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The locomotive became Sierra No. 3 (dropping the "W. N. Kelley" name) and played a key role of the construction of the railroad to Jamestown, California in 1897, Sonora, California in 1899 and Tuolumne, California in 1900. It was the primary locomotive pulling freight trains on the railroad until 1906, when the Sierra Railway purchased a new Baldwin Locomotive Works 2-8-0 locomotive. It played a significant role in logging, mining and dam building operations in the Sierra foothills.
Originally built to burn coal, the locomotive was converted to burn oil sometime between 1900 and 1902.
Sierra No. 3 was involved in several wrecks. In February 1898, a switch mishap killed conductor William G. Bailey. In September 1899, its tender derailed while backing up on a trestle, causing it to collapse. The locomotive turned on its side in 1918 just above Sonora, destroying its original wooden cab, which was replaced with a second-hand steel Southern Pacific Railroad cab in February 1919. Two years later, Sierra No. 3 made her first known Hollywood film appearance, in a silent film "The Terror" starring Tom Mix.
During the Great Depression, the Sierra Railway went into bankruptcy, and was reorganized as the Sierra Railroad Company in 1937. Sierra No. 3 was taken out of service in 1932, and sat on a siding in the Jamestown yard for 15 years. It managed to avoid being scrapped during World War II, and again received attention from Hollywood in 1946, when David O. Selznick, the producer of "Duel in the Sun" being filmed on the Sierra Railroad, proposed to destroy her in a train wreck scene for the movie. The Sierra Railroad's Master Mechanic Bill Tremewan persuaded the railroad ownership not to consider a notion so "ridiculous", and instead shop crews restored the locomotive to operation for potential charter and movie service.
Inspection of the boiler proved it was in serviceable condition, however the resulting work required a reduction of the Maximum Allowable Working Pressure from . The rebuild was completed in 1948, and the locomotive officially returned to service heading a Railway and Locomotive Historical Society sponsored excursion train on May 30. Over the next half-century, Sierra No. 3 pulled tourist excursion trains and appeared in dozens of films, TV shows, and commercials. Among them were "High Noon" in 1952, for which Gary Cooper won the Academy Award for Best Actor, and "Unforgiven", starring and directed by Clint Eastwood, which won the Academy Award for Best Picture for 1992.
The locomotive was often redecorated for various movie and television appearances, one of its most famous roles being the "Hooterville Cannonball" from the mid-1960s series "Petticoat Junction". False smokestacks were also often installed to alter the appearance of the locomotive.
In 1979, Crocker and Associates announced their intention to sell their interest in the railroad to Silverfoot, Inc. based in Chicago, but the deal did not include the locomotive facilities in Jamestown. The complex, including Sierra No. 3, was acquired by the State of California as a result of legislation passed in April 1981, and signed by Governor Jerry Brown. The acquisition was completed on September 15, 1982, and since then, the locomotive has been the property of the State of California. In May of 1991, No. 3 paid a visit to Sacramento to take part in "Railfair '91", an even that celebrated the tenth anniversary of the grand opening of the California State Railroad Museum.
In 1995, the Federal Railroad Administration issued new safety standards for steam locomotive boilers. In order to comply with these revised regulations, Sierra No. 3 was removed from service until a complete evaluation of the locomotive's condition could be made.
Preliminary repairs were completed in 2000–2001 with deferred maintenance funding from the State of California. This included dismantling the locomotive. The project progressed very slowly until 2007, when a major fundraising campaign began. At that time, the budget for the project was estimated at US$600,000, based on the assumption that the existing boiler could be saved.
In a fundraising appeal, Clint Eastwood described Sierra No. 3 as "like a treasured old friend." Eastwood had ridden the locomotive early in his career on the TV series "Rawhide", and later used the locomotive in his own movie productions "Pale Rider" and "Unforgiven". Eastwood wrote, "Sierra No. 3 resides at Railtown 1897 State Historic Park. It is housed in the original roundhouse which is still in use. Together these two assets provide a rare opportunity to experience history just as it was 109 years ago." Funding for the renovation project was provided by the California Cultural and Historical Endowment, the Irving J. Symons Foundation, the Sonora Area Foundation, the California State Parks Foundation, the Teichert Foundation, DuPont and many individual donors.
The rebuild included boring out the cylinders and turning the drive wheel tires on a lathe.
The current configuration of the locomotive represents her appearance during the year 1929, when the movie "The Virginian" was filmed and provided the first known evidence of the presence of "3-spot's" steel cab. Final cost of the rebuild was US$1.6 million, and the locomotive officially returned to service on July 3, 2010.
Sierra No. 3 has appeared in many movies.
According to Railtown 1897, these include the following:
Sierra No. 3 has also appeared in many television shows. According to Railtown 1897, these include the following:
The Pere Marquette 1223 is a steam locomotive on permanent display in Grand Haven, Michigan. She is one of two surviving Pere Marquette 2-8-4 "Berkshire" type locomotives, along with sister engine No. 1225, which is in operating condition.
Built in 1941 by the Lima Locomotive Works for $90,000 ($1.6 million in 2019 dollars), 1223 hauled freight between Toledo and Chicago in the years immediately before and after World War II. When Pere Marquette was absorbed by the Chesapeake and Ohio Railway, 1223 was assigned number 2657 but never had the new number applied. The locomotive was not paid off at the time and the merger agreement stated that equipment still under trust was to remain in Pere Marquette livery. 1223 was retired from service in 1951.
After retirement, 1223 was moved to New Buffalo, Michigan to be scrapped. However she was repainted and moved in 1960 for display at the state fairgrounds in Detroit. The money for that was provided by the donations collected by school children around the Detroit Area. In 1980, Michigan state fair officials wanted to expand the grandstands but 1223 stood in the way. The city of Grand Haven won the bidding process. With the help of the Michigan National Guard as well as Grand Trunk Western and Chessie System railroads, 1223 was moved to Grand Haven on September 1, 1981.
The 1223 was cosmetically restored in 1982. Considering the number of years that it has stood out in the elements, it would be an expensive and time-consuming project to restore it to operation. Such a restoration is unlikely since sister locomotive #1225 has been restored to operating condition. During 1225's restoration, no parts from 1223 were used, due to the objections of the Michigan Railroad Club, then unofficial custodians of the engine. However, the MSU Railroad Club did hold some successful fundraising events at the 1223 during the State Fair. That money was used in the restoration of the 1225.
1223 was added to the National Register of Historic Places on December 7, 2000.
On February 28th, 2020, 1223 and the rest of the display was vandalized, with the locomotive being spray-painted several times and a caboose door kicked in.
The Eureka is a privately owned steam locomotive in Las Vegas, Nevada. It is one of three preserved Baldwin Class 8/18 C locomotives in the United States, of which it is the only operable example. It is listed on the United States National Register of Historic Places.
The locomotive was built by Baldwin Locomotive Works of Philadelphia, Pennsylvania in 1875 for the Eureka & Palisade Railroad in Nevada, which was built to transport passengers and goods from the mining town of Eureka to connect with the Central Pacific Railroad in Palisade. The engine served on this railroad until 1896, when it was sold to the Sierra Nevada Wood and Lumber Company. It operated on the Sierra Nevada Wood and Lumber until 1938 when the company dissolved and the engine was sold to a scrap dealer.
A year later, the engine was discovered by Las Vegas attorney Dan Markoff, who then purchased the engine and restored it to operating condition with the help of his father. The restored "Eureka" debuted at Railfair '91 at the California State Railroad Museum. It was then operated on U.S. Gypsum's private tracks in Plaster City, California, in 1993. The locomotive was listed as a structure on the National Register of Historic Places on January 12, 1995 and was the first transportation listing in Las Vegas.
In 1997, "Eureka" was transported to Chama, New Mexico, for a series of operational excursions over the Cumbres and Toltec Scenic Railroad in late June. The engine continues to make appearances at various narrow gauge tourist railroads during special events, such as the Cumbres and Toltec, Durango and Silverton Narrow Gauge Railroad, the Nevada State Railroad Museum, and the Nevada Southern Railroad Museum among others. When the engine is not participating in such events, it is kept stored in Markoff's specially constructed shed, which is not open to the public. Dan Markoff is rather cautious as to how often the engine operates, and does not intend to have the engine operating regularly as the engine still retains its original boiler and several other components.
LNER Class A4 4496 Dwight D Eisenhower
60008 "Dwight D Eisenhower" is an LNER Class A4 steam locomotive named after Dwight D. Eisenhower, the United States General of the Army.
Built for the London & North Eastern Railway in 1937, this locomotive was originally numbered 4496 and named Golden Shuttle. It was renamed "Dwight D. Eisenhower" after World War II and renumbered 8 on 23 November 1946, under Edward Thompson's LNER 1946 renumbering scheme. After nationalisation in 1948, British Railways renumbered it 60008 on 29 October 1948. It was retired from service in 1963 and was moved to the National Railroad Museum in Ashwaubenon, a suburb of Green Bay, Wisconsin, United States, where it is currently on display. It returned to England in 2012 for display at the National Railway Museum in York, when all surviving A4s were reunited. It returned to Green Bay in 2014.
Like the other members of the A4 class, "Dwight D. Eisenhower" has carried numerous liveries during its career. When first introduced into traffic on 4 September 1937, locomotive 4496 was named "Golden Shuttle" and painted in LNER garter blue with stainless steel trim on the base of the valances and tender. The numbers and LNER lettering on the tender were also stainless steel. This livery design was also used on the A4s that were named after countries, on the "Coronation" service in order to match with the rolling stock.
4496's next livery was wartime black with 'LNER' on the tender, applied 30 January 1942. This livery was modified to read just 'NE' on the tender in a repaint on 12 March 1943. LNER garter blue was reapplied 25 September 1945 and the name "Dwight D. Eisenhower" applied, but the name was covered until February 1946. The next livery applied was British Railways dark blue livery with black and white lining on 14 June 1950. The final livery applied was British Railways Brunswick green, applied 9 November 1951.
"Dwight D. Eisenhower" had a non-standard red background to the nameplate c. 1958. During its time allocated to Grantham motive power depot, the name of the depot was stencilled on the buffer beam.
Like all the early A4 locomotives prior to "Mallard", "Golden Shuttle" was released to service with a single chimney and side valances covering the wheels. The valances were removed to aid in maintenance during a general overhaul on 30 January 1942. Experimental Automatic Train Control equipment was fitted on 23 June 1950. A double chimney and Kylchap double blastpipe was installed to help performance, during an overhaul 20 August 1958. A Smith-Stone type speed indicator was installed 30 June 1960.
"Dwight D. Eisenhower" has had eleven boilers during its career: 8959 (from new); 8945 (from 4482 "Golden Eagle"), 30 January 1942; 8906 (spare) from 23 November 1946; 8955 (from 60026 "Miles Beevor"), 14 June 1950; 29314 (new), 9 November 1951; 29303 (from 60030 "Guillemot") 18 June 1954; 29296 (from 60033 "Seagull"), 8 July 1955; 29308 (from 60032 "Golden Fleece"), 20 December 1956; 29312 (from 60010 "Dominion of Canada"), 20 August 1958; 27964 (new), 30 June 1960 and finally 29335 (from 60019 "Bittern"), 17 May 1962.
"Dwight D. Eisenhower" had two tenders during its career: 5651 from new and 5671 from 1 April 1957.
Locomotive 4496 was to have been named "Sparrow Hawk", but was instead named "Golden Shuttle". "Sparrow Hawk" was later used on 4463. 25 September 1945 locomotive 4496 was ex-works and the next day was at Marylebone station for the directors of the LNER to view it. The nameplates were covered and it was intended that the Supreme Commander, Allied Forces would attend an official unveiling, but this could not be arranged.
From new, "Golden Shuttle" was allocated to Doncaster shed for just nine days from 20 to 29 September 1937. It was transferred to Kings Cross Top Shed until 4 December 1939, when it was reallocated to Grantham. On 4 June 1950, "Dwight D. Eisenhower" was reallocated back to Top Shed. On 7 April 1957, it moved back to Grantham until it was sent back to 'Top Shed' on 15 September 1957. Its final depot allocation was New England shed in Peterborough from 16 June 1963.
On 4 October 1962, "Dwight D. Eisenhower" hauled a special train from Stratford station in East London to York, after being specially cleaned by Kings Cross Top Shed staff. It was withdrawn from service on 20 July 1963. By this time, the Deltic diesel electric locomotives had displaced steam from premier services, so the A4 fleet was reduced and concentrated further north. "Dwight D. Eisenhower" was donated to the United States of America and sent to Doncaster Works for restoration.
Earmarked for the National Railroad Museum in Ashwaubenon, a suburb of Green Bay, Wisconsin, the locomotive was cosmetically restored at Doncaster Works on 19 July 1963. The following spring, it was shipped to the US, arriving in New York Harbor on 11 May 1964. Shipped by rail, it arrived at the museum later that month. In October 1990, it was moved to Abilene, Kansas for the celebrations of the centenary of Eisenhower's birth. The move both ways was done as a special train at slow speed, since the locomotive and two cars from the command train used the British vacuum braking system, which was incompatible with the American air-braked trains.
The locomotive is displayed with two British passenger carriages, once used as part of Eisenhower's Command Train. These have been restored to the condition they were in when used by Eisenhower.
In mid-August 2012, 60008 left its base in the Green Bay area and travelled to Halifax, Nova Scotia, where it met with 60010 arriving by rail in late September. On 3 October 2012, 60008 and 60010 arrived back in the UK at the Port of Liverpool. On 4 October 2012, 60008 began its journey to the National Railway Museum Shildon, arriving that evening. The locomotive moved to York soon after for its cosmetic restoration.
The loco's cosmetic restoration was completed in February 2013 and the loco was then put on display in the Great Hall at the National Railway Museum in York, next to sister engine 4468 Mallard. 60008 and 4468 were later to meet up with the other four members of the class in a 2-week event at York from 3 July, called 'The Great Gathering', 75 years to the day that Mallard set the World Speed Steam record. Both 60008 and 60010 appeared at Barrow Hill Engine Shed along with "Bittern" (60019), as part of the 'East Coast Giants' event over the weekend of 8/9 February 2014.
In August 2013, the move of the two North American-based A4s back to the UK was the subject of an episode of the television series "Monster Moves".
In 2012 Bachmann released a model of 60008 to celebrate its return to the UK and in 2013 Hornby also released a limited edition model of 60008 along with the other 5 surviving A4s. In 2015, Hornby also released a model of it in its original garter blue livery and name, "Golden Shuttle".
Southern Pacific 745 is Mikado-type steam locomotive that was fabricated at the Southern Pacific Railroad's Algiers Shops at Algiers Point directly across the Mississippi River from New Orleans. With a 2-8-2 wheel configuration, 745 was built as a freight engine for the Southern Pacific Railroad Company. The locomotive returned to service in 2004 after a restoration period and is now housed on a short spur line in suburban Jefferson Parish. It is currently the only operating steam locomotive in Louisiana.
SP 745 is regarded as a classic among steam locomotives and is on the U.S. National Register of Historic Places.
Although the Algiers Shops' primary function was the repair and service of locomotives, the demands of World War I caused the Shop to begin limited construction of locomotives. Among these
were the Southern Pacific Class MK5 Mikado-type locomotives numbered 739 to 750. Of the twelve locomotive, 745 is only known to have survived.
SP 745 transported primarily freight (owing to its relatively slow speed capabilities) throughout Louisiana and Texas during its tenure from 1921 until 1956. However, the
locomotive was also used to transport soldiers during World War II. Although it was always painted "Southern Pacific" or "Southern Pacific Lines", it actually worked for SP subsidiaries. The state of Texas had a law that required railroads operating in the state to be based there. SP owned the Galveston, Harrisburg, & San Antonio, and sent 745 to work for it. Later 745 worked for another Texas-based, SP-owned line, the Texas and New Orleans Railroad . In these roles 745 operated mostly between east Texas and the east end of the SP system in New Orleans.
In 1956, the locomotive completed its final journey by its own steam when it retired to Audubon Park in Uptown New Orleans, where it remained until 1984.
After Southern Pacific retired 745 in 1956, it was donated and placed on display in Audubon Park in New Orleans. It remained there until 1984, when it was removed to make room for expansion of the Audubon Zoo. Ownership was transferred to the Old Kenner Railroad Association (OKRA). After OKRA disbanded, Louisiana Railway Heritage Trust assumed ownership. The locomotive is currently leased to the Louisiana Steam Train Association (LASTA). In 2001, they had obtained enough donations and grants to begin a several year restoration project with volunteers and professional crews.
In December 2004, SP 745 conducted its first main-line operations in forty-eight years, running to Reserve, LA and back over the Kansas City Southern Railway with William H. Johnson, engineer and David Bartee, fireman, as engine crew. Since then SP 745 has visited many areas around the state of Louisiana and southwest Mississippi as well as Kansas City, Missouri. Each year during Gretna Fest, 745 finds itself only a few miles from its birthplace on the old SP line.
SP 745 has been used in several films, including two major motion picture, the Brad Pitt / Cate Blanchett movie "The Curious Case of Benjamin Button", for which it was painted to look like a Southern Railway locomotive, and "Jonah Hex", where it took on characteristics of a much older locomotive.
Pictures of SP 745 are available by its road number on Railpictures.net.
745 was also used in the movie Jonah Hex (film), dolled up with a fake 19th century smokestack and headlamp.
Cumbres and Toltec Scenic Railroad (Denver and Rio Grande Western) No. 463 is a 3-foot narrow-gauge class "K-27" "Mikado" type steam railway locomotive built for the Denver and Rio Grande Railroad (D&RG) by the Baldwin Locomotive Works in 1903. It is one of two remaining locomotives of D&RGW class K-27, the other one being No. 464 at the Huckleberry Railroad in Genesee Township, Michigan. The class eventually became known by the nickname "Mudhens". Today, No. 463 is operational on the Cumbres and Toltec Scenic Railroad between Chama, New Mexico and Antonito, Colorado.
No. 463 was sold to cowboy actor and singer Gene Autry in May 1955. Autry never used the engine and donated it to the town of Antonito, Colorado. It was restored by and entered into service on the Cumbres and Toltec Scenic Railroad in 1994. It was taken out of service with a broken side rod in 2002. In 2009, it was moved to the railroad's shop at Chama, New Mexico where a major rebuild was taken until completion in Spring 2013. On May 20, 2013, the restored locomotive made its inaugural run on the C&TSRR.
No. 463 was added to the National Register of Historic Places in 1975 as Engine No. 463.
The D&RGW engine No. 463 appeared in season 1, episode 38 of Gunsmoke on August 18, 1956 as Atchison, Topeka and Santa Fe Railway No. 463. The episode was entitled "Unmarked Grave". It also appeared at the beginning of an episode of Dick Powell's Zane Grey Theater which originally aired on December 7, 1956. Season 1, Episode 10 was titled "Return to Nowhere". In 2014, Engine 463 made a small appearance as D&RGW No. 463 in the movie A Million Ways to Die in the West. It also appeared in the 2018 movie "Hostiles". It also appeared in The March 14, 1959 episode of "Wanted Dead or Alive" called "Railroaded". The engine was not credited.
Chicago, Rock Island & Pacific 886 is a 4-6-2 Pacific type steam locomotive built in 1910 by the American Locomotive Company for the Rock Island Railroad.
The locomotive's real number is 887. It was renumbered 886 in July 1955 when donated for display. The real 886 was already scrapped when the city of Peoria asked the Rock Island to donate the 886 for display since it was the last steam locomotive to operate out of Peoria. What happened in the end was that the Rock Island offered 887, an identical model to the 886, to be renumbered 886 for display and the city accepted.
The locomotive can currently be seen on display at the Wheels O' Time Museum in Dunlap, Illinois.
Although there are seven other surviving Santa Fe 2-8-0s, No. 769 is the sole survivor of its particular class, and it was the first locomotive of said class.
No. 769 is the last locomotive built by the Richmond Locomotive Works before 1901 that's preserved in the United States. The only other pre-1901 Richmond survivor is 4-6-0 No. 293 in Saint Petersburg, Russia.
Pennsylvania Railroad 4483 is a member of the largest class of I1 2-10-0 "Decapod" type steam locomotives operated by the PRR, being among the 475 built by Baldwin and one of 598 built for the railroad. It hauled heavy coal trains until its retirement in 1957. It is the only surviving I1 Decapod.
The locomotive was built in May 1923 and was assigned to drag freight service. It was converted to an I1sa in February 1931, increasing its tractive effort and was assigned to the Eastern Region, Susquehanna Division and Northern Region. On November 1, 1944, 4483 was reassigned to the Eastern Region, Central PA Division and Williamsport Division when it was equipped with Cab Signal, Whistle and Acknowledger. In the early 1950s, it was again reassigned to the PRR Ebeenezer, New York yards, often seen hauling coal drags up the Elmria Branch to the coal unloading docks in Sodus Bay on Lake Ontario, New York. On August 7, 1957, 4483 was retired from the PRR and was one of the last "I1sa"s to operate.
On the same day, PRR Chief of Motive Power, Hal T. Cover, after retiring the 4483, gave instructions to "Hold as Relic.". As such, the 4483 was saved from being scrapped and was moved to the roundhouse in Northumberland, Pennsylvania in 1959 along with other PRR steam locomotive held for preservation. In 1963, the PRR sold the engine to the Westinghouse Air Brake Company (WABCO) to display on the front lawn of their headquarters in Wilmerding, Pennsylvania, with the PRR business car the "Ohio". By 1982, after the company had grown tired of the locomotive on its front lawn, the Western New York Railway Historical Society acquired #4483 and moved the engine to Hamburg, NY, where it resides today, receiving occasional maintenance.
The Milwaukee Road S3 Class was a class of 10 4-8-4 "Northern" type steam locomotives built by the American Locomotive Company in 1944 and operated by the Milwaukee Road until the mid 1950s. The locomotives saw service in pulling freight and passenger trains throughout the Milwaukee Road.
Today, two S3s survive, No. 261 is in operating condition and No. 265 is on display in Union, Illinois.
The Milwaukee Road had acquired its first four-unit EMD FT diesel set in October 1941. It had managed to get a second in July 1943, but when it wanted more in 1944, it was only allocated six by the War Production Board. Instead, it was allocated ten Alco 4-8-4 locomotives. These were delivered in July and September 1944, and were classified as class S3 by the Milwaukee Road.
Alco had drafted a compromise design, as the WPB has placed a moratorium on creating completely new designs. It was based on the frame of the Chicago, Rock Island and Pacific Railroad class R67B, mated to the boiler of the Delaware and Hudson Railway class K. The tender was a water-bottom type with a pair of six-wheel trucks.
The of coal-burning grate supplied heat the boiler which was pressed to . This supplied steam to the cylinders which had a bore of and a stroke of . They were connected to the diameter driving wheels by Walschaerts valve gear.
While they were smaller than the Milwaukee's earlier class S2, they were comparable to road's first class of 4-8-4, the class S1.
All ten were built by Alco's Schenectady plant in July (7) and September 1944 (3). Alco assigned order number S-1928 and serial numbers 71973 through 71982.
Initially they were used as freight locomotives, and only used on lines east of the electrified zone, being allocated to the Dubuque and Illinois Division. As a consequence of the Korean War, additional locomotives were needed on the Idaho Division, so four locomotives (262, 263, 267 and 269) were converted to oil firing and sent west to work passenger and freight trains in the gap between the two electrified zones.
By March 1954, No. 260 had been transferred to the La Crosse and River Division, and 261 was on the Milwaukee Division; the other four coal-burners were still on the D&I Division, and the four oil-burners on the Idaho Division.
By December 1954, however, the Milwaukee was effectively dieselised. As the equipment trusts on the ten locomotives had yet to expire, they could not be scrapped or sold, so they were placed into storage – the Idaho four going to Tacoma.
The Chesapeake and Ohio H-8 was a class of 60 2-6-6-6 steam locomotives built by the Lima Locomotive works in Lima, Ohio between 1941 and 1948 and operated until the mid 1950s. The locomotives were among the most powerful steam locomotives ever built and hauled fast and heavy freight trains for the railroad and two have been preserved, Nos. 1601 and 1604.
No. 1642 suffered a crown sheet failure and subsequent boiler explosion at Hinton, WV in June, 1953. The crew did not survive the blast.
Meadow River Lumber Company No. 1 is a Shay locomotive at Steamtown National Historic Site, in Scranton, Pennsylvania. This 2-truck Shay was built by Lima Locomotive Works in 1910. This type of locomotive was used primarily by lumber and mining companies. Some were used by other industries and on short lines. This is one of 77 Shay locomotives preserved in the United States.
In 1907, John and T.W. Raines began construction on a lumber mill in Greenbrier County, West Virginia, under the name of the Meadow River Lumber Company. The location had no access to a railway so the Sewell Valley Railroad was incorporated. Twenty miles of track was laid between the Chesapeake and Ohio Railroad at Meadow Creek to the site of the mill. The mill opened in September 1910 and this locomotive was purchased by the new railroad. It was called Sewell Valley Railroad No. 1.
With a capacity of cutting of lumber per day, the Meadow River Lumber Company became the world's largest hardwood manufacturer. At first the railroad was operated separately from its parent company. However, changes in the tax code lead the two to merge therefore, "Meadow River Lumber Company No. 1, spent her entire career as the property of this single lumber enterprise [sic] even though she operated there under two different names."
While at Steamtown, U.S.A. in Bellows Falls, Vermont, the locomotive endured extensive damage when the building it was stored in collapsed under heavy snow in February 1982. The Shay's wooden cab was destroyed. By then it was already missing "its sand dome, its headlight, its front number plate, its bell and bell hanger, whistle, and other components". Canadian Pacific Railway No. 1293 was also damaged in the roof collapse.
It was determined that it would remain at the National Historic Site as it was the only Shay and the only geared locomotive in the collection.
Texas and Pacific 610 is a class "I-1a" 2-10-4 "Texas" type steam locomotive that was originally operated by the Texas and Pacific Railway (T&P). It served the T&P from 1927 to 1951 before being donated to the city of Fort Worth. It was briefly used for the American Freedom Train in the mid-1970s, and subsequently for the Southern Railway steam program. Since 1982, No. 610 has remained on static display at the Texas State Railroad's "Hall of Giants" in Palestine.
Built in June 1927 by the Lima Locomotive Works, No. 610 and it's class, the I-1s, were the first authentic 2-10-4s ever constructed. No. 610 was a major work-horse for the Texas and Pacific. By the early 1950s, the T&P had scrapped all of their "Texas" type locomotives, except Nos. 610 and 638, with No. 610 being donated to the Fort Worth Fat Stock Show in 1951 and the locomotive sat on display at the Will Rogers Memorial Center. Sister engine No. 638 also survived for a brief time as a display piece in the city of Dallas, but was scrapped after only two years due to becoming a safety hazard after being vandalized, and it was subsequently replaced with New York Central 4-8-2 "Mohawk" No. 3001.
From 1982 it was on display by the Trinity Valley Railfans on GSA property located on James Avenue in Fort Worth. Due to GSA downsizing the property and need to hand off the portion the display was at to the City of Fort Worth, Texas, No. 610 was moved to the Texas State Railroad.
The locomotive is now on static display at the Texas State Railroad in Palestine, Texas side by side with Atchison, Topeka and Santa Fe 4-6-2 No. 1316. There, the locomotive would often be pulled out of the engine shed using their smaller locomotives, including 2-8-2 No. 30, 2-8-0 No. 28, and 4-6-0 No. 316, and it would then be pushed back inside by the end of the day.
No. 610 is the only surviving example of a T&P "Texas" type locomotive and the largest non-articulated steam locomotive preserved built by the Lima Locomotive Works. The only other surviving T&P steam locomotives are 4-6-0 No. 316, which is also preserved at the Texas State Railroad, and Ex-Fort Worth and Denver 2-8-2 No. 400, which is preserved in Marshall, Texas.
The locomotive is listed on the National Register of Historic Places.
The Atlantic Coast Line P-5-A was a class of 70 4-6-2 USRA Light Pacific steam locomotives built by the Richmond Locomotive Works and the Brooks Locomotive Works in between 1919 and 1920 for the Atlantic Coast Line Railroad and operated by the railroad until the early 1950s.
The locomotives were built to haul passengers on the ACL mainline, pulling trains such as the "Florida Special" and the "Palmetto Limited". By the early 1950s, all have been retired and only 1504 survives today.
The locomotives pulled passenger trains 10 to 12 cars long, including the "Miamian", the "Florida Special", "Palmetto Limited", the "Southland", the "South Wind" and the "Dixie Flyer". By the late 1940s, the railroad had dieselised its passenger trains and they were assigned to fast freight service, of which they were successful in doing so. However, they couldn't pull passenger trains exceeding 14 cars without double-heading, as such, they were replaced in heavier passenger service by the R-1 class of Northerns.
Only one P-5-A has been preserved, No. 1504. It was chosen for preservation by ACL president Champion Davis and the Head of ACL's Mechanical Department, John W. Hawthornethe. In 1960, after some years in storage, the locomotive was given a thorough mechanical overhaul and then placed on display in front of the then new ACL General Office Building in Jacksonville. It was cosmetically restored and put on display at the Prime F. Osborn III Convention Center, where it currently resides. It is the only surviving original USRA Light Pacific steam locomotive and is in almost original condition.
Pennsylvania Railroad No. 1223 is a class "D16sb" 4-4-0 "American" type steam locomotive built in November 1905 for the Pennsylvania Railroad by their own Altoona Works for passenger service. After being retired from active service in 1950, the locomotive ran excursion trains on the Strasburg Rail Road outside of Strasburg, Pennsylvania from 1965 to 1989 when it was removed from service requiring firebox repairs. Currently, the locomotive is on static display at the Railroad Museum of Pennsylvania outside of Strasburg. It was listed on the National Register of Historic Places in 1979. No. 1223 is the only surviving example of the Pennsylvania Railroad's D16sb class.
The engine made its first film appearance in the 1941 film "Broadway Limited", it was also used in the film "Hello, Dolly" in 1969.
Tennessee Valley Railroad No. 610 is a coal-burning 2-8-0 "Consolidation" type steam locomotive built by the Baldwin-Lima-Hamilton Corporation for the U.S. Army in March 1952. It is one of the last steam locomotives built for service in the United States and the last new steam locomotive acquired by the U.S. Army. As of 2021, No. 610 is out of service awaiting a major overhaul and whether or not it will run again is still yet to be determined.
No. 610 was one of eight steam locomotives for use on the Army railroad and was used to train soldiers in railroad operation in maintenance. It also was used for transport on the 31 mile long Fort Eustis Military Railroad to an interchange with the U.S. railroad at a junction in at Lee Hall, Virginia.
When the Fort Eustis Military Railroad decommissioned steam operations in 1972, No. 610 was obtained by the Wiregrass Heritage Chapter of the National Railway Historical Society in Dothan, Alabama. In 1978, it was donated to the Tennessee Valley Railroad Museum. Following its 1990 restoration, which noticeably changed its cosmetic appearance, it was allowed by the Norfolk Southern to operate on their trackage as part of their steam program. No. 610 served as pulling power on the TVRM's excursions until it was taken out of service for its Federal Railroad Administration (FRA) mandated 1,472-day inspection in December 2010.
As of 2021, following the completion of the restoration of Southern Railway 630 in 2011 and Southern Railway 4501 in 2014, No. 610 was moved to the facilities' Soule Shops, where it currently awaits a major overhaul, although the restoration progress has currently been put on hold until further notice.