historical railroads.


Bluewater Michigan Chapter was originally intended to exist in the Port Huron, Michigan area and thus named "Bluewater." Shortly after, however, it leased the former SEMTA Commuter Rail maintenance facility in Pontiac, Michigan, adjacent to the large Grand Trunk Western yards.


Bluewater focused on railway excursions around and beyond the state of Michigan, usually hauled by the host railroad's locomotives. They also loaned their coach fleet out to other excursion operators. An example of a Bluewater excursion would be from Detroit to Fort Wayne, Indiana on July 28 and 29, 1984, where the Norfolk and Western 611 steam locomotive hauled 24 cars including Bluewater coaches.


Many Bluewater members stored and maintained their privately owned coaches at Bluewater's yard locations. This proved to be a symbiotic relationship, as Bluewater was able to use these coaches in their excursions, allowing passenger trains longer than 20 cars.


In Owosso, Michigan, Project 1225 had restored the steam locomotive Pere Marquette 1225 and allied with Bluewater to run excursion trains in 1988.


Bluewater lost the lease to the SEMTA rail facility, and a search for a new location led them to the former Pere Marquette roundhouse/locomotive shops in Saginaw, Michigan which they lease from the Lake State Railway. However, the lease was cancelled in 2009 and the Bluewater shops have moved to another facility in the Saginaw area. This lease was also lost, which resulted in selling all of the rail car fleet (both freight and passenger cars).


Bluewater operated occasional trips around Michigan into the late 2000s (decade). They also held a monthly membership meeting in Royal Oak, Michigan. Bluewater NRHS ceased to operate at the end December 2019.


Robert W. Richardson, also known as Bob Richardson (May 21, 1910, Rochester, Pennsylvania – February 23, 2007, Bellefonte, Pennsylvania) was an American writer and narrow gauge railway preservationist.


Robert W. Richardson was born on May 21, 1910, in Rochester, Pennsylvania. He moved with his parents to Akron, Ohio in 1915, and attended high school there. As a teenager, he enjoyed watching and photographing trains in Ohio and Pennsylvania: his photographic archiving of soon-to-vanish railroads began in May 1931 when he borrowed a camera to record a day with the Ohio River & Western Railway near Key, Ohio. Diverted from a college education, he worked for a local hardware concern before starting his own small print shop. The Depression years were especially hard for printers, and his shop closed in 1937. A keen philatelist, he then worked for George Linn as the second editor of "Linn's Weekly Stamp News".


Fortunately for rail hobbyists and historians, Richardson kept up his interest in railroad operations and history. Journeys to northwestern Pennsylvania during the 1930s and early 1940s took him to the Sheffield and Tionesta Railway, the Tionesta Valley Railway and the Clarion River Railway. Anticipating military service, he quit his job with "Linn's". Subsequently learning that he would not be called up for some time, he took a job as an advertising representative for the Seiberling Rubber Company, which required him to travel extensively through the southern states.


In the summer of 1941, Richardson and a friend came to Colorado for the first time, making an unforgettable circle tour on the narrow gauge. He became completely enamored of the slim gauge railroads of Colorado. After military service during World War II with the Army Signal Corps in Iran, where he studied the Persian railroads and learned to read Persian, he returned to his job with Seiberling, but made repeated vacation trips touring the Colorado's narrow gauge railroads in 1945, 1946 and 1947, eventually deciding to make his home there.


Quitting his job in 1948, Richardson and an Ohio friend pooled their resources to open the Narrow Gauge Motel in Alamosa. The grounds offered a fine place to display some of the narrow gauge equipment he had purchased, along with that saved by the Rocky Mountain Railroad Club. From 1948 to 1958 he sporadically published "Narrow Gauge News", a newsletter which later became the Colorado Railroad Museum's "Iron Horse News". At Alamosa, Bob Richardson tirelessly railed against the abandonment of the historic narrow gauge lines: his untiring efforts and the publicity he generated were among the primary reasons that the Silverton Train and the Cumbres and Toltec Scenic Railroad were preserved for future generations.


Richardson wrote for both "Trains" and "Railroad" magazines, and throughout his life published books chronicling narrow gauge railroads. It is no exaggeration to say that he did more than any other individual to preserve Colorado's unique railroad heritage. Robert W. Richardson died on February 23, 2007, in Bellefonte, Pennsylvania, at the age of 96.


The Fort Wayne Railroad Historical Society (FWRHS) is a non-profit group in New Haven, Indiana that is dedicated to the restoration and operation of the ex-Nickel Plate Railroad's steam locomotive no. 765 and other vintage railroad equipment. Since restoration, the 765 was added to the National Register of Historic Places as no. 96001010 on September 12, 1996 and has operated excursion trains across the Eastern United States. In 2012, the FWRHS's steam locomotive no. 765 was added to the Norfolk Southern's 21st Century Steam program.


The Fort Wayne Railroad Historical Society was formed in 1972 and currently has over 400 members and over 70 volunteers. The group was formed with one purpose in mind: to restore an old steam locomotive to operational use and see it running down the tracks again. The history of the group actually begins before the FWRHS was formally conceived.


In September 1971, at a convention for the Nickel Plate Railroad Historical & Technical Society, a group of individuals decided they wanted to discuss the possibility of restoring the 765, the 767, and a Wabash Railroad locomotive (no.534) cosmetically. By November of the next year, four individuals, Wayne York, Glenn Brendel, Walter Sassmannshausen, and John Eichman drafted incorporation paperwork with Allen County and the Fort Wayne Railroad Historical Society, INC. was born.


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, the 2-8-4, 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."


The NKP 765 is a steam locomotive built for the Nickel Plate Road in 1944 by the Lima Locomotive Works. Classified as an "S-2" Berkshire-type steam locomotive, the locomotive is based on a 2-8-4 wheel arrangement. It operated freight and passenger trains until retirement in 1963. The Berkshire locomotives earned their name from the Berkshire Mountains in Southwest Massachusetts.


The Berkshire class of locomotives was not the heaviest, fastest, or most powerful, but was a popular all-around type intended for fast freight service. It survived in regular use until 1958, between Chicago, Fort Wayne, Cleveland, and Buffalo. The Nickel Plate was one of the last Class I railroads to regularly use steam locomotives, only the Illinois Central, Norfolk & Western, and Grand Trunk Western were to continue longer, until spring 1960.


The Nickel Plate Road had a fleet of 112 of the 2-8-4 Berkshire type steam locomotives. After retirement, most obsolete locomotives were cut up for scrap and melted down. A total of six were saved by various means. Five survivors were from the second batch of the S-2 Class, 755-769, which were built at the height of World War II in summer and fall 1944. The sixth survivor was from the S-3 Class, 770-779, built in spring 1949. The 779 was requested to be saved because it was the last steam locomotive of any type built by the Lima Locomotive Works, Lima, Ohio, the third largest commercial builder of steam locomotives in the United States.


The 765 was on display from 1963-1974 in Fort Wayne, Indiana's Lawton Park before being leased by the FWRHS. From 1975 to 1979, 765 was restored to operating condition at the corner of Ryan and Edgerton Roads in New Haven, IN. The restoration site lacked conventional shop facilities and protection from the elements, but on September 1, 1979 the 765 made its first move under its own power.


Later that winter it ran under its own power to Bellevue and Sandusky, Ohio for heated, indoor winter storage. In spring of 1980, 765 underwent a series of break-in runs followed by its first public excursion, making 765 the first mainline steam locomotive to be restored and operated by an all volunteer non-profit organization.


From 1993 to 2005, the 765 was completely rebuilt at a total cost of $750,000, which involved over 13,000 volunteer hours. The Society has an outstanding safety record and a professional, experienced crew of determined volunteers, several of whom have been with the Society since its inception. This rebuild included adding an MU stand and in-cab signalling to allow the crew to know what the line-side signal aspect says before it comes into view.


On average, the locomotive experiences 3,000 visitors a day when operating, with visitor and passenger numbers running between 40,000 and 60,000 ticket buyers in 2009 and 2011 in less than 30 days, respectively. Typical passenger trains carry anywhere from 600-1,000 people at a time with tickets for many trips selling out in 24 hours.


Press reports indicate the continuous presence of large crowds of "locals and out of towners" and on 765's ability to boost tourism in the towns that it travels through. In 2012, the Pittsburgh Tribune's headline photo proclaimed that the 765 was the "engine that still can" with CBS Pittsburgh describing it as "400 tons of Americana". When not operating excursions, 765 is maintained in a restoration shop in New Haven and maintained by a crew of 70-100 volunteers throughout the year. The shop is open to the public and houses a variety of other railroad equipment including vintage steam and diesel locomotives, passenger cars, cabooses, and more.


The Bellefonte Historical Railroad Society (BHRS) is an all-volunteer historical society dedicated to promoting, preserving, and fostering a public appreciation of the railroading heritage of Bellefonte and Centre County, Pennsylvania. The Society is a 501(c)(3) not-for-profit corporation with no paid employees or administrators.


The Society owns several historic pieces of rolling stock including two Budd RDC-1 rail diesel cars (BHRX 9153 and BHRX 9167), an NE class wooden caboose, originally built for the New York, New Haven and Hartford Railroad, a Russell snow plow, and four speeder cars. The caboose and snow plow are on static display in Talleyrand Park, Bellefonte, Pennsylvania adjacent to the former Bellefonte Pennsylvania Railroad train station. The caboose and snowplow are currently on display, but being repaired.


The Bellefonte Historical Railroad Society hosts two annual passenger excursion weekends, in October and December, in addition to special events involving operation of the speeder cars. The Society began overhaul of Budd RDC-1 BHRX 9167 in 2014. The Society hopes to resume excursion operations with this equipment in the near future.


Volunteers also maintain the track structure and right-of-way on approximately 1 mile of Society owned track in and near the village of Lemont. The track is a portion of the historic Lewisburg and Tyrone Railroad, a branch line of the Pennsylvania Railroad.


List of open-air and living history museums in the United States


This is a list of open-air and living history museums in the United States.


The list of forts lists both historical, preserved and currently operational military posts. Not all are open to the public. Some of those open to the public will have living history guides.


Battery Gunnison, a US Army Coast Artillery Battery at Fort Hancock, New Jersey, is being restored to its 1943 configuration by the Army Ground Forces Association, a non-profit living history organization, and is open for tours throughout the year.


The term outlaw, or outlawed refers to a crew (or train) which can no longer move because the crew has reached the maximum number of hours they are allowed to work, thereby outlawing their controlling the further movement of any train. All they may do is be relieved or deadhead to a "home terminal" (such as the place where they came on duty near their point of residence) or an "away from home terminal" (such as an approved hotel) to begin a period of rest.


In the United States railroad employees who are involved in the movement of trains are governed by the Hours of Service Act. The legislation is related to similar regulations which apply to other modes of transportation, but with significantly different specific limitations. The Act, which is administered by the Federal Railroad Administration, covers "train employees" (49 U.S.C. § 21103), "signal employees" (49 U.S.C. § 21104) and "dispatching service employees." (49 U.S.C. § 21105), as defined by the statute (49 U.S.C. § 21101).


This act is in place and in effect to ensure said employees receive "sufficient periods of rest" to ensure that they can perform their jobs safely. The law also specifies how many hours employees may work, both continuously and with a period of off time (called swing time) which is differentiated as being too short to be considered a period of rest. The affected employees include Dispatchers, Conductors, Engineers and more.


The Official Guide of the Railways, now known as the Official Railway Guide, was originally produced by National Railway Publication Company of New York City, beginning in 1868. The modern Official Railway Guide provides routing and shipping information for freight on United States railroads and is now published by the RailResource division of JOC (formerly Journal of Commerce).


The "Official Guide" also included some high priority freight schedules, system maps, listing of company officers, an index of all railroad stations, industry news briefs and personnel changes, rosters of key railroad officials, and new passenger train announcements, along with steamship schedules.


Other related publications produced by National Railway Publication Company and its affiliates included the "Pocket List of Railroad Officials" and freight equipment listings.


With the decline of long-distance passenger service in the U.S. during the 1950s–1960s and the eventual demise of passenger service by most individual railroads at the inception of Amtrak on May 1, 1971, the need for a monthly rail passenger "Official Guide" diminished considerably. In the years after Amtrak was established the "Official Guide" was split into separate freight and passenger editions, with the passenger edition being discontinued in 1974.


Some of the publications by the National Railway Publishing Company were eventually acquired by UBM Global Trade (then known as Commonwealth Business Media), which in turn became a division of United Business Media. United Business Media, a United Kingdom-based firm, provides business information services principally to the technology, healthcare, media, automotive, and financial services industries. With the resurgence of rail freight in the U.S. since the 1990s, the quarterly "Official Railway Guide" is used by transportation and logistics managers for routing and shipping information. UBM sold the majority of its data business to Electra Partners in 2013, who formed AXIO Data Group, which was then sold to IHS in 2014


The National Railroad Passenger Corporation, doing business as Amtrak , is a passenger railroad service that provides medium and long-distance intercity service in the contiguous United States and to nine Canadian cities.


Founded in 1971 as a quasi-public corporation to operate many U.S. passenger rail routes, Amtrak receives a combination of state and federal subsidies but is managed as a for-profit organization. The United States federal government through the Secretary of Transportation owns all the company's issued and outstanding preferred stock. Amtrak's headquarters is located one block west of Union Station in Washington, D.C.


Amtrak serves more than 500 destinations in 46 states and three Canadian provinces, operating more than 300 trains daily over of track. Amtrak owns approximately 623 miles of this track and operates an additional 132 miles of track. Some track sections allow trains to run as fast as .


In fiscal year 2018, Amtrak served 31.7 million passengers and had $3.4 billion in revenue, while employing more than 20,000 people. Nearly 87,000 passengers ride more than 300 Amtrak trains daily. Nearly two-thirds of passengers come from the 10 largest metropolitan areas; 83% of passengers travel on routes shorter than .


The name "Amtrak" is a portmanteau of the words "America" and "trak", the latter itself a sensational spelling of "track".