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Storyland & Playland in Roeding Park located in Fresno, CA, runs a Chance Rides C.P. Huntington locomotive between the two themed parks pulling a total of 6 passenger cars.
As of 2018, Chance Rides has built over 400 different "C. P. Huntington" locomotives and coaches for customers around the world - such as "Window on China" in Taiwan that run 2 of these locomotives. Prices for locomotives run just under $200,000 and coaches run about $60,000 each. Locomotives and coaches can be customized in a variety of ways.
The unique design of the "C. P. Huntington" inspired the appearance of "The Little Engine That Could" in most storybook renderings.
Atlanta and West Point 290 is a steam locomotive built in 1926 by the Lima Locomotive Works (LLW) for the Atlanta and West Point Railroad. The engine is a 4-6-2 heavy "Pacific" type steam locomotive, remarkably similar to Southern Railway's Ps-4 class. With sister locomotive No. 190 built for the Western Railway of Alabama, the 290 pulled the "Crescent" passenger train from Atlanta, Georgia to Montgomery, Alabama until the engine's retirement from revenue-producing service in 1954.
The engine entered service for the West Point Route in 1926, pulling the "Crescent" from Atlanta, Georgia, to Montgomery, Alabama.
When the locomotive was taken out of service in 1954, fans of 290 established the "290 Club" which succeeded in persuading the Atlanta and West Point Railroad to preserve the locomotive rather than sell it for scrap. The locomotive remained on static display for several years before it was donated to the Atlanta Chapter of the National Railway Historical Society in 1961.
In the late 1980s, the New Georgia Railroad, an Atlanta-based steam excursion railroad, needed another locomotive and 290 was quickly restored. Under steam again for the first time in 1989, 290 pulled regular excursions in the Atlanta vicinity and made several longer excursions to other cities including a historic trip to Montgomery in 1992.
In 1991, 290 traveled to Norfolk Southern Norris Yard Steam Shop in Irondale, Alabama, for running-gear maintenance work to resolve hot-running bearings. Work was largely done by New Georgia Railroad personnel led by mechanic/engineer Bill Magee(GBA Director-New Georgia Railroad), utilizing Norfolk Southern's shop equipment. Shortly thereafter, the New Georgia Railroad stopped operating steam locomotives when the state government discontinued its funding. The engine operated for three more years until 1992, were it was once again retired from service.
Today, the 290 resides at the Southeastern Railway Museum in Duluth, Georgia, awaiting for cosmetic restoration. There have been no legitimate opportunities to operate the locomotive in such a manner that justifies restoring her to operation. Therefore, she will be placed back on display once the work is completed until such an opportunity presents itself to the engine to return to the rails once again.
The locomotive was the subject of Pentrex's "New Georgia Steam Excursions: A&WP #290", a film appealing to railfans covering a ceremonial run between Atlanta and Montgomery over 290's home rails. The engine itself also made a cameo appearance in the motion picture Fried Green Tomatoes.
Southern Pacific 2706 is a 2-8-0 "Consolidation" Class C-8 steam locomotive built by the Baldwin Locomotive Works in 1904 for the Southern Pacific Transportation Company (SP). It is one of three surviving members of its class, and one of many preserved SP 2-8-0s.
2706 was retired along with the remaining Southern Pacific steam fleet in the late 1950s at the Bayshore Yard near Brisbane, California. After retirement, it was moved to Watsonville in 1962, and it was purchased by Rick Hammond and the Eccles and eastern railroad company it was moved to Santa Cruz on the day of the 1989 Loma Prieta earthquake, where it was purchased by John Manley in 1999 (from Mike Hart) and subsequently moved to Colusa in 2007. Previously, Manley had worked on the team which restored SP 2467.
A new shop was constructed in 2012 to accommodate work on 2706.
Chicago and North Western 1385 is a standard gauge class "R-1" 4-6-0 "Ten Wheeler" type steam railway locomotive built in March 1907 by the American Locomotive Company (ALCO) for the Chicago & North Western Railway (C&NW). It was used for hauling freight and passenger trains on the C&NW trackage until its retirement in 1956. In 1961, it was purchased by a preservation group that is known today as the Mid-Continent Railway Museum, and they have operated No. 1385 on several excursions on their tourist railroad, as well as the C&NW mainline, until 1998. As of 2021, No. 1385 is currently being rebuilt for operational purposes.
Between 1901 and 1908, the Chicago and Northwestern Railroad, also known as the North Western, ordered 325 4-6-0 ten wheelers from the American Locomotive Company (ALCO), which were classified as the R-1 class. C&NW owned more R-1s than any other steam locomotive class. No. 1385 was one of the second to last ones built in March 1907.
Although principally used for fast freight, the R-1 class also was used for slower passenger service and occasional switching over the North Western's extensive system, which at its peak extended through nine states from Illinois to Wyoming. When new, it was large, modern power, and required strengthening and enlarging turntables, engine houses, and bridges wherever used.
No. 1385 was retired in 1956 and was used to thaw out ore cars during severe winters. The locomotive was then purchased by the Historical Society of Milwaukee in 1961 for $2600. The society purchased an abandoned line in North Freedom, Wisconsin, from the C&NW in 1963, moved No. 1385 there and the society changed its name to Mid-Continent Railway Museum.
The locomotive operated on the Mid-Continent’s tourist railroad since 1963, but from 1983 to 1995, No. 1385 was also used to operate mainline excursion trips on the CN&W. In 1985, the locomotive pulled the Circus World Museum’s train from Baraboo to Milwaukee. There were plans to operate No. 1385 all the way to Chicago, Illinois to take part in the 1993 National Railway Historical Society’s convention, which would have put it side by side with a few other steam stars, including Nickel Plate Road 2-8-2 No. 587 and Union Pacific 4-6-6-4 No. 3985 on the convention’s last day. However, Midwest flooding has gotten in the way between North-Freedom and Chicago. Thus, No. 1385 never participated in the convention.
After the Union Pacific purchased the C&NW in 1995, No. 1385 could no longer operate on the main line, since the UP has a policy against foreign steam locomotives. It has remained operational only for the Mid-Continent’s tourist railroad, until it’s flue ticket expired in 1998. As a locomotive that has turned 90 to 100 years old, no. 1385 has operated for so long with very little to no repairs, that running under its own power has taken its toll on the locomotive. It has sat idle at the Mid-Continent’s property for several years until 2011, when it was announced that No. 1385 would receive a complete rebuild for operational purposes.
As of 2021, the boiler has been completely replaced, the frame has been refurbished, and several of the smaller components, including the steam dome, the air compressors, the running gear, and the cab have been rebuilt and cleaned to meet up with FRA’s standards.
No. 1385 was added to the National Register of Historic Places in 2000 as Steam Locomotive #1385.
Atchison, Topeka and Santa Fe Railway 3759 is a class 3751 standard gauge 4-8-4 "Northern" type steam railway locomotive built by the Baldwin Locomotive Works in 1928. It is on display in Locomotive Park, located between Andy Devine Avenue and Beale Street in Kingman, Arizona. The park was established in August 1957 with AT&SF 3759 donated to the City of Kingman in recognition of Kingman's history with the railroad. The locomotive erroneously is termed a Mountain type on the nearby information plaque, and also in the City's descriptive material.
3759 was delivered in 1928 as a 3751 class "Northern" 4-8-4 passenger locomotive. Originally a coal-burning locomotive with 73-inch drivers, the fleet was converted to oil in 1936 and rebuilt between 1938 and 1941 with 80-inch drivers. Its regular service was pulling passenger trains on the Santa Fe's main line through Kingman, which was a water stop. Retired in 1953, the engine had traveled over 2,585,000 miles.
In February 1955, 3759 was brought out of retirement at the request of the Railway Club of Southern California for a special excursion run, dubbed "Farewell to Steam." This special ran on February 6, a round trip between Los Angeles Union Station and Barstow, California with stops in Pasadena and San Bernardino and was the last Santa Fe revenue steam train to leave Los Angeles and to traverse Cajon Pass. After this trip, 3759 went back into storage, until Santa Fe donated the locomotive to the city of Kingman in 1957.
The locomotive was added to the National Register of Historic Places as AT & SF Locomotive in 1986, reference number 86001113. In 1987 caboose 999520 was retired and donated to Kingman to be added behind 3759. The residents of Kingman pulled the locomotive forward to make room for the caboose.
In January 1991, Grand Canyon Railway owner Max Biegert sent a letter to Kingman city officials of his proposal to lease AT&SF 3759 to operation and donate his engine No. 19 to the city. 3759 would have run in the Grand Canyon Railway and an "Orient Express"-styled train between Los Angeles and Williams, Arizona. The community reacted negatively to the plan and it did not go forward.
On the F&CC it was numbered 3 and named "Elkton". After the demise of the F&CC in 1915, the locomotive and sister locomotives sat unused in storage until the Denver & Rio Grande purchased it and four others in 1917 to help with war traffic. In D&RG service it was renumbered to No. 425, but was later renumbered to No. 315 when the Denver & Rio Grande reorganized/merged with the Rio Grande Western and became the Denver and Rio Grande Western in 1921.
It began its service on the D&RG at Alamosa, Colorado and was leased to the Rio Grande Southern for 1926-27 and then spent most of the next decade on the Gunnison Division, in Salida, Colorado, on the line to Montrose and on the branch to Ouray.
As larger locomotives such as the K-27, K-36 and K-37 Mikado Locomotives were introduced to line, smaller engines like No. 315 were given yard switching duties or scrapped. No. 315 spent several periods in the Alamosa shops during the early 1940s, notably with a broken main rod and then later for flue work and to replace its pilot with a switch engine pilot where it was assigned to yard switching duties at Durango, Colorado. The locomotive was then taken out of service in 1949.
The Durango area became known as Hollywood of the Rockies for a Period of time thanks to the scenery and the railroad, and No. 315 managed to score some roles on the silver screen. First appearing in the movie "Colorado Territory" in 1948, a year before its retirement.
The scraping of C-18 No. 319 was postponed by a year to make an appearance in the 1952 film "Denver & Rio Grande" where the 319 and C-19 No. 345 were filmed in a head on collision. That could've easily been No. 315 had there been no attempt save it.
After speaking with city officials, the first work session was held in October 1998. The project was assisted by the D&SNG's Museum Curator Jeff Ellingson who redid the lettering and also evaluated No. 315's overall condition. Later on the SJLS' Board of Directors decided the project would be too big to perform under the club name, and formed the "315 Committee." Later in 1999, the Committee reconsidered the end goal of the restoration and also decided to reorganize as a Non-Profit Organization under the name of the "Durango Railroad Historical Society".
In 2002 the boiler received a Hydrostatic and Ultrasonic test and was deemed to be in good condition for returning the Locomotive to operational condition. It was then decided that the DRHS would go through with performing a complete restoration of No. 315. On August 24, 2007, a fire was lit inside No. 315's firebox at the D&S Roundhouse and that evening the locomotive moved under its own power for the first time in 58 years. The Locomotive first ran at the D&SNG after fixing some minor issues and having to borrow D&RGW 223's tender trucks. It made its official shake down run on September 7th and pulled its first excursions in late September.
No. 315 was added to the National Register of Historic Places as Denver and Rio Grande Western Railroad Locomotive No. 315 in 2008 and the City of Durango transferred ownership of the locomotive to the DRHS in 2014.
When the locomotive isn't out running on the D&SNG or at the C&TS, it is stored in the original Silverton Northern Railroad Engine house. The DRHS has teamed up with the San Juan County Historical Society to restore the structure and turn the area into a historic, informational park. Rails were laid back inside the engine house in 2009 and since then the DRHS and SJCHS has rebuilt an amount of track on the original SNRR Grade with the help of the D&SNG, also tying into D&S Trackage on the Shenandoah loop for easy access to the D&SNG. In 2019, two spurs were built to display their collection of restored D&RGW Freight and MOW equipment. The DRHS has currently restored:
Soo Line 2713 is an H-21 class 4-6-2 steam locomotive that was built for the Wisconsin Central Railway in May 1911. The WC had fallen under the control of the Minneapolis, St. Paul and Sault Ste. Marie Railway (“Soo Line”) in 1909, and the locomotive fleets of both railroads were operated in a single pool.
The 2713 was used to power the Soo Line and Wisconsin Central passenger trains in Wisconsin, Minnesota and North Dakota. It was retired in 1955, and since 1957 has been on display in Veterans Memorial Park in Stevens Point, Wisconsin, United States. With it is Soo Line Caboose 99052, built in 1908 for the Wisconsin Central Railway, their No. 158.
Norfolk and Western 611, also known as the "Spirit of Roanoke" and the "Queen of Steam", is a preserved class "J" "Northern" type steam locomotive built and operated by the Norfolk and Western Railway from 1950 to 1959. Built at the Roanoke Shops in May 1950, No. 611 is the only surviving example of fourteen class "J" locomotives.
No. 611, along with the other class "J"s, pulled the Norfolk and Western's prominent passenger trains, such as the "Powhatan Arrow", the "Pocahontas" and the "Cavalier" between Norfolk, Virginia and Cincinnati, Ohio as well as ferrying Southern Railway's the "Birmingham Special", the "Pelican" and the "Tennessean" between Monroe, Virginia and Bristol, Tennessee. Because of their power and speed, the class "J"s were among the most reliable engines, running as many as per month, even on the mountainous and relatively short route of the N&W.
In the late 1950s, N&W began purchasing first-generation diesel locomotives, experimenting with fuel and maintenance cost. They leased several sets of EMD E6s, E7s, E8s from the Atlantic Coast Line and Richmond, Fredericksburg and Potomac Railroads. The diesels proved to be cheaper in maintenance and fuel cost, but several were required to equal the power of a steam locomotive. In the end, with steam parts suppliers closing due to other railroads switching to diesel power, the N&W purchase some new diesel locomotives and retired their fleet of steam locomotives. In 1958 and 1959, the railroad ran several Farewell To Steam excursions, with No. 611 pulling the very last one in October 1959.
Due to the efforts of several men, the 611 was saved. This was in part due to the locomotive's excellent condition after its 1956 derailment and subsequent repair, and also in part to the efforts of railway photographer O. Winston Link, who offered to purchase 611 himself rather than see it scrapped. The locomotive was donated to the Roanoke Transportation Museum in Roanoke, Virginia in 1962, where it sat dormant for two decades. The 611 was also a possible candidate for the American Freedom Train; however, Reading 2101, Southern Pacific 4449 and Texas and Pacific 610 were ultimately chosen instead.
In the early 1980s, Robert Claytor, president of Norfolk and Western in its last months, had his eye on 611. His brother, W. Graham Claytor, once president of the Southern Railway, was in charge of the railway's steam program. This program had been around since 1966 with class "Ms" 2-8-2 "Mikado" type No. 4501, sending steaming ambassadors system wide. Robert Claytor envisioned a similar program for the N&W. He made a lease with the museum, and in 1981, 611 was sent to Southern Railway's Norris Yard Steam Shop in Birmingham, Alabama for an overhaul.
The steam program looked for a stronger locomotive to pull the longer and heavier excursion trains by adding Norfolk & Western 1218, a simple articulated 2-6-6-4. The two continued to pull the systems' trains, with 611 even participating in a triple-header with N&W 1218 and Southern Railway 4501, until 1994, when another disastrous blow hit. In September 1994, there was a switching accident in Lynchburg, VA, involving the passenger cars of an excursion consist that 611 was about to pull the next day. This damaged several cars, causing a shortage and the consequent need for more cars. A month later, NS executives terminated the steam program due to rising insurance costs, increasing cost of maintenance, and low spare system capacity.
The last steam excursion was on December 3, 1994 from Birmingham, Alabama to Chattanooga, Tennessee and back, pulled by 611. The next day, 611 set off on a three-day trek home to Roanoke. Between Salisbury, North Carolina and Roanoke, 611 displayed black flags on the last run of December 7. That evening, upon arrival at Shaffer's Crossing in Roanoke, 611 had its fire put out for the last time in the 20th century.
In 1995, 611 was put back in the museum, now known as the Virginia Museum of Transportation, under a new train shed. In 2003, a major renovation of the railyard brought a bigger train shed (The Robert B. Claytor and W. Graham Claytor Jr. Pavilion) and 611 was joined by twice former stable-mate, No. 1218.
As one of the last, most prominent, and most distinctive locomotives assembled in Roanoke, the 611 often serves as a symbol for Roanoke and its railroad history. It is also depicted on the Commonwealth of Virginia's "Railway Heritage" license plate.
On April 2, 2012, The City of Roanoke officially donated both 611 & 1218 to the Virginia Museum of Transportation.
In 2011, the Norfolk Southern brought back their steam program, under the name 21st Century Steam, leading to speculation among some about a possible restoration of 611. On February 22, 2013, the Virginia Museum of Transportation formed the "Fire Up 611!" committee to conduct a feasibility study with the goal of returning the 611 to active service.
On June 28, 2013, museum officials launched the "Fire Up 611!" Capital Campaign to raise enough money to restore the 611. The restoration work would include repairing the engine truck, preparing a tool car and an auxiliary water tender, applying new safety appliances such as in-cab signals and an event recorder, installing new flues, boiler work, and hydro and fire testing, as well as test runs, inspection, and repairs of the tender, running gears, and air brakes.
On March 31, 2015, the 611 was fired up with its maximum working boiler pressure of 300 psi and the crew open the throttle up to blow steam out of the cylinders' piston valves. The test fire was a complete success and the 611 was steamed up for the first time in nearly twenty-one years.
On May 21, 2015, 611 made a brief test run from Spencer to Greensboro, North Carolina, pulling her auxiliary tender and tool car along with eight Norfolk Southern passenger cars behind her.
On May 28, 2015, the North Carolina Transportation Museum held photo runbys with 611 leading passenger and freight consists, plus night photo session.
The locomotive was scheduled to run several excursions during the summer of 2015 such as "The American" from Manassas, Virginia to Front Royal, Virginia on June 6 and 7, "The Cavalier" from Lynchburg, Virginia to Petersburg, Virginia on June 13 and 14, "The Powhatan Arrow" from Roanoke to Lynchburg and "The Pelican" from Roanoke to Radford, Virginia on July 3, 4, and 5.
On April 9, 2016, the 611 ran "The Virginian" from Spencer, North Carolina to Lynchburg, Virginia and "The Blue Ridge Special" from Spencer to Asheville, North Carolina the next day. On April 23 and 24, 2016, the locomotive ran "The Roanoker" from Greensboro, NC to Roanoke, VA. on the ex-Virginian Railway main line.
In late spring 2016, the 611 ran the excursions that it did last year such as "The Powhatan Arrow", "The Pelican, and "The American". After that, the 611 stayed at the North Carolina Transportation Museum for the summer and moved back to Roanoke on August 8 and back to Spencer again on September 7 until October 24.
On April 8, 2017, the locomotive ran "The Virginian" round-trip excursion again and the next day's "The Charlotte Special" round-trip excursion from Spencer to Charlotte, NC in the morning and a second round-trip excursion "The Piedmont Limited" from Spencer to Greensboro, North Carolina in the afternoon.
In 2018, 611 was unable to perform any major excursions due to Amtrak's newest restrictions on private charter trips. However, The Virginia Museum of Transportation (VMT) was able to put on alternate events for 611, and the locomotive made a visit to the North Carolina Transportation Museum for routine maintenance. Moreover, the VMT is presently in negotiations and talks with various entities in order to set up excursions and events for 611. Presently, one key concern is the gradual introduction of the Positive train control (PTC) to the US railroad network, for which the VMT is asking for donations.
In fall 2019, No. 611 visited the Strasburg Rail Road in Strasburg, Pennsylvania for the five weekend "N&W Reunion of Steam" events in late September and the rest of October along with a reunion with another N&W steam locomotive, 4-8-0 No. 475.
In 2020, No. 611 was unable to perform any special events due to the COVID-19 pandemic as it was on display and occasionally operates at the North Carolina Transportation Museum.
In 2021, the locomotive went under routine maintenance at the North Carolina Transportation Museum again. Afterwards, the locomotive will return to the Strasburg Rail Road starting in May running on selected weekends up until early October 2021. However, the 611's arrival in Strasburg was delayed due to the locomotive having some mechanical issues to its mechanical stoker which lead the May 21-23 excursion trips to be cancelled.
The 611 was featured in the 2016 feature-length documentary, "611: American Icon" which documented the history of the locomotive and its restoration.
Soo Line 1003 is a class "L-1" 2-8-2 "Mikado" type steam locomotive built by the American Locomotive Company (ALCO) in March 1913 as a member of the Minneapolis, St. Paul and Sault Ste. Marie Railroad ("Soo Line") L-1 class. It was retired from regular revenue service in 1954 and restored to operating condition on October 27, 1996. Today, it is occasionally operated on the major railroads of the American Upper Midwest.
The locomotive was built in 1913 by the American Locomotive Company (ALCO). It was used by the Soo Line until retirement in 1954, when it went into serviceable storage in Gladstone, Michigan as part of the railroad's strategic reserve. In December 1959, the railroad donated the locomotive to the city of Superior, Wisconsin where it was put on public display. In the mid 1970s, Superior Shortline Steam Railroad Ltd. was organized to restore the locomotive to operations.
It made a few short runs in 1983 in Superior, WI before going back in for a major overhaul. The work slowed due to a lack of money and some notable errors (including ordering boiler flues that were three quarters of an inch too short). The locomotive was sold partially disassembled in 1994 to Wisconsin Railway Preservation Trust (WRPT), another organization whose goal was to return the locomotive to operations. WRPT raised $250,000 for the locomotive's restoration. It was originally hoped that the locomotive could be used for excursion trips on the weekend of October 5, 1996, but boiler tests showed the engine to not be ready in time.
No. 1003's first run after restoration under its own power occurred on October 27, 1996, when it steamed up the Duluth, Missabe and Iron Range Railway's Proctor Hill. It performed a few more test runs before its first public excursion in 1997. In 1998 it ran the "triple-header" excursion with Northern Pacific 328 and Soo Line 2719.
The locomotive made its final journey under its FRA-mandated 15-year boiler certificate on November 13, 2010. But shortly afterwards, the operators raised funds to have the engine overhauled and certified for another 15 years of operation. No. 1003 returned to service in September 2012, but flue problems delayed its first excursion run until November 2014.
Norfolk & Western 2156 is a four-cylinder compound articulated class "Y6a" "Mallet" type steam locomotive with a 2-8-8-2 (Whyte notation) wheel arrangement. The Norfolk & Western Railway built it in 1942 at its Roanoke Shops in Roanoke, Virginia as a member of the N&W's Y6a class. It is the strongest-pulling extant steam locomotive in the world, although it is not operational. It was retired from regular rail service in July 1959 and is now owned by the Museum of Transportation in St. Louis, Missouri.
In 2014, the museum leased it for five years to the Virginia Museum of Transportation in Roanoke, Virginia. It was towed from St. Louis to Roanoke on May 10, 2015 and towed back to St. Louis on June 10, 2020.
Norfolk & Western 2156 is the sole survivor of the railroad's Y5, Y6, Y6a and Y6b classes (in final form referred to as the "Improved Y5/Y6 class"). These locomotives developed 152,206 lbs of tractive effort when built, with later modifications bringing them closer to 170,000 lbs. By comparison, the Union Pacific Big Boy locomotives developed of tractive effort. The only successful steam locomotives that developed somewhat more tractive effort, the Virginian AE class 2-10-10-2s, pulled trains at about 8 mph (13 km/h), while the N&W Y6's regularly pulled trains 50 mph (80 km/h), and some anecdotal evidence exists that they pulled trains up to 63 mph (101 km/h).
N&W 2156 is also one of the Y6a's that received a new firebox with an extended combustion chamber of the type used on the Y6b class, which increased drawbar horsepower from 4400 hp (3.3 MW) at 20 mph (32 km/h) to 5600 hp (4.2 MW) at 25 mph (40 km/h).
Steam versus diesel tests, upgrades, and controversies.
Coal traffic was N&W's largest source of revenue, and it had arguably the most modern and efficient steam locomotives of any major U.S. railroad. Accordingly, N&W resisted conversion from coal-burning steam locomotives to oil-burning diesels longer than most. In 1952, N&W tested its A-class and Y6b-class locomotives against a four-unit Electro-Motive Division (at that time, of General Motors) F7 diesel set. The tests indicated that fuel costs and similar items were roughly the same, and the test was considered a tie. However, diesels eventually won out for lower maintenance and other operational costs.
Retrospective analyses of these tests have led to suggestions that diesel locomotive builder EMD and N&W cheated in the competition by using locomotives with secret modifications unsuited for daily work. However, the greater weight of evidence and analysis indicates that N&W did not cheat on these tests, and that the only improvements were the ones N&W publicized and later incorporated into many locomotives. Also, the major participants in this debate all appear to agree that N&W did ultimately modify most of its Y5, Y6, Y6a, and Y6b locomotives (including N&W 2156) with a new "intercepting/reducing valve" and ballast on the front engine, which increased their tractive effort.
Norfolk & Western used 2156 and the other Y6-class locomotives primarily for slower, heavy freight trains in the more mountainous districts in the Pocahontas, Radford and Shenandoah Divisions. They mostly hauled manifest freight and coal trains.
When diesel locomotives took over the mainline steam operations, the Y6-type locomotives spent their last two years mostly on mine and other coal-field runs.
In July 1959, N&W donated 2156 to the St. Louis Museum of Transportation.
The museum cosmetically restored the locomotive in 1985.
In 2014, the museum agreed to lease the locomotive to Norfolk Southern and the Virginia Museum of Transportation in Roanoke, Virginia, in return for an EMD FT B unit. On May 9–12, 2015, the locomotive was towed to its temporary home.
On May 31, 2015, 2156 was reunited with N&W Class A No. 1218 and the recently restored Class J No. 611 as N&W's "The Big Three".
On June 10, 2020, 2156 left the Virginia Museum of Transportation in Roanoke, VA to go back to the St. Louis Museum of Transportation. It arrived back at the St. Louis Museum of Transportation on June 15, 2020.
SP 4460 was built in July 1943 and was used during World War II. The engine was the first GS-6 ever manufactured and is famous for pulling the last steam-powered passenger train and being the last operational steam locomotive on the Southern Pacific Railroad in October 1958. That final run was from Sacramento, California to Sparks, Nevada, and return, with no diesel assistance except for when 4460 developed a hot bearing. A local Boy Scout Bugler from the Bay Area Council, played taps for the funeral of the 4460, staged by the Southern Pacific Railroad.
Following the final excursion, SP 4460 was donated to the Museum of Transportation in St. Louis, Missouri, on April 16, 1959, where the engine has since sat along with many other historic steam and diesel locomotives from around the country. Besides having the nicknames "Black Daylight" and "War Baby", it is also known as the "Forgotten Daylight" as it has not seen the fame sister locomotive SP 4449 has when that engine was restored to operating condition. A full restoration to the operation of 4460 is unlikely to happen in the near future.
California Western Railroad No. 45 is an operating logging "Mikado" type steam locomotive, located at the California Western Railroad, a.k.a. the world-famous Skunk Train, in Fort Bragg, California. The locomotive was built in 1924, by the Baldwin Locomotive Works for the Owen-Oregon Lumber Company, (Brownlee-Olds Lumber Co., later the Medford Corporation). The Medford Corporation sold No. 45 to the California Western Railroad in 1965. The Mendocino Railway, a subsidiary of Sierra Northern, purchased the railroad in 2003 after the California Western filed for bankruptcy.
Between 1965 and 1980, No. 45, along with stablemate No. 46, (a Mallet), pulled the railroad's Fort Bragg - Willits summer steam excursion train, the "Super Skunk". The California Western discontinued steam service in 1981. In 1984, No. 46 was donated to the Pacific Southwest Railway Museum, as a result of high maintenance costs, and the opinion that the locomotive was too light on its feet. (No. 46 was a saddle-tank locomotive, before California Western added a tender and removed the aforementioned tank.)
In 1983, after two-year operational hiatus, the locomotive briefly returned to service, and was renumbered No. 44 for a role in "Racing with the Moon". The locomotive retained this number for several months.
In 2001, the locomotive was removed from service for an overhaul. The locomotive returned to service in May 2004, and currently operates regular "Skunk Train" service to Northspur Wednesday through Saturday, May through October. No. 45 began to show its age, and, as a result, the Sierra Railroad discontinued the "Super Skunk" service to Willits. No. 45 occasionally travels to Willits for special events, although a diesel helper is required for additional power and dynamic braking. In fact, there are currently no trains that traverse the entire route; passengers must transfer at Northspur.
Black River and Western Railroad (Great Western) No. 60 is a 2-8-0 "Consolidation" type steam locomotive built in September 1937 by the American Locomotive Company (ALCO) in Schenectady, New York. It currently operates on the Black River and Western Railroad (BR&W) in Ringoes, New Jersey
Locomotive No. 60 originally operated on the Great Western Railroad (GW) in Colorado where it pulled sugar beet and molasses trains. During World War II, a smokebox extension was added to allow the use of poor quality coal because of war-time restrictions. In 1963, No. 60 was purchased by the newly formed short line Black River and Western Railroad for tourist excursion service. It pulled the first train out of Flemington in May of 1965.
During its tenure running on the Black River & Western, 60 has undergone several cosmetic changes through the years. The current paint scheme resembles a mid-sized freight locomotive, with a graphite smokebox and black drivers.
While 60 has called the Black River & Western home since 1963, it has ventured off the railroad several times. In 1967, the locomotive ran excursions on the Long Island Railroad out of Jamaica, NY. It is rumored that she reached a speed of 55MPH with a 14-car long train during these trips. 60 also visited the Whippany Railway Museum in 1994 for a railroad festival along side NYSW 142.
The locomotive was used as the primary motive power for the railroad when in service. The locomotive was taken out of service in November of 2000 for a mandatory 1472 inspection which took almost 12 years to complete. The locomotive returned to service in August of 2012.
Pennsylvania Railroad No. 7002 is a class "E7s" 4-4-2 "Atlantic" type steam locomotive built for the Pennsylvania Railroad by their own Altoona Works in August 1902. Today, it is now on display at the Railroad Museum of Pennsylvania outside of Strasburg, Pennsylvania in the United States. Originally No. 8063, the PRR renumbered it to No. 7002 after the original, claimed to be a land-speed-record-setter, was scrapped. It is the only survivor of its class and was listed on the National Register of Historic Places in 1979.
The E7s-class was created by replacing the slide valves above the cylinders on the E2a, E2b and E2c-classes with piston valves. Unlike the E2, the E2a, b, c and subsequent E7s class used Belpaire firebox instead of a "radial stay" firebox.
The Chesapeake and Ohio Railway No. 2716 is a class "K-4" 2-8-4 "Kanawha" (Berkshire) type steam locomotive built in 1943 by the American Locomotive Company (ALCO) for the Chesapeake and Ohio Railway (C&O). While most railroads referred to these 2-8-4 type locomotives as "Berkshires", the C&O referred to them as "Kanawhas" after the Kanawha River which flows through West Virginia. Used as a dual service locomotive, No. 2716 and its classmates served the C&O in a variety of duties until being retired from revenue service in 1957.
Donated to the Kentucky Railway Museum of New Haven, Kentucky in 1959, No. 2716 has been restored to operation in excursion service twice since its retirement from the C&O, first in 1981 for the Southern Railway's steam program until 1982, and again in 1996 for a few brief excursions for the Fort Wayne Railroad Historical Society (FWRHS) in New Haven, Indiana. Today, the locomotive is undergoing an extensive rebuild to operating condition for a third excursion career, under lease by the Kentucky Steam Heritage Corporation. The rebuild is currently estimated to be completed sometime around 2021.
No. 2716 was the seventeenth member of ninety class "K-4" "Kanawhas" built for the C&O by both the American Locomotive Company (ALCO) and the Lima Locomotive Works (LLW) between 1943 and 1947. These locomotives were used for heavy freight trains, as well as fast passenger trains. After only thirteen years in revenue service, the C&O retired No. 2716 in 1957 in light of dieselization. With the exception of thirteen, including No. 2716, the C&O withdrawn most of their "Kanawhas" in 1961.
In May 1959, the locomotive was donated to the Kentucky Railway Museum in New Haven, Kentucky, where it sat on display. Twenty years later, the Clinchfield Railroad leased No. 2716 for their steam program. However, as the locomotive was taken apart for restoration, the Clinchfield steam program was cancelled due to its parent company, the Seaboard Coast Line Industries oust the Clinchfield Railroad General Manager Thomas D. Moore Jr. Moore was fired for participating in a scandal of misappropriated money, the result of returning the disassembled No. 2716 to the Kentucky Railway Museum.
Luckily in 1980, No. 2716 was leased by the Southern Railway to pull the longer and heavier passenger trains for their popular steam excursion program. Southern brought the locomotive to their Irondale, Alabama steam shops, where some modifications were made to No. 2716 by
Purdie's general idea was to make the locomotive appear if the Southern would have purchased a 2-8-4 type from new; No. 2716 was painted black with gold pinstriping as well as its headlight moved from its pilot to the center of its smokebox door, decorated with brass flag holders, and General Counsel Jim Bistline's brass eagle. In addition, No. 2716 had its bell swinging from the top of its smokebox, and carried the round "SR" emblems on its air pump shields.
After operating on a test run on October 10 and 11, 1981, No. 2716 pulled its first Southern Railway excursions on October 17 and 18, running a round-trip from Chattanooga, Tennessee to Rockwood, Tennessee. In November, No. 2716 pulled excursion trains in Alabama and Georgia. In April 1982, the locomotive resumed its excursion duties, pulling trains through North Carolina, South Carolina, Tennessee, and Virginia. But three months later, a very inexperienced fireman damaged the locomotive's firebox, resulting No. 2716 to be taken out of excursion service for repairs and Nickel Plate Road No. 765, another 2-8-4, based in Indiana, was called into service as a replacement.