GALES CREEK & WILSON RIVER RAILROAD Engine No. 1. This small twelve-mile luml: 
line operated from Wilkesboro to Glenwood. It was purchased hy Hill Lines in 1922 and aha 
doned in 1929. 

I. 
I 
I 
I 
. . 

WINNIPEG HYDRO- not to be confused with the Greater Winnipeg Water District-ran this 1882 
ex-CPR 4-4-0 until 1962. With a diamond stack. she operates today for Prairie Dog Central. 
GEO RGE HARRIS COLLECTION 
SMALL POWER has been typical of the GWWD. Its steam roster had 0-4-01' No.1 for yard 
work and five 2-6-05 for the road work. No. 1 was photographed at St. Boniface in 1947, while 
2-6-0 No. 7 was there in 1940. The origin of wooden combine 6-photographed in 1945--is 
unknown, but most GWWD equipment was bought second-hand from CNR or CPR. 


'-/- L/ . 
WILLAMINA & GRAND RONDE RY. CO. 
PASS __ ~~~~~~~~~~~~ _______ _ 
ACCOUNT~~~~~~~~~~~L-____ _ 
•• rc ... ,. 

First locomotive built by Muskegon Iron Works for the 
Chicago & West Michigan (C&O predecessor). (Courtesy 
Chesapeake & Ohio Railway Company) 

JANUARY 17, 1955, was the last day of steam operation on the Amboy District of the Springfield Divisio 
ofthelliinois Central. On that date the 0-6-0 in Dixon, Ill., was replaced by a Geep, and this photo made th 
front page of the local paper. In the cab are engineer Frank "Ike" Eisenrich, fireman George Warren, and 0 
the ground 0 to r) tra inmaster V.C. Shelley, Jack Taylor, conductor Louie Scott and L.R. "Govie" Bate, 
--
-
-


Kansas City Soulhe~n 2-8-4 No. 905 left Lima in July, 1937, for Missouri valle 
service. 
Collection from Mrs. Marjorie Smith, Paine Creek Rd., Brewster, Mass. 0263 
Kansas City Southern Mallet 2-8-8-0 No. 757 pulling drag through eastern Oklahoma. 
Pholograph by Jack Al'ery. Fort Smith. Ark. 
All-time Steam Roster of the 
KANSAS CITY SOUTHERN 
T
HIS roster of all steam locomotives 
of the Kansas City Southern and its 
former or affiliate roads was compiled 
by Harold K. Vollrath, Louisiana & 
Arkansas train dispatcher. Some speci 
fications of early engines are lacking. 
ARKANSAS WESTERN 
No. 1 • . 2·8·0. built by Taun!on in 1893 and 
Icrappod in 1912 . had 51 · inch driv.rs. 20.24· inch 
cylind.rs. total ".ight 141 . IBO pounds. "eight on 
driv.rs 91.720. boil or pr.ssure 140. and tractivo 
.ffort 22.400. 
No. 2. 4 ... ·0. "as originally ,Poteau Valley No. 2. 
She had 63·inch driv .... 17xl4· inch cylindors. 77.000 
pounds total ".ight. and. 13.000 pounds tractive 
.ffort. and "as sold to CNCIW in 1908. 
KANSAS CITY & INDEPENDENCE 
AIR LINE 
Nos. 101. 102 . 103. all 2.4 ... T. built by 8ald"in 
in 1192. had 56·inch driv.rs' and 13.22·inch cylindors. 
No. 101 w.nt to J . H. Taylor in 1902. No . 102 to 
~:nl~ .• 11 Lbr. in 1901. and No. 103 to F. M. Hicks 
TEXARKANA & FORT SMITH 
No. 5. Class B. 4·4·0. "as built by Sald"in in 
1193 and scrapp.d in 1910. She had 6]·inch drivo ... 
17x24· inch cylind.rs. total ".illht 77 .000 pounds. 
w.illht on driv ... 50.000. boil.r prossuro 155. and 
tractiv •• ffort 13. 100. 
KANSAS CITY SOUTHERN 
0-6-0 Switchers 
Baldwin built all of this typo .xcopt No., 70·73. 
Sch.n.ctady and Nos. 93· 100. Pittsburg, 
C ia .. F: 51·inch drivers. Ih24 cy li nd.rs woight 
'2,000. boil.r pr ... ur. 155. and tractiv~ effort 
20,736. Nos. 51 and 52 w.r. KCSI. Nos . 53. 55. 57. 
SI w.r. Union T.rminal (KC). 
NOl. luilt Dilpolal 
51 1891 Scrapp.d 1915 
52 1191 Sold Un ion Traction 1915 
53 1892 Sold Lorinll I W.st.rn 1906 
54 1192 Sold DishominllO Svl. 1917 
55 1892 Sold Sacuri ty Iron KC 1918 
57 1894 Scrapped 1912 
SI 1895 Scrapped 1924 
Cia .. F·I: 51 ·inch driv.... 19124 cylind.rs. w.illht 
lot.OOO. boil.r pr ... ur. 165. and tractlv. .ffort 
23.126. All w.r. KCSI. No. 59 wlS lat.r TFS. 
56 
59 
60 
61 
62 
63 
64 
65 
66 
1897 
1897 
1897 
IB97 
IB98 
IB98 
1899 
IB99 
Scrapp.d 1924 
Sold List & Gifford 1924 
Sold S.ck & Sabb 1924 
Sold Beck & Babb 1924 
Sold List Constr. 1925 
Sold Seck & Sabb 1924 
To 2·6·0 C· I in 1917 
Sold List & Gil' >rd 1924 
Cia .. F·3: 50·inch drivors. 20.28 cylind.rs. "oight 
157.500. bailor pro .. uro 180. and t . o. 34.300. 
70 
71 
72 
73 
1913 
1913 
1913 
1913 
Scrapp.d 1949 
Scrapped 1948 
Scrappod 1949 
Scrapped 1948 
Cia .. F·2: 51·inch drivers. 19. 26 cyl inders. ".ight 
129.900. boilor pre .. ur. 180. and tracti v. .ffort 
28. 158. Nos. 82 and 99 had S.thl.hem tank boost.rs 
appli.d in 1925. r.mov.d by 1932 . No. 85 in 1932 
"as 2·6·0. Cia .. C·2. 
81 
82 
83 
84 
85 
86 
87 
88 
B9 
90 
91 
92 
93 
94 
95 
96 
97 
98 
99 
100 
1907 
1907 
1907 
1907 
1907 
190B 
190B 
190B 
1908 
1901 
1901 
1901 
I90S 
I90S 
I90S 
I90S 
1905 
1905 
I90S 
I90S 
Scrapped 1947 
Scrapp.d 1950 
SC\olOpped 1939 
Scrapped 1932 
Scrapped 1948 
Scrapp.d 1940 
Scrapped 1932 
Scrapped 1940 
Scrapp.d 1932 
Scrapp.d 1932 
Scrapp.d 1932 
Scrapp.d 1929 
So ld Prod . Sand & Gvl. 1935 
Scrapp.d 1933 
Sold Port Iron Supply 1950 
Sold Prod . Sand & Gv l. 1930 
Sold List Constr. 1931 
Scrapp.d 1933 
Scrapp.d 1950 
Sold List Constr. 1931 
2-4-4T Type 
No. 56. Class A. a Vauclain Compound. "as 
built by Sald"in in IB93 and sold to S.curity Iron 
in 1918. Sho had 52· inch drivers. 10.17.24 cylinders. 
total ".ight 70.000. "eight on driv.rs 58.000. boiler 
pre .. ure 160. and tractiv •• fforl 14.201. No. 56 was 
Union T.rminal (KC) . 
4-4-0 Type 
Nos. 101.110. 130. 131 ".r. built by Sald"in. No . 
132 by Brooks. Nos. 140· 143 by Sch.n.ctady. and 
Nos. 170·173 by Manch.st.r. 
Cia .. I : Nos. 130. 131 ".r. orillinally KCN&FS 
No •. 3. 4. th.n KCPIS No •. III. 112 . Th.y had 
6]· inch driv.rs. 17x24 cylind.rs. ".ight 79.000. 
wei9ht on drivers 50,000. boil.r pressure 160, trac 
tiv •• ffort 13.301. No. 130 "a. scrapp.d in 1910. 
No. 131 in 1911. 
Cia .. B·I : 63·inch driv .... 17124 cylind.rs. ".ight 
17,000, w~ht on driver. 56,000, boiler pressure 
160, and tractiv •• ffort 16.377. Thos. ".r. KCP&G . 
Tho .arli.r numbarlng is in par.nth ••••. 
rJ 
.\ 
1\\ 
I 1 
tI 
.;><-
NOl. luilt Di.polOl 
101 (101) 1897 Scrapped 1911 
102 1102) 
1897 Sold Mansfi.ld 
Ry. Tran •. 1t10 
103 103) 1197 Scrlpp.d 1911 
104 11041 
1197 Scrapp.d 1913 
lOS lOS 1197 Scrapp.d 1911 
10' (106) 1897 
Scrapp.d 1911 
107 !') 
1895 Scrapp.d 1915 
roe 2' 
IB95 Sold ~ansfi.ld Ky . Tran •. ItIO 
lot 3\ 1895 
Scrapp.d 1911 
110 (4) IB95 Scrappod 1911 
Cia .. 1·2: Thi. ""' No. 132, orl9inilly KCFIS 
No.2. th.n KCPlS 10. She had n ·inch drlv.", 
17124 cylind.rs. total ".illht 79,000, ".ight on 
driv." 52,000. boil.r pr ... ur. 160. tractiv. .ffort 
13.301. She "a, scrapp.d in 1910. 
Cia ... ·3: 6O·inch driv."1 18x24 cylindo" (No. 
140 hid 17x24 cylind.rs), WI \lht 107,500, w.lght on 
driv." '7.500. boil.r pr ... ur. 160. trlctiv •• ffort 
17 '2' (No. 140 tractiv. .ffort Is,OOO) . All were 
KCPIS. 
140 
141 
142 
143 
IBn 
IBn 
1195 
IB95 
Scrapp.d 1939 
Scrlpp.d 1914 
Sold Jarr.tt Constr. 1907 
Scrapp.d 1939 
Cia ... ·4: " · inch driv.". IIxl4 cylind.", ".ight 
113000 w.ight on driv ... 75.000. boiler pr ... ur. 
110: tr~ctive .ffort 17.242. All KCPlS. 
170 
171 
172 
173 
1197 
1897 
1897 
1897 
Scrapp.d 1923 
Scrapp.d 1923 
Scrapp.d 1923 
Scrapp.d 1'23 
2-10-2 Type 
Brook. built No.. 200·205. Illdwin built N .... 
220.223. All "or. WAI. purcha .. d In 1M2. NOl. 
220·223 hid b.en AA. 
Cia.. L: 64· inch driv.", 27.32 cyllndo", w.lght 
395.099, ".Ight on drlv." 314,100, boU.r pro .. ure 
210, tracti ••• ffort 75.OS9. 
200 Itl7 Scrapp.d 
1951 
201 1917 Scrlpp.d 1952 
202 1917 Scrapp.d 1953 
203 1917 Scrapp.d 1951 
204 1917 Scrapp.d 
1951 
20S 1917 Scrapped 1952 
CII .. L·I : 57· inch driv.", 27.32 cylind.rs, ".ight 
357.900, w.ight on driv." 274,100, bollor pr ... ur. 
200, tractiv •• ffort 68.377 . 
220 1919 Scrapped 1951 
221 1919 Scrlpp.d 1951 
222 1919 Scrapped 1952 
223 1919 Scrapp.d 1951 
2-6-0 Type 
All tho 2·6·0 typ.'. including tho.. conv.rt.d 
from oth~r typas, w.r. built by Baldwin. No •. 240 
and 241 ".r. KCNIFS No •. I and 2, th.n KCPAS 
Nos. 27 . Ind 21. No.. 300-305 ".r. KePIS Nos. 
21·26. 
CI ... C: 55·inch d riv.", 11124 cyll....... w.lght 
".000, w.ight on dr"'... 10.000, boU.r pr ... ur. 
160. tractiv •• ffort 17,401. No. 240, built 'n 1192, 
"a. scrlpp.d in 1911. No. 241. 1110 buUt in 1192, 
wa •• old to C. J . Coh.n Co.; K.C .• in 1911. 
Cia .. C·I : 55·inch driv ... , 19124 cyllnd.", w.lght 
115.000. ".illht on driv... 100.000~ boll.r pr ... ur. 
165. tractiv •• ffort 22.763. 
lOG 1195 Scrlpped 1912 
301 1195 Scrlpp.d 1913 
302 1895 Scrapped 1911 
303 1195 Scrapped 1912 
304 1195 Scrapp.d 1912 
30S 1195 Scrapp.d 1912 
No. 65. r.built from tho old 11-"0 .wltch.r No. 
65. in 1917. had 51 . inch driv.". 19x24 cyllnd ... , 
w.ight 116.000. ".ight on driv... 103.000, boU.r 
pr ... ur. 175. tractiv. .ffort 25,270. She ""' IOld 
to List Con.truction Co. in 1925. 
Cia .. C·2: 51 · inch driv.", Itxl6 cyllnd.". w.ight 
139.000. w.ight on dri.... 121.650, boil.r pr ... ur. 
110. trlctiv •• ffort 21, lSI. No. 15 w .. rebuilt in 
1932 from tho 0·"0 .",tch.r No. 15, Ind scrlpped 
in 1941. 
4-6-0 Type 
lald"in built No •. 270·273, 320· 333. 351).310, 600-
606. ~anch.st.r built No.. 250-257. Sch.nectldy 
built No •• 3J4.))7. Iroob buUt No. 274. Srlnt built 
NOI. 400-411. All were KCPIS •• c.pt for NOI. 1J4. 
337 .. which w.ro CIA NOl. 2)5..231, Ind NOI. 600-
606. 
C II.. D: 'l·inch drlv.", 1.124 cyllnd.rl, wolght 
104,000, w.lght on drl .. rs 10,000, boU.r pr ... ur. 
160. tractiv •• ffort 17,I3S. 
RAILROAD 
the darkness. It had landed on the bell 
cord that signals the engineer to stop 
the train. In some way she pulled the 
cord. 
The cars bumped together in a jerky 
stop. Trainmen got off with lanterns. 
They walked up and down to see what 
was wrong, flashing a light into each 
car, one at a time. 
Pretty soon they opened the door of 
Suzy's private car. The elephant was 
quietly eating hay. Mr. Scott was still in 
his bunk. The train conductor looked 
around. He was puzzled. 
"Did you pull that cord?" he asked. 
Mr. Scott shook his head. " No, I 
didn't. But I'll bet I know who did. I 
think my elephant friend here may have 
done it by mistake." 
The conductor looked at the bell 
cord and then at Suzy. "Well, why don't 
you watch her?" he asked in annoy 
ance. "She's stopped the train and ev 
eryone is racing around looking for the 
trouble." 
He was still muttering when he left. 
The engine whistle tooted four times. 
Pretty soon the circus train was again 
roaring thro·ugh the night. Then Mr. 
Scott climbed down from his bunk. He 
went to a closet and came back with a 
big, red, juicy slice of watermelon. 
"Is this what you want?" he asked. 
"I saved it especially for you." 
Suzy's long trunk shot out. With 
three bites she ate the whole slice of 
melon, rind and all. Now she was 
swaying gently from side to side, as 
elephants do when they are happy. 
Just before sunrise the circus train 
stopped on the edge of a town. It 
stopped on a sidetrack beside a large 
pasture lot. The men lit their gas tor 
ches and began to unload the train by 
the flaring light. Pretty soon excited 
boys and girls swarmed around the lot 
from all over town to watch the fun. 
Mr. Scott led Suzy out of her car. 
Then the other elephants lumbered 
down the gangplanks out of their cars. 
In no time at all the whole place was 
alive with elephants, camels, zebras, 
and prancing milk-white horses. 
Next the red and gold wagons and 
chariots were rolled down from flat 
cars. Then came a noisemaker on 
wheels, the gilded calliope, that always 
brought up the end of a circus parade. 
Enormous rolls of canvas were 
tossed off the cars, then tons of rope, 
tent poles, and folded chairs. After that 
the men known as roustabouts started 
to raise the big tent. Suzy and the other 
elephants helped to tighten the ropes 
that held it in place. The elephants 
JANUARY, 1976 
trumpeted. Lions and tigers roared. 
Dogs barked. Horses neighed. 
Boys began asking the elephant 
boss; "Please, sir, may I carry buckets 
of water for the elephants?" Mr. Scott 
put them to work. The boys took turns 
at working the pump. They worked long 
and hard. Sweat rolled down their 
faces. As fast as each bucket was 
filled, willing hands carried it to a 
thirsty elephant. 
While all this was going on, rosy 
dawn came. Then a hot sun blazed in 
the sky. Just before the boys got as far 
as Suzy with their water pails, the 
pump ran dry. There was no water for 
Suzy. Mr. Scott was busy some dis 
tance away and he did not realize her 
plight. The big elephant trumpeted in 
vain for a drink. She stamped her feet. 
But the men were so busy that nobody 
noticed her. 
Suzy was tied to an oak tree near the 
railroad track. She tugged at the rope. 
It was too strong to break, no matter 
how much weight she threw against it. 
But Suzy was smart. She knew that 
force was not always the best way to 
solve a problem. Patiently she worked 
on the knot with the finge·r at the end of 
her trunk. She could do a lot with that 
finger. 
At last the knot was untied. Just as 
the loose end of the rope fell to the 
ground, Suzy heard a bugle call. It was 
the signal for the circus to line up for 
the big parade down the road and into 
Main Street. 
Suzy knew that her place was at the 
head of the line. But right now the cir 
cus parade would have to wait. Suzy 
had other business to attend to. She 
was very thirsty. The driver of the gil 
ded calliope waited sleepily in his seat. 
The plumed horses waited. The clowns 
waited. The brass band waited. The la 
dies in pink tights with short fluffy skirts 
waited. They all waited while the big 
elephant looked for a drink. 
Suzy went straight to the pump, 
kicking aside the empty buckets that 
stood in her path. She shook the pump 
handle with her trunk. There was not a 
drop of water! Suzy snorted. She 
yanked off the pump handle and 
stamped on it. Then she trotted down 
the road to town. 
Mr. Scott ran after her, with a small 
crowd of men and boys at his heels. 
Suzy headed into Main Street. The 
driver of a large moving van saw her 
coming and tried to block her way. 
With a mighty shove, Suzy pushed over 
the truck and kept on going. 
In no time at all the sidewalks were 
empty. People screamed. They rushed 
into the post office and stores and 
houses. They shut and locked the 
doors. There wasn't even a dog left on 
the street. A man was watering ·his 
front lawn with a hose. When he saw 
the elephant, he stopped suddenly. He 
turned off the water and ran. 
Suzy put the dripping end of the 
hose into her mouth. No more water 
came out. Twisting her trunk around 
the hose, she yanked it off the faucet. 
Then she used it like a whip to beat the 
side of the hose. 
Pretty soon she tired of this sport. 
Suddenly the wind changed and the big 
elephant smelled something good. 
Something she wanted very much. 
Tramping through a bed of petunias, 
she cut across the yard, broke down 
the fence, and entered a field. There on 
all sides lay dozens and dozens of big 
plump watermelons, ripe in the sum 
mer sun! 
Trumpeting with glee, Suzy set to 
work. One after another, she squashed 
open the melons with a light tap of one 
foot. She was gorging herself on the 
red juicy fruit, rinds and all, when Mr. 
Scott caught up with her. 
The men and boys who had followed 
the elephant trainer stood back at a 
safe distance. But Suzy had no desire 
to hurt anyone. Mr. Scott grinned as he 
watched her. He knew there was noth 
ing he could do about it until the gentle 
beast had satisfied her taste for 
melons. 
The fruit quenched her thirst that 
hot day. Its juice was dripping down 
from her jaws and onto her trunk. 
"This feast will cost the circus com 
pany quite a few dollars," he said to the 
group standing around him, "but it's 
worth the price. It will advertise the 
show. Besides, Suzy really does like 
melons." 
After a while Suzy stopped eating. 
Mr. Scott went up to her. 
"Has my girl had enough?" he 
asked. " All right, let's go!" 
Suzy wrapped her trunk around the 
trainer. Then she lifted him into the air 
and carried him all the way back to the 
circus lot. 
"Here comes Suzy!" shouted the 
crowd. 
The other circus elephants trum 
peted a loud welcome. Everybody was 
glad. The band struck up a lively air. 
Boys and girls cheered and shouted 
and clapped their hands. And the bright 
parade, half a mile long, swung down 
the road toward Main Street with Suzy 
marching proudly at the head. • 
55 
\ 
I 
" 
1 250 
251 
252 
253 
254 
255 
2S6 
257 
1"7 Scr.p!*l Itll 
1"7 Scrap~d I'll 
1"7 Sold Frolt Johnlon Lbr. 1914 
1"7 Scr.p~d 1911 
1m Scr.pped I'll 
1"7 Scr.pp.d 1911 
1"7 Scr.p~d I'll 
1"7 Scr.pp.d I'll 
CI.n D· I: 55·inch dri ..... 1'124 c'Und .... w.ICJht 
99.000. w.iCJht On drl.... 76.000. boll.r pr.uur. 
110. tr.ctl ••• ffort 11.02'. 
270 
271 
272 
273 
1"3 
1"3 
1"3 
I") 
Scr.pp.d Itll 
Scrapped Itll 
Scr.pp.d Itl2 
Scr.p~d Itll 
CI.n D·2. 57·lnch dri .... , 11124 c'Und ...... ICJht 
102.000. w.iCJht on drl .... ·· 71.000
1 
boll.r pr.Mur. 
160. tr.cti ••• Hort 17.J94. No. l74 W'I built In 
"" and Icr.pped In Itll. 
CI.n D·]: 55·lnch dri..... It124 cylind .... w.ICJht 
123.000. w.iCJht on dri.... tS.ooo. boll.r pr.uur. 
170. tr.cti ••• ffort 22.76]. 
320 
]21 
322 
323 
324 
]25 
32' 
327 
321 
32' 
330 
331 
332 
133 
I"' 
I"' 
I"' 
I"' 
I"' 
I"' 
I"' 
I"' 
I"' 
I"' 1897 
1"7 
1"7 
1"7 
Sold M.mphll '.rll 10 &ulf 1t06 
Sold C.ntr.1 Co.1 10 Cok. Itl] 
Sold J. Smith Conltr. 1t10 
Sold J. Smith Conltr. 1t10 
Sold J . Smith Conllr. ltot 
Sold Tr.mont Lbr. 1t14 
Sold L •• S.nd 10 &.1. Itl] 
Lost In fir. Hornbeck. L... ItOe 
Sold 104,..& 1906 
Sold N.O.N.E. 1041111 1t13 
Scrapped 1t12 
Sold EIoW It" 
Sold M. S. Coh.n &.1. 1924 
Sold J. Smith Con .. r. ltot 
CI.n D-4 : 64·lnch drl..... ItI2' c'"nd .... w.ICJht 
124.000. w.ICJht on dri.... ".000. boll.r pr.uur. 
110. tr.ctl ••• ffort 27.756. Purch.sed from CIoA In 
1905. 
334 
335 
336 
337 
I"] 
1"3 
1"3 
1"3 
Scr.pped Itlt 
Scr.p~d 19 It 
Scr.p~d Itlt 
Scr,p!*l Itlt 
CI.n D-li : i55-lnch drl ..... 20126 c,Und .... w.ICJht 
141.400. w.iCJh t on dri .... 112.500. boiler pr ... ur. 
110. tr.ctl ••• ffort 29.33'. 
350 
351 
352 
353 
354 
355 
356 
357 
351 
35' 
J60 
361 
362 
UJ 
364 
365 
U6 
367 
361 
36' 
]70 
371 
In 
373 
374 
375 
376 
3" 
371 
3" 
JIG 
I"' 1m 
1m 
1m 
1m 
1m 
1m 
1m 
1m 
1m 
1m 
1m 
1m 
1m 
I"' 1m 
1m 
1m 
::: 
1m 
1m 
1m 
1m 
1m 
1m 
I"' 1m 
1m 
1m 
1m 
Scr,p!*l 1925 
Sold M.nafi.ld Lbr. 1926 
Scrapped 1925 
Sold 1925 
Scr.p~d 19]7 
Sold 1040106 It" 
Scr.p~d 1t]7 
Scr.pped It33 
Sold 1040106 It" 
Scr.p~d 1t37 
Sold Park.r 6.1. 1t32 
Scr.p!*l 1940 
Scr.pp.d It25 
Scr.pped. I92S 
Scr.pped 1925 
Scrapped 1927 
Scrap~d 1927 
Scr.pped 1925 
Scrapped It37 
Scr.pp.d 1925 
Scr.pped 1925 
Scrap~d 1933 
Scr.p~d 1925 
Scrap~d 193] 
Scr.pp.d It26 
Scr.p!*l 1925 
Sold ~.rk.r 6.1. It32 
Sold La. 6.1. 1925 
Scr.p~d 1939 
Scr.pped It]] 
Scrapp.d It26 
Clan D·6: "·inch dri..... 19124 c,lind .... w.ICJht 
121.300. w.iCJht on dri .... 94.700. boil.r pr."ur. 
170. tr.cti ••• Hort 1t.172. 
400 1"7 Scrapp.d It27 
401 1197 Scr.p~d It II 
402 1"7 Scr.p~d 1911 
403 1"7 Scrapp.d 1926 
404 1897 Scrapp.d 1911 
405 1197 Scrapp.d 1916 
406 1897 Sold Pick.ring Lbr . 1910 
407 1"7 Scrapp.d Itll 
401 1"7 Scr.pp.d 1910 
40t 1m Scrapp.d 1911 
410 
1"7 
Scrap~d Itll 
411 1"7 Sold KCIoM Itl] 
CI... D·7 : (OriCJin.lI, NOI. 500-506) "·inch 
dii ...... 20126 c,lind .... w.iCJht 155.000. w.ight · on 
dri .... 116.000. boil.r pr ... ur. lIS. tr.cti ••• ffort · 
24.400. R.numb.r.d .nd robuilt in ItOe with "·inch 
<ki • .,I. 20126 c,lind .... w.ight 171.500. w.ight on 
dri .... 135.000. boil.r pr ... ur. 200. tr.cti ••• ffort 
26.)19. 
JANUARY, 1976 
KCS No. 602 hauling train 15, the Fly ing Crow. at Forbing, La., October 27, 1946. 
600 Ito] Scrapp.d 1947 
601 It03 Scrapp.d "47 
602 Ito3 Sold Lon. Star St •• 1 It41 
603 Ito] Scrapp.d It]' 
604 Ito] Scrapp.d 19]' 
605 Ito] Scrapp.d 1947 
606 itO] Scrapp.d 1948 
2-8-0 Type 
NOI. 475·511 w.r. built b, PiltlburCJ. NOI. 550· 
564 b, Richmond. Ih. r.11 by Baldwin. 
CI ... E·2: 51 . in ch dri v.rs, 22.28 cylind.rs. w.ighl 
195,000, weight on . drivers 175 ,000, boiler preUU!1 
190 Ir.ctive efforl 41,785. No •. 450-453 were bu,lt 
for' PS'N in 190], bul n •• er d.li.er.d to th.m. "II 
were ,old to Code d. Metals in S. America in 1917 . 
Cia .. E-I : 57-inch dri.ers, 21.30 cyl inders, we ight 
177,000, weight on drivers 157 ,000, boiler pressure 
200. Iracti •• effort 39,460. Ori'linally Ih.l. w.r. 
V.ucl.in Compounds with 57· Inch drivers and 
15'/'126.,0 cylinders. NOI . 460-469 w.r. r.built 10 
limple in ~904-'06, No •. 470-474 in 1907. They w.r. 
r.numb.red from No •. 420-434 . 
460 1900 To .wilcher 1011 in 1928 
461 1900 Sold W •• tern Equipl. 1917 
462 1900 To .witcher 1001 in 1925 
461 1900 To switcher 1006 in 192' 
464 I tOO So ld Tuc.on. Corn' GB. 1918 
465 1900 To switcher 1010 in 1927 
4" 
1900 To .witcher 1002 in 1925 
467 1900 To .witcher 1004 in 1925 
461 1900 To .witcher 1003 in 1t26 
469 1900 To .witch.r 1005 in 1926 
470 190] To .wilch.r 1009 in 1t27 
471 1903 To .witch.r 1008 in 1926 
472 1903 To ,witcher 1012 in :929 
473 1t03 To .witch.r 1007 in 1926, 
to L'" 
1007 in 1t40 
474 ItO) To .wilcher 1000 in 1t24 
Cia .. E·]: 55· inch drivers, 22x30 cyl inders, weight 
220,310, weight on drivers 194 ,560, boiler pressure 
210. Iracli •• offort 47 . 124 . 
475 1t06 Scr,pp'.d 1950 
476 lt06 To Iw,lch.r 1021 in 1925 
4" 
1t06 Scr.pped ItS2 
47. 1t06 Scr,pp'.d ItS~ 
4" 
1t06 To Iw,lch.r 1022 in 1m 
410 1t06 Scr.pp.d ItS2 
411 1906 Scr,pp'.d ItS2 
412 1906 To Iw,tch.r 1020 In 1925 
413 1906 Scr.pp.d 1947 
414 1906 Sc .. p~d 1953 
415 1t06 To 'ychuck Srort. Scr.pped 1951 
416 1t06 Scr,pp'.d 195 
417 1t06 To Iw,tch.r 1024 in 1926 
.... 1906 To Iwitch.r 1021 in 1925 
419 1t06 Scr.pped ItS2 
4to 1906 To L'" 4to In It39 
491 Ito. 
To L'" 491 in 1940 
492 1906 Scrapp.d ItSl 
493 1906 Scrapp.d It39 
494 1906 To LIo" 494 in It39 
4tS 1906 Scropp'.d ItSl 
496 1t06 To Iw,lch.r 1027 In 1926 
4'7 1906 Scr.pp.d ItS2 
491 
4"-
510 
511 
512 
513 
514 
515 
516 
517 
518 
Sit 
520 
521 
522 
52] 
52 ... 
525 
526 
527 
521 
529 
530 
531 
532 
1906 
1906 
1t06 
1906 
1907 
It07 
Ito7 
1907 
Ito7 
1907 
Ito7 
Ito7 
Ito7 
1907 
Ito7 
1907 
'907 
1907 
1907 
Ito7 
Ito7 
Ito7 
1t07 
1907 
I tOe 
Photograph by A.E. Brown 
Scr.pp.d It3' 
Scr.pped It39 
~~r::rc:.:~3O In 1927 
To Iwitch.r 1026 In 1926 
Sold T.I.I North.rn 1941 
~~r::r.~:.:'::]1 In 1927. 
Scr,pp'.d 1941 
To Iw,tch.r 1029 In 1927 
To Iwltch.r 1025 In 1926 
Scr.pp.d ItS2 
Scr.pp.d ItS2 
Scr.pp.d 1950 
Scr.pp.d ItS2 
Scr.pp.d It39 
Scr.pp.d 1939 
Scr.pp.d ItSl 
To LIo" 526 In 1940 
Scr.pp.d It3' 
Scr.p~d ItS2 
Scr.pp.d ItS2 
To Iwitch.r 102. In 1927 
Scr.pp.d ItS2 
S"ap~d ItS2 
Cia .. E-4: OrICJin.lI, 57.lnch drl •• ", 24 .. c,lIn. 
d.... w.ICJht 254.000. w'!CJht on dr .... 224.:'. 
boil.r pr ... ur. 17S. Ir.ct,.e .ff:'lt 12
,
m. .. lit 
(.Ic.pl No.. 556. 55'. 560) wit 6,. nch drly.". 
26.30 cylind.... w.ICJhl 260.000. w.ICJht on drl .... 
226.200. boil.r pr ... ur. 200. tr.ctl •• . • ffort 54.941. 
550 191] Scr.pp.d ItSl 
511 1913 Scr.pp.d ItSl 
552 1913 Scr.pp.d ItS2 
55J 1913 Scr.pp.d ItS3 
554 1913 Scr.pp.d ItS2 
555 1913 Scr.pp.d ItS3 
556 191] Scr.pp.d ItSl 
557 Itl3 Scr.pp.d ItSl 
5S1 191] Scr.pp.d ItS2 
55' 
1913 
Sold l'" 1940 
560 1913 Sold L'" It40 
561 1913 Scr.pp.d ItS2 
562 191] Scr.pp.d 1953 
5n 191] Scr.pp.d ItS3 
564 191] Scr.pp.d 1951 
0-6-6-0 TYIN 
CI ... 6 : 57·lnch dri ..... 22.35132 c'lInd .... WlI1.11t 
352.000. boil.r ~r ... ur. 225. tr.ctl.. .Hort 10. 3 
Compound. 96.5 5 Ilmpl • • Sch.n.ctady built them. 
700 1912 Scr.pp.d 1917 
701 1912 Scr.pped 1947 
702 1912 Scr.pp.d It37 
703 Itl2 Scr.pp.d It17 
704 1912 Scr.pp.d It37 
70s 1912 Scr.pp.d 1917 
706 Itl2 Scr.pp.d It47 
707 1912 Scr.pp.d It37 
701 1912 Scr.pp.d 1937 
709 1912 Scr.pp.d 1917 
710 Itl2 Scr.pp.d It37 
711 Itl2 Scr.pp.d It47 
Schenectady-built Mallet 750 outside Pittsburgh, Kans., roundhouse in '36. 
Photograph by Roy F. Blackburn, Eldon. Mo. 
57 
4-6-2 Type 
Clou H: 7I-lnch d,I..... 24,.,. cyllnd.,.. w.l,hl 
258.000. w.l,hl Oil d,lv.,. 1".500. boll., p,.uu .. 
200. I,octlv. off... 16.". 5chonoclody buill Ih .... 
oil. 'y 1916 boll., pr_'. wo. 221. troctl.o oHort 
41.IU. 
100 
101 
102 
10' 
104 
.. 
106 
fII11 
1912 
1912 
1912 
1912 
1912 
1912 
1912 
1912 
Sold La" It" 
Sc,opped Iftl 
Sc,opped 1ft' 
Sc,opped Ift2 
Sc,opped 1ft' 
Sc,opped Iftl 
Sold LaA It" 
Scropped 1954 
Clo.. H·I : 7I-lnch d,I •• ,.. 24,.,. cylJlId.... w.I,M 
2".000. w.l,hl on d,I •• ,. I 66.1O!'1 boll., p'OIIU'O 
201. t,octl.. .Hort J7.5OO. 'y ItM boll., p'_" 
wo. 225. I,octl •• oH ... 41.126. Sch.noclody buill oil. 
lOt 19 It Sc,opped Iftl 
lOt It It Sc,opped Ift2 
110 It It Sc,opped 1ft' 
2·10 .... Type 
Clo.. J : No.. fOO.9Of w.,. oil built by LI",o In 
It" ond 1C,0pped In Ift'Jod 7o.Inch d,I •• ,.. 
27d4 cylind.,., w.l,hl 109._. w.l,hl on d,I •• ,. 
110.000. boll., p'."u,. 110. I,octlvo .Hort ".lOO. 
Shay Types 
Clo .. 5: No. toO. buill by Limo In Itl' •• c,opped 
In 1m. hod .... Inch d,l.o... 11120 UI cyllnd.,.. 
w.l,hl "!lI7O. w.l,hl _ d,lv.,. 267.720. boll., 
p, ... u,. I.,. I,octl ••• flllrt ".170. 
Clo.. S·t: No. tol buill by Limo In Itl4. 
Icropp.d In 1m hoil .... Inch d,I..... 17.11 (l) 
cyllnd.... w.l,hl "6.lOO. w.l,hl on d,I .... 21'.000. 
boll" pr ... u,. 110. trocllv •• Hort 14 .... . 
2·8-8-0 Type 
Sch.n,ctady built NOI. 750·756. NOI. 757·766 1"'" 
built by Irookl. S •• erol of Ihil Iyp, wer. fo, 0 
tim •• uppli.d wilh I.thl.h.m lonk booll., •. 
Cia.. 6.1 : (Rebuilt) 57· Inch d,lv.,.. 2b41dl 
cylinder., w.i<;lhl 495.000. w.i<;lhl on drlv, .. 466,000, 
boilor pr ... u .. 150. I,acliv. .Horl 122,'" Com· 
pound. 147.220 .impl.. No. 750 WII conv.,l.d 10 
o pulvorilld coolbu,nor in In., boll., p .... u .. 
roi .. d 10 150. RlConvert.d by IUO. 
750 It 18 Scropp.d It4. 
751 It II Scropp.d It47 
751 1918 Scrapp.d Itsl 
753 Itll Scrapp.d 1t39 
754 1911 Scropp.d 1t47 
755 1911 Scrlpp,d It47 
756 Itll Scrapp.d It47 
Clou &·2: 57·lnch drl.o,., 2611'41dl cyllnd.,.. 
w.l<;Ihl 4t5 000. w.l,hI on d,lv,," 476.000, boll., 
pro .. u.. iSO. I"cllv. .Hort 111,100 Compound. 
147,220 .Impl.. No.. 7U 75. 761. 764 .. built 
II"'pl. In It"-42 with 16.12 cyl\nd.,. (2). lroctl .. 
.Hort 135,000. No. 766 w.. con •• rted 10 , pul· 
v.,11Id coolburno, around 1m, ,lvOIl 0 'peciol 
1.1Id.,. loconv.,lod by IUO. 
757 It24 Scropped 1952 
751 1914 Scropp.d Ift3 
75. Itl4 Scropped Ift2 
760 Itl4 Scroppod It47 
761 Itl. Scroppod IM7 
761 Itl4 Scropped 1952 
763 1924 Scropped IM7 
764 Itl4 Scropped Ift2 
76' Itl4 Scropped IM7 
766 Itl4 Scropped Iftl 
0-8-0 Type 
'oldwln built No •• 1000-1012, 1021 1026. 102', 
1029, ' 1031. Th, .... w"o built by ,ltt.bur,. No. 
1000 hod 'othloh.m lonk boost.,. oppllod In 1921. 
..",ov.d by ItU. 
Clo .. K: 55·lnch d,lv ... , 21do cyll"dora. w.l,hl 
1".110. boll., pro .. u,. 210, lroctlv •• Hort 42,971. 
Th ... war. robulll f,om 2·'·0'1, Clo .. E·I. 0,1,1"01 
"umb.,. I" po .. "th ... I. 
1000 14741 I to, 
1001 462 ItoO 
1002 466 I toO 
Scropp.i 195' 
Scropped 1t41 
Scropped 1941 
RAILROAD 
100J 461 ItOO 
1004 461 ItOO 
\005 ." I tOO 
. 006 46J ItOO 
1001 413 ItOJ 
1001 411 ItOJ 
1009 410 ItOJ 
1010 465 1'00 
1011 460 ItOO 
1012 412 ItOJ 
Scr.pped I9IJ 
Scr.pped I'" 
Scr.pped 1914 
Scr.pped 1941 
Sold LI" 1'40 
Scr.pped I'" 
Scr.pped 1941 
Scr.pped I95J 
Scr.pped 1941 
Scr.pped 1912 
CI ... 1(.1: 55·lnch drl.e" 22dO cyllnde"" wel,ht 
240,000, boll.r pr ... ur. 210, tr.dl.. .flort 47,124. 
Th ••• w.r. r.bullt from 2.1·0'., CI ... E.J. Orl,I .. 1 
numb." In p.r. nth ••••• 
:~~ !;!! :: 
1022 479 1'06 
I02J 411 1906 
:m ~~l ::~ 
102' 512 1'01 
1021 4" ItO' 
1021,530) 1901 
1029 517) 1'0' 
1030 511) 1906 
1031 (515) 1901 
Scr.pp.d 1950 
Scr.pp.d I9IJ 
Ser.pp·.d 1912 
Oo~.ted Sehl.",.r r.rk 1915 
Sold &. T. Cook 1914 
Scr.ppe,j 1911 
Ser.pped 1950 
Scr.pp.d 1913 
Scr.pp.d 1912 
Sold & . T. Cook 1914 
Ser.pp.d 1912 
Serepp.d 1953 
Diesel Power 
Kansas City Southern 
and Louisiana & Arkansas 
Roster Compiled by Sy Reich 
Roster Is based on data from KCS chie' mechanical officer and, 
except lor certain renumberings not completed. Is accurate al of 
Dec:: . 31 , 1973. Locomotive builders: GM-EMC, General Motors~ 
Electro Motive Corp.; GM-EMO, General Motors-Electro Motive 
01'1 .; FM, Fairbanks-Morse; Alco-GE, American Locomotive Co. 
General Electric Co.; AleD, American locomotive Co .; BLHW, 
Baldwln-Llma-Hamlllon-Westinghous •. 
(1) 6-7, 11-12. 20 were originally Maine CantfaI70S-709: then 
LAA 8-7. 11-12, and KCS 20 (11/63). 6, 12 were sold to Precision 
Nallonal. 7, 11 , were traded to GM-EMo. 
(2) 21 was originally GM-EMC demonstrator 822, then KC5 1 
(1st), then KC5 21. Scrapped (1163). 
(3) 2-3 renumbered 22-23. 22 scrapped (11/66). 23 rebuilt to 
an E8Awith 2250 hp (1/52) , then sold to Precision Nallonal, then 
to the Chicago. North Western, renumbered 5031B (lnO) . 
(4) 24 scrapped. 25 rebuilt 10 an E9A with 2400 hp (6/59), then 
sold to Precision National then to C&NW, renumbered 5032A 
(1170). 
(5) 3110 , 34B. 500. 5110,0. 52A.B.0 . 53A,C.540, 55A,B,0 , 56A, 
5710 . 56B. 5910. 60A,B,C. 61A,B.C, 62A,B, 72C-73C 7410 118, 
1111-1113. 1160-1163 were sold to GM-EMo in trade tor new 
power. 
(6) 40 scrapped. 41 repowered with a GM-EMo engine, renum 
bered 45. 45 sold to George T. Cook Co. 
(7) Units with A and C su'h were cab units. Units with B suffix 
were booster units. 60A.B,C-61A,B,C. 62A,B were repowered 
with GM-EMo engines to 1750 hp. 62C sold to S.A. Rose Salvage 
Co. 
(8) 1110 sold to the George T. Cook Co. 
(9) 1114 was originally Kansas City Terminal 51 , then Prole 
rized Steel 115. then Precision Engineering 115, then LAA 1114. 
then sold to Matoon Service Inc. 101 , then to Transco, Inc .• 101 . 
(10) 1120 was originally Youngstown A Northern 211 , then 
KCS 1120 (4/56). then Kansas City Public Service Freight Opera 
tion 1120, then scrapped (7/65). 
(11) 1121-1123 were originally Manufacturers Railway 201-203 
(4/56); Ihen KCS 1121 , LaA 1122-1123. 1121-1123 sold 10 GM  
EMo (11/66 . 7/68, 11166) In trade for new Power. 
(12) 1150 sold to Precision Engineering, but PE has no record 
01 having thts unit. 
(13) 59A was originally GM-EMo demonstrator 59A, Ihen LAA 
59A. 
(14) 26, 28 were sold to George T. Cook Co. 27 was sold to 
Precision National, then to C&NW, renumbered 5032B (lnO); 
then retired (1971). 28 traded to GM-EMo. 29 sold to Precision 
National, then to CANW, renumbered 5033A (lnO). 
(15) In addition to road numbers, cab units are assigned unit 
numbers as follows: 30A-33A are 30-33; 50A -62A are 50-62; 
500-590 are 77-86: 80C-62C are 63-65: 70A-76A are 70-76; 70C-
71C are 87-88; 720-760 are 89-93. 54A and 58A were lated as 
signed unit numbers 94-95 (5-6/68) . 
(16) The following units are no longer on the roster: 30B, 
50B.C, 52C, 53B. 54B, 55C, 560, 58C. 71 B. 75B,0 . 77C. 
(17) 1204. 1218, 1218, 1220 sold to Darby Corp. 
(18) 57B rebuilt to an F7B. 55B, 70B rebuilt to F9B's with 1500 
hp. 580, 740 rebuilt to F9A's with 1500 hp. 
(19) 107 was rebulll (1965) . 
(20) 604·605. 606-609, 616-619. 626, 632.633, 653.654 .r. 
equipped as masters for radio remote control. 606-607, 610-611 , 
620-621 . 627, 834-635, 655-656 are equipped as slaves. 
(21) 1101-1102 were sold to Precision National, then to 
C&NW, renumbered 1005-1008. 
(22) 1 (2nd) was originally Howe Coal Co. I ,A then KC5 1 
(2nd) . 1542 was originally Howe Coal Co. 2, then KCS 1542. 
(23) 100-119 renumbered 4100,411 9: 150-165 renumbered 
4150-4165; 1200-1226 renumbered 4200-4226: 200-208 renum 
bered 4250-4256: 1300-1315 renumbered 4300-4315; 1500-1542 
renumbered 4320-4362. 
(24) The lollowlng units are still on the roster: 1 (2nd), 30A, 
32B, 51C, 5410. 56C, 57B, 58A,0, 59B,C,0 , 70A.B,C. 71A.C. 
72B,A,0. 73A.B,C. 74B.0, 75A,C, 76A,C,0 , 77B, 79B. 600-656. 
1125-1126,4100·4117. 4119.4150·4165. 4200-4203, 4205.4215, 
4217, 4219,4221-4226, 4250-4257, 4300-4315, 4320-4362. 
(25) The 'allowing units were sold to Precision National: 31B, 
33A. 51 B. 530, 54C, 57C.0. 74C, 76B. 78B,C. 
JANUARY, 1976 
Road 
Numbers 
KCS 1 (1sI) 
KCS 1 (2nd) 
KCS2 
KCS3 
L&A 6-7 , 11 -12 
KCS20 
KCS21 
KCS 22 
KCS23 
KCS 24-25 
KCS 26-29 
KCS 30A-31A 
KCS 30B-31B 
LU 32A 
LU 32B 
L&A 33A 
KCS 33B 
LU 40-41 
KCS 45 
KCS 50A. 0-53A.0 
KCS SOB , C-53B.C 
KCS54A. 0 
KCS 54B,C 
L&A 55A.0-58A.0 
L&A 55B,C-58B.C 
L&A 5910 
KCS 59B,C 
KCS 590 
KCS 6010-61 A 
KCS 60B-61B 
KCS 60C-61C 
LU62A,C 
L&A 62B 
KCS 70A,C-71A,C 
KCS 70B·71B 
KCS 72A,0-73A,0 ,74A 
KCS 72B,C-75B,C 
LU 740,75A.0 
LU 7610 ,0 
L&A 76B.C,77B 
L&A 77C.78B.C.79B 
KCS 100-109 
LU 110-119 
LAA 150-154 
KCS155-162 
KCS163·165 
KCS 600-613 
KCS 614-621 
KCS 622-627 
KC5628-635 
KCS 636 
KCS 637-646 
KCS 647-652 
KCS 653-654 
KCS 655-656 
KCS1100 
KCS1101-1102 
KCS 1110-1113 
L&A 1114 
KCS 1120 
KCS 1121 
LU 1122-1123 
LU 1125-1126 
KCS 1150 
LAA 1160-1163 
KCS 1200-1203 
KCS 1204-1211 
LU 1212-1221 
KCS 1222-1226 
KCS 1300·1309 
L&A 1310-1315 
KCS 1500-1503 
KCS 1504-1517 
KCS 1516·1531 
KCS 1532·1541 
KCS 1542 
KCS 4100-4109 
KCS 4110-4117,4119 
LU 4150-4154 
KCS 4155-4162 
KCS 4163-4165 
KCS 4200-4203 
KCS 4205-4211 
LAA 4212-4215,4217,4219,4221 
KCS 4222-4226 
KCS 4250-4257 
KCS 4300-4309 
L&A43-10-4315 
KCS 4320-4323 
KCS 4324-4337 
KCS 4338-4351 
KCS 4352-4361 
KCS 4362 
HP 
2000 
1500 
2000 
2000 
2000 
2000 
2000 
2000 
2000 
2000 
2250 
1500 
1500 
1500 
1500 
1500 
1500 
1500 
1500 
1500 
1500 
1500 
1500 
1500 
1500 
1500 
1500 
1500 
2000 
2000 
2000 
2000 
2000 
1500 
1500 
1500 
1500 
1500 
1500 
1500 
1500 
2250 
2250 
1500 
1500 
1750 
3000 
3000 
3000 
3000 
3000 
3000 
3000 
3000 
3000 
1000 
1000 
1000 
1000 
900 
1000 
1000 
1000 
680 
1200 
1000 
1000 
1000 
1000 
1200 
1200 
1500 
1500 
1500 
1500 
1500 
2250 
2250 
1500 
1500 
1750 
1000 
1000 
1000 
1000 
1200 
1200 
1500 
1500 
1500 
1500 
1500 
Builder 
GM-EMC 
GM-EMO 
GM-EMC 
GM-EMO 
GM·EMO 
GM-EMO 
GM-EMC 
GM-EMC 
GM-EMO 
GM -EMO 
GM-EMO 
GM·EMO 
GM-EMO 
GM-EMO 
GM-EMO 
GM·EMO 
GM-EMO 
FM 
FM 
GM-EMO 
GM -EMO 
GM-EMO 
GM·EMO 
GM-EMO 
Builder's 
model 
E3A 
SW1500 
E3A 
E3A 
E7A 
E7A 
E3A 
E3A 
E3A 
E6A 
E8A 
F3A 
F3B 
F7A 
F7B 
F7A 
F7B 
ALT 200.2A 
ALT 200.2A 
F3A 
F3B 
F3A 
F3B 
F3A 
GM-EMO F3B 
GM-EMO F3A 
GM-EMO F7B 
GM-EMO F7A 
FM ALT 200.6 
FM ALT 200.6 
FM ALT 200.6 
FM ALT 200.6 
FM ALT 200.6 
GM · EMO F7A 
GM·EMO F7B 
GM · EMO F7A 
GM-EMO F7B 
GM-EMO F7A 
GM-EMO F7A 
GM·EMO F7B 
GM·EMO F7B 
GM-EMO GP30 
GM-EMO GP30 
GM-EMO GP7 
GM·EMO GP7 
GM-EMO GP9 
GM-EMO 5040 
GM-EMO S040 
GM · EMO S040 
GM-EMO S040 
GM-EMO S040 
GM·EMO S040-2 
GM-EMO S040-2 
GM-EMO S040-2 
GM · EMO S040-2 
GM-EMC NW2 
GM-EMO NW2 
Alco-GE RS-l 
Alco-GE S2 
Alco HH 900 
Alco HH 1000 
Alco HH 1000 
GM · EMO NW2 
Baldwin VO 660 
BLHW S-12 
GM-EMO NW2 
GM-EMO NW2 
GM·EMO NW2 
GM-EMO NW2 
GM-EMO SW7 
GM·EMO SW7 
GM-EMO SW1500 
GM-EMO SW1500 
GM·EMO SW1500 
GM-EMO SW1500 
GM-EMO SW1500 
GM-EMO GP30 
GM·EMO GP30 
GM-EMO GP7 
GM·EMO GP7 
GM-EMO GP9 
GM-EMO NW2 
GM-EMO NW2 
GM -EMO NW2 
GM·EMO NW2 
Darby Slug 
GM-EMO SW7 
GM-EMO SW7 
GM-EMO SW1500 
GM·EMO SW1500 
GM-EMO SW1500 
GM-EMO SW1500 
GM·EMO SW1500 
Wheel 
Arngt. 
A1A -A1A 
B· B 
A1A-A1A 
A1A-A1A 
A1A·A1A 
A1A-A1A 
A1A-A1A 
A1A-A1A 
A1A-A1A 
A1A -A1A 
A1A-A1A 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B·B 
A1A-A1A 
A1A-A1A 
A1A-A1A 
A1A-A1A 
A1A-A1A 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
C-C 
C-C 
C-C 
C-C 
C-C 
C·C 
C-C 
C-C 
C-C 
B-B 
B-B 
B-B 
B· B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B· B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
B-B 
Tractive 
Effort 
52,500 
62,000 
52.525 
56,000 
53,875 
54,360 
52,500 
52.525 
56,000 
55,040 
54.500 
56.000 
61 ,775 
61 ,275 
61 .000 
62.050 
59.150 
63.350 
63 ,350 
57.400 
61 ,000 
56,000 
55,915 
56,000 
61 .000 
57.825 
61 ,000 
56.000 
57.900 
57.950 
57.380 
56,700 
55,800 
56,000 
61 ,000 
56,000 
61 ,000 
56,000 
56,000 
61,000 
61,000 
61 .500 
61 .500 
59,000 
59.000 
59,600 
101 .500 
101 ,500 
101 ,500 
101 ,500 
101 .500 
101 .500 
101 .500 
101 .500 
101 ,500 
61 ,700 
61 ,700 
63.900 
57.900 
59.825 
59.700 
59.885 
61 .000 
50,025 
55,125 
61 .000 
61 .000 
61 ,000 
61.000 
61.000 
61 ,000 
62,000 
62,000 
62 ,000 
62 .000 
62.000 
61.500 
61 .500 
59,000 
59.000 
59,600 
61 .000 
61 ,000 
61 .000 
61 ,000 
? 
61 .000 
61.000 
62 ,000 
62.000 
62.000 
62 ,000 
62 ,000 
Weight 
315.000 
248,000 
315,150 
335,900 
318,756 
326,100 
315,000 
315,150 
335.900 
332.900 
377.200 
244.000 
247,600 
245,100 
244,000 
248,200 
236.600 
253.400 
253,400 
229,600 
244.000 
244,000 
223,660 
244.000 
244.000 
231 ,300 
244.000 
244.000 
346.900 
347,1 00 
344,300 
340.200 
334,800 
244.000 
244.000 
244.000 
244.000 
244.000 
244,000 
244,000 
244.000 
260,000 
260.000 
236.000 
238,000 
245,700 
406.000 
406,000 
408.000 
406,000 
406.000 
406.000 
406,000 
406.000 
406.000 
247.000 
247,000 
255.600 
200.000 
239,300 
236.800 
239,460 
244,000 
200,100 
220,500 
244,000 
244.000 
244,000 
244,000 
244.000 
244.000 
246.000 
246.000 
246.000 
248,000 
246,000 
260,000 
260,000 
238,000 
236,000 
245.700 
244,000 
244.000 
244.000 
244,000 
244.000 
244,000 
248.000 
248.000 
246,000 
246,000 
248,000 
Date 
1939 
1970 
1939 
1940 
1946 
1948 
1939 
1939 
1940 
1942 
1952 
1947 
1947 
1949 
1949 
1949 
1949 
1949 
1949 
1947 
1947 
1947 
1947 
1946 
1948 
1948 
1950 
1950 
1946 
1946 
1947 
1947 
1948 
1949 
1949 
1950 
1950 
1951 
1951 
1951 
1951 
1962 
1963 
1951 
1953 
1959 
1966 
1968 
1970 
1971 
1971 
1972 
1972 
1972 
1972 
1939 
1941 
1943 
1940 
1937 
1940 
1940 
1942 
1946 
1951 
1946 
1946-7 
1948 
1949 
1950 
1951 
1966 
1968 
1971 
1972 
1970 
1962 
1963 
1951 
1953 
1959 
1946 
1946-7 
1948 
1949 
1972 
1950 
1951 
1966 
1966 
1971 
1972 
1970 
Notes 
2 
23 
3 
3 
1 
1 
2 
3 
3 
4 
14 
5 . 15 
26 
15, 27 
15, 16, 28 
6 
6 
5, 15, 16. 27,26 
5. 16, 26 
5 ,15 
15.26 
5.15.16,18.26 
5,16,18,27 
5 ,13,15,16 
15 
7 ,5 ,15 
5,7 
5.7.15 
5.7.15 
5 .7 
15 
16,18 
5,15 
16,5.26 
15,16.18 
15 
16,26 
16,26 
19,24 
5 .24 
24 
24 
24 
20 
20 
20 
20 
20 
20 
20 
20 
20 
27 
21 
8.5 
9 
10 
11 
11 
12 
5 
24 
17.24 
17,24 
24 
24 
24 
24 
24 
24 
24 
23 ,24 
19.24 
16,24 
24 
24 
24 
24 
17,24 
17 .22 ,24 
24 
24 
24 
24 
24 
24 
24 
24 
23 ,24 
Line-up of some Kansas City Southern diesel power sunning itself twenty years ago. 
59 
Mike Ea .. ieson 
P 
ERE MARQUETTE Berkshire No. 1225, 
at the East Lansing campus of Michigan 
State University, was successfully test-fired 
on October 5th. This was the first. fire on her 
grates in 20 years or more. "The engine 
performed faultlessly," reports Aarne Fro 
bom, president of the Michigan State Uni 
versity Railroad Club. The test-fire included 
operating the stoker and injector. The fire 
was lit at 4:00 a.m., and full working pres 
sure was reached in six hours and 20 
minutes. 
In addition to numerous club members 
and railfans (and astonished students on 
campus), many former Pere Marquette 
railroaders came to East Lansing for the big 
day. Sam Chidester, the now-retired PM en 
gineer who broke in the 1225 on its delivery 
in 1941, and Herschel Christensen, former 
roundhouse foreman at Wyoming, Mich., in 
structed club members on the operation of 
the locomotive's appliances. 
Remaining work on the 2-8-4 includes re 
pair of the superheaters and rejacketing. 
THERE is talk in Spokane, Wash., of a 
group being formed to rebuild and run ex 
Union Pacific 4-6-2 No. 3206-long dis 
played at High Bridge Park-as reported in 
the Puget Sound Railway Historical Assn. 
publication Sounder. Sister Pacific No. 
3203 is stored adjacent to Oaks amuse 
ment park in Portland, Oregon. Nearby, the 
Spokane, Portland & Seattle 4-8-4 No. 700 
also may be considered for rebuilding and 
operation. Since American Freedom Train 
removed former Southern Pacific 4-8-4 No. 
4449 from the same display area, the City 
of Portland has decided to build a shelter to 
protect the remaining locomotive displays 
from weather and vandals. 
FORMER Southern Railway locomotive 
4501, now owned by the Tennessee Valley 
Railway Museum, just completed a 4-day 
filming session for Twentieth Century Fox. 
The four-hour TV movie "Eleanor and 
Franklin" will be telecast in two parts on 
Friday and Saturday, January 2-3 on ABC 
TV. Filming took place on the Southern 
Railway using the Mikado and a consist of 
Southern and museum cars for sequences 
showing the movement of the funeral train 
from Warm Springs, Ga., to Washington, 
D.C. Numerous campaign trips during the 
1930s and '40s also feature No. 4501. 
DESPITE an almost constant fog and 
drizzle, the Mainline Steam Foundation ex-
60 
cursion of last October 25th from Bethle 
hem, Pa., to South Plainfield, N.J., was ably 
organized and well patronized. Double 
headed motive power was led by ex-Cana 
dian Pacific 4-6-0 No. 972, owned by 
George Hart, and ex-Florida East Coast 4-
6-2, owned by Sam Freeman. The pair put 
on a fine show assalting the heavy grade of 
New Jersey's Musconectcong Mountain. 
Photo runs were plentiful and well planned. 
The matching Stillwell coach consist, 
owned by Erie Lackawanna, was aug 
mented by a refreshment and souvenir car 
leased from the Atlantic Central Steam Co. 
and placed in the center of the train. The 
Mainline Steam Foundation address is P.O. 
Box 231 , Convent Station, N.J. 07961. 
New Steam Books 
THE STEAM LOCOMOTIVE, by W.A. 
Tuplin, 158 pages, 6 Y2x8 112", hard cover, 
photos, charts, drawings, Charles Scrib 
ner's & Sons, New York City, $10.00. Avail 
able from Railroad Magazine Book Service. 
Although this book has a label title, per 
haps none other would be more suited, A 
world-wide design picture of the growth of 
the steam locomotive, methods of opera 
tion, handling characteristics and construc 
tion are the theme of this rather technical 
treatise. Not for the novice, the book would 
have great appeal for those already familiar 
with locomotive design and who want 
greater detail. Chapters cover boilers and 
Test-steaming of Pere Mar 
quette 1225 performed by 
the Michigan State Uni  
versity Railroad Club on 
their campus at East Lan 
sing, Mich., Oct. 5, '75. 
Club hopes to run 2-8-4 in 
excursion service. 
John 8. Corns. 226 Locke N.W .• Massilion. Ohio 44646 
fittings, valve mechanisms, fuels, and road 
performances. 
RAILROADS: AN AMERICAN JOURNEY, 
by Don Ball, Jr. 288 pages, 10v..x11'k ' , 
hard covers, over 300 photographes, Little 
Brown Distribution Center, Waltham, 
Mass., $20.45 postpaid. Available from 
Railroad Magazine Book Service. 
If superb railroad photographs are your 
interest, not just those showing loco road 
numbers and wheel arrangement, Ball's 
book is for you. From the creative camera 
of Don and other rail documentarians come 
this pictorial album of trains and the men 
who run them, Nostalgic descriptions add 
insight and mood. 
MALLET TO MOGUL, by Robert L. 
Hogan, 56 pages, 11x8Y, " , soft covers, 102 
photos, maps, rosters, Chatham Publishing 
Co., Burlingame, Calif. $4.95. Available 
from Railroad Book Service. 
If you expect to search for steam on 
the Pacific Coast, this book is a must. Nine 
teen steam tourist railroads in California, 
Oregon, and Washington are covered. Bob 
Hogan is an accomplished photographer. 
His book is filled with creative pictures of 
locomotives, not just roster portraits. De 
spite their captivity on shortlines, Bob 
proves that steam engines can be caught in 
dramatic camera work no matter where 
they are. The halftone reproductions are ex 
cellent and the layouts interesting. • 
RAILROAD 
" 
\~j. \-~j -
,0,,: •. ' 
,~ 
~ :J#" 
.. ~~ , ~' 
. , 
Kelly's Creek and North Western Railway Locomotive No.1 at Ward, West Virginia, in the early 
1900's. Not all the persons present are known; however, at left is Jim Ballard, fireman; next to him is 
my grandfather, Frank R. Inghram, engineer; and at the far right is his brother, Charles Inghram, 
conductor. 
.• ! 
·~:.·I· 
%, 
Another view of KC R.R. 12, with brakeman, 
Clarence King, during switching movement at 
Mammoth, Kanawha countv. in 1940. 
ennecot.t __ Copper Co . 1+0 2- 8- 8-2 
"---- -
---~ 
Collection of William H . McKenzi 
BALDWIN 2-8-8-2'5 109 and no (ex-N&W 1121 and 1723) went to Kennecott in 194 
2-8-0 
Coll ecti on of William Bissinger . 
T homas R . L awson Jr. Kentu~kv & Tennes see 
Thomas R . Lawson Jr. 
Collecti on of Alton B. La ni e r. 
THE PRIDE of Stearns Coal & Lumber Company was Mine 18 
at Devils Jump. The mine was opened in 1938 and closed in COAL-THEN AND NOW 
1962. The post office name for the community was Blue Heron. 
MIKADO No.7 poses with a long train of Southern cars on K&T's 
concrete bridge over the Cumberland River at Yamacraw. No.7 
was built by Baldwin in 1908, a year after K&T put up the bridge. 
Kentucky & Tennessee RY 
Thompsons SLUdio: Collec Li oll of J ohn T . River 
IN THE STEAM SEASON 
Bruce R . M e,vel'. 
K&T MIKADO No. 12 was only a shortline celebrity 
when she climbed toward Stearns on August 21, 1962. 
Alton B . L aniel 
THE SMALLEST of K&T's last three Mikados, No. 10. eases 4:l empties bound f~ 
Mine 16 out of Stearns on September 9, 1963. Diesels look over five months laIc' 
Road No. 
2 (1st) 
2 (2nd) 
3 
4 
6 
6 
7 
8 
9 
10 
11 
12 
Type Builder 
KENTUCKY & TENNESSEE LOCOMOTIVES 
STEAM 
Date 
Seriel 
No. 
Cylinder 
and driver 
diam. (in .) 
Boiler 
pressure 
(lbs .. per 
sq. in.) 
Weight 
(lbs.) 
Tractive 
effort 
2·8·0 Alco·Schen. 2-03 27409 22x26 51 180 206.000 41 .500 
Ex-Stearns Salt & Lumber Co. 1. Ludington, Mich., scrapped in 1953. 
2-T Shay Lima 5-04 874 10x12 29Y2 NA 90.000 NA. 
Ex-Stearns Lumber Co . 2; ex-Stearns Coal & Lumber Co . 2; to Georgia Car & Locomotive (D), Atlanta, Ga.; to Jerseyfield Lumber Co. 6, 
Salisbury Center, N. Y, to Emporium Forestry Co. 6, Conifer, N. Y., to Grasse River Railroad 6, Conifer, N . Y 
4-4-0 Alco-Schen. NA NA NA NA NA NA NA 
Previous owner unknown; sold in 1909 or before. 
2-T Shay Lima 6-05 1530 11 x 12 29Y2 NA 90.000 NA 
Ex-Stearns Lumber Co. 3; ex-Stearns Coal & Lumber Co . 3 ; to Raleigh Lumber Co . 3 (Raleigh & Southwestern 3), Glen Morgan, W . Va., to 
Southern Iron & Equipment (D) 720, Atlanta, Ga .; to W. M. Ritter Lumber Co . 1, Proctor, N .C.; to W. M. Ritter Lumber Co. 5, New River, 
Tenn . (circa 9 -28); scrapped 1942. 
2-T Shay Lima 8-06 1675 10 x 1 0 28 NA 90.000 NA 
Ex-Stearns Lumber Co . 4 ; ex-Stearns Coal & Lumber Co. 4 ; to Milstead Manufacturing Co. 2 (Milstead Railroad 2). Milstead, Ga . 
0-4-0T Porter 1881 406 NA NA NA NA NA 
Ex-Lucy Furnace Co. 3 Amy; to Southern Iron & Equipment (D) 1211 . Atlanta. Ga. ; to Pittsburgh Construction Co . 5 (1917). 
0-6-0T Baldwin 11-77 4202 15x22 42 125 80.000 NA 
Ex-Memphis & Little Rock 16; ex-Cincinnati Equipment Co ., purchased In 1906 for $3800; sold in 1920. 
2-8-2 Baldwin 6-08 32763 21 x24 44 200 206.000 40.800 
New; purchased for $16,890; scrapped in 1951 
2-6-2 Baldwin 9-11 37269 20x24 51 200 185.000 32.500 
New; purchased for $13.402. 
2-6-0 Alco-Pitt. 10-17 44416 18Y2X24 56 180 143.000 22.500 
Ex-Atlantic Equipment & Construction 1; ex-Savannah, Augusta & Northern 1; ex-Georgia Car & Locomotive (D) ; scrapped in 12-40. 
2-8-2 Baldwin 4-20 53182 24x30 56 195 264.000 51 .500 
New; to Tennessee Valley Chapter, NRHS. Chattanooga. as Southern 6910 in 1964. 
2-8-2 Alco Schen. 10-22 63271 25x30 56 195 NA 53.500 
New; to U.S. Army, Aberdeen Proving Grounds, Md., in 11-63; scrapped in 1966. 
2-8-2 Baldwin 10-11 37085 27x30 63 200 272.940 53.900 
Ex-Southern 4501 ; purchased in 1948 for $8225; to 4501 Corp., Chattanooga, Tenn .. as Southern 4501 in 1964. 
Road 
No. 
101 
102 
103 
104 
Notes: 
Type 
B-B 
B-B 
B-B 
B-B 
B-B 
NA= not available. 
D= dealer. 
Model 
S2 
S2 
S2 
S2 
S2 
DIESEL 
Builder 
Alco-G E 
Alco-GE 
Alco-GE 
Alco-GE 
Alco-GE 
Diesels 101-104 equipped with M .U . controls; all units are 1000 h.p. 
Acknowledgments: 
Date 
9-43 
5-44 
5-44 
11 -49 
7-42 
Serial No. 
70184 
72051 
72052 
77816 
69925 
Remarks 
Ex-D&RGW 110; purchased 8-63. 
Ex-D&RGW 118; purchased 8-63. 
Ex-D&RGW 119; purchased 8-63. 
Ex-D&H 3028; purchased 9-65. 
Ex-NKP 2; never in K&T service or 
officially on roster; stripped for parts. 
Additional information from L. C. Bruce, E. R. Tindle, Thomas R. Lawson Jr .. John B. Allen. the late C. W . 
Witbeck. and Bryant B . Petitt Jr. Special thanks to the late Clyde Bales. former K&T engineer. 


["his photo of the KLAMATH FALLS MUNICIPAL RAILWAY No. 1 was taken before the lin 
became a part of the OC&E. 
tl1r. H. W.e Conard, 
A( ' ( ' O( ·~T_~C:.lo.h ... ik..:e~fo.....-.:C~l~et...lr ...... kLlla-..... tuo __ ... P ...... rL.la .... s ...... i~d~A~n~tl-t.......-__ 
The Colorad'o M:1dlandRy_ Co ~ 
t.·~TIL OI·;('.;l\IlU·; R 3'1. J912 
1·~I.";H!04 CI"'IIERW'~V. nIH"·: H .. : .. A;-'·., HI ' IIo' 'CT'I'O C()SHITIONIii ON II.\.C'" 
".\'1.11' " · ,11·; .... ( ·( .. ·~·I·EIH!'J(.~,.: .. IIY 
II . II 114~('1I" •· . • u. 
I 

equipment. 
Ex-Bessemer 2-8-0 #35 was the last engine in steam on the LEF&C. The 
1911 A/co-Pittsburgh consolidation was retired by delivery of the second 
RS1. LEF&C RR photo. 

,........ 
~ 
NASHVILLE 
Form A 54 I Hot Good If Detached. 
Destination 
~1--------~'=S&~U=KD~.=y~------IBlrpr. 
0;; GEORGIA RAILROAD. * 
Via Ga. NCdtStL, L&N. CdtEI. Tr. BR. . Punch Hor. 
GEORGIA RAILROAD. 
BIIPP 
* Punch Hor. 
STATION STAMPED ON BACK 
TO 
ATLANTA 
1---1 Form A 54 I Hot Good If Detached. 
~ Destination 
N 
~1--------~I~"~U=KD~B=y~------·r'~fO~-~·'f 
'-lei GEORGIA RAILROAD. ';"" 
Via Ga, NC&:StL, LdtN. CdtELTr. BR. Punch Horo 
tlnatlon 
~ ________________________________________ Punch Hor. 
rare, , ___________________ _ 
':!I!)YSSYcI ~O'" OOO!) .LON 
aOlS 
• 
S.lN39Y 
'ODYO'HO '''11'ASNYAl 'n1'AHSYN 'Y.1NYl.1Y -m 
'HII 'J.L '13:'1':) 'N'I"I ''1lS'V:JN '1ID I B""",, 
'QJnOH uOJ6u!lJng ItS Y OJ Punc~Hor. 

Short/ine fans existed even in 1936. At the Clarion yard, Pittsburgh fan 
John Couts (in gangway), instructs the crew spotting 2-8-0 #99 while 
his companion Howard Davis does the camera work. The #99 was nearly 
la twin of later #98, both from Baldwin. 
For the passenger trade, the 4-6-0 type dominated. Alco-Brooks contributed 
the # 100, in 1914. Harold K. Vollrath Collection. 
Lake Shore '& Michigan Southern No. 190, built for a predecessor 
I 
road in 1859 was a prototype of the C. P. Huntington and other 
singles of 1863. For years this locomotive hauled the pay car for 
which it was admirably suited. 
----~--------- -
Who knows anything about this old Lehigh Valley 

(Left) Harwell West as he looks today. Harwell with his 50-year-old bug (right), and an ancient Western Union sounder in home 
made resonator in telegraph bay of Rock Island station in Tonley Park, III., a few years ago. He still has deft touch with a key. 

Lima Locomotive Works #3 in Erie yards (north of the plant) in Lima, Ohio, i 
early 1921. Built in Oct. 1920, she was later shipped _ to Philippine Island: 
Robert M. Hanf t 
HANFT HANDIWORK: Live Oak, Perry & Gulf cabbage-stack No. 100 in 1936. 
The Los Angeles & San Pedro R. R. locomotive San Gabrie 
the first engine in Southern California. Built by the Vulcan Iro 
Works of San Francisco, probably in 1865 and shipped I 
Los Angeles in December 1861 


L~\ "2.00(\') 
l.j -G,,- z. 

mobilizing an M-1. For a time, DeCoursey, Corbin, Raven 
na, and South Louisville kept the boosters in reasonable 
repair. Toward the end, though, roundhouses simply let 
the bad ones go or cut them out altogether. 
All in all, however, the M-1's performed extremely well. 
Their roller bearings, grease fittings, and other modern 
lubrication gear cut servicing times to under 2 hours at 
DeCoursey and Corbin, and later at other points turning 
the Emmas. Even driving-wheel tire changeouts (neces 
sitated by KY and EK curves) could be accomplished on 
short order at DeCoursey Or Corbin drop pits. "Longes t 
thing a man had to do on an M-1 was to fill her sand 
dome," declared John Swan laughing. "Seemed like that 
took 45 minutes or more." Emma carried 50 cubic feet of 
seashore - 5000 pounds' worth. 
More Emmas for the war 
During 1942, the first year for the M-1's and E6 pas 
senger diesels, L&N moved 6.4 million passengers and 
71 million tons of freight. In 1943, the passenger count 
rose to 11.9 million and freight climbed to 72.6 million 
tons. President Hill credited a large measure of L&N's 
success in handling such traffic increases to the new 
motive power - steam and diesel. Still, Operating and 
Mechanical felt they didn't have enough E6's or M-1's 
to go around. The passenger department would have to 
wait until late 1945 to get its sought-after E's, but 
the War Production Board decreed that Baldwin could 
build six more M-1's during the first half of 1944. Early 
that year, Hill and his board allocated 1.2 million dollars 
for the lot - Nos. 1964-1969, Baldwin serials 64723-
64726 and 70178-70179 respectively. 
No. 1964 and sister 1965 went into service in July 1944. 
The next four, 1966-1969, were delivered in August and 
limping in here bellyachin' about your hard runs and the ton 
nage they are piling on you. Why, you haven't been in service 
a year yet and are squawking, while we Jay Fours have been 
gutted, ripped, stripped, and rammed from one end of this di 
vision to the other for the past 20 years. We don't cry for a wet 
nurse every time we come in." 
"Yes," said the 1964, "I know you all have been through the 
mill, but after all, your life is not as severe as ours . . .. The en 
gineers have pity on you old girls and let you take your time. 
But when one of them crawls up into our cab, they can hardly 
wait for the brakes to release. Then, what a mauling we get!" 
The 1999, the old three-cylinder hump engine standing near 
by, cut in and inquired of the 1964, "What crew did you have 
on this last hell-busting trip, sister?" 
"I had Engineer 'Bull' Brennan and Fireman 'Hoss' Kirby, 
and they must have been playing a game. Everything that Hoss 
put in me old Bull tried to take out, and he shot a pretty fair 
stick." 
Then the 1999 whispered to her sister hump engine, the 1801, 
something about the time she was out for four days on a work 
train. Old Snippo bent every effort to eavesdrop on this hot 
story but could not get close enough. Just then, the 259 came 
into the house off the table, and the road hogs said in unison, 
"Oh, here comes one of the passenger gals for a drop-pit opera 
tion. She was here not long ago, and they took out very nearly 
everything; and what they didn't take out, they turned around. 
What is it this time, dearie?" they queried. 
"Oh, I was reported not steaming well. on No. 30 yesterday," 
said 259, "and the CUT people sent me back here to find out what 
ails me. I hope that nice Dr. Ed Reilly operates on me this time. 
Last time, that old Al Carpenter crawled all through me and then 
said very harshly, 'Fire her up and get her to hell outta here!' " 
Then a hostler named "Dreadnaught" Armstrong came and 
climbed up on the 1964. She screamed out, "Hey, you can't call 
me. I ain't been to bed yet!" But out she went, and all became 
quiet through the house once more . .. . 
Excerptjrom Chester Geaslen's column in the July 1945 L&N 
Magazine. ~ 
~~~ 
~ II ... JIDUrI"(' nf :\111"';,.:0,; "'"l't' 
::;::=:::.~~:"--::..:= 
~.I-'r ~~~:.:5§ 
:£-o":;.;:.."'::....-:,;':'".:!:'.:o::::.:.-= 
r=i~?=~:-S 
=,,:-..::c::.~~...e": 
~.!'L'7":""':.";;'.=:t:::.'-.-
~;.?~~~~ 
, .......... e~·:-::: .. 
WARTIME advertising of the Louisville & Nashville featured M-l 
2-8-4's as symbols of the railroad's efforts in helping redress 
"Japan's treachery and Hitler's . cruelties" in the 1940's. 
early September - and not a day too soon. EK and CV 
coal loadings, off slightly in 1943, jumped back hard in 
1944 (over 500,000 cars for both divisions by year's end, 
and up 100,000 loads from 1943). 
The M-1's of 1944 virtually duplicated their two-year 
old sisters. The few modifica tions covered mostly sub 
stitution of various metals for those restricted by the 
war. Provision was made by Baldwin for steam-heat 
piping in the event L&N wanted these Emmas also to be 
available for passenger use. This was never accomplished; 
instead, L&N began working the new M-1's and any 
spares it could grab down the EK to Ravenna. By then 
bridge beefing up on that segment had been completed. 
In that service, the M-1's were able to boost movement 
of the heavy Ravenna-DeCoursey coal traffic and to 
release some of the booster-equipped J -4A Mikes to the 
Cincinnati-Louisville Short Line, which also badly 
needed more power. 
The year 1944 produced all-time record traffic volumes 
on the Old Reliable. In the May 1945 issue of the com 
pany employee magazine President Hill reported to 
his 34,000 fellow L&N'ers that "last year was our busiest," 
far surpassing 1926, the prewar peak year in company 
operations. The movement of 12,440,022 passengers and 
73,384,452 tons of freight in 1944 was an extraordinary 
achievement, Hill declared. 
"The increased demands of World War II," he stated, 
"were responsible for this peak traffic. But it is partic 
ularly gratifying that our equipment, plant, and personnel 
were of such caliber that this large-scale contribution 
to the nation's war effort could be made. . . . It was 
possible to do more with less [here Hill compared 1944 
and 1926 motive power and equipment] because of the 
greater power and increased efficiency of our locomotives 
and the larger average capacity of freight cars, all 
coupled with more intensive use of both power and 
equipment." 
Underscore locomotive performance! What 20 Big Emmas 
and 16 E-class diesel units did in their respective ter 
ritories made for a wartime motive-power saga all in 
itself. 
Indeed, in his 1945 annual report to his stockhold 
ers Hill bestowed singular praise on the M-1's, noting 
that they were "largely responsible for upping system 
gross ton-miles during the war years." 
Take a bow, Miss Emma. 
The postwar and more M·"s 
The immediate postwar period found L&N putting its 
house back in order, buying more freight cars and 
Continued on page 36 
Trains 33 
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J-2A, J-5, J-4, J-4A, and the M-l's 
SOUTH LOUISVILLE SHOPS built 96 low-drivered Mikes during 1914-1921 for the coal fields. 
EXPERIMENTAL 3-cylinder Mike of 1924 was not repeated ; she wound up on DeCoursey hump. 
L&N AND USRA POWER mixed like coal and fire; system acquired 141 heavy 2-8-2's like the 1863. 
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ULTIMATE expression of USRA design on L&N rails was 24 booster-fitted J-4A's from Baldwin. 
"PICTURE ENGINE" for the first set of Baldwin M-l's was the 1954, photographed in August 1942. 
ARE those cabs for export engines parked behind second-batch Baldwin M-11967 in 1944? 
FIRST of 22 postwar M-l's delivered by Lima, No. 1970, had her picture taken on January 10, 1949. 
Collection of H. L. Broadbell. 
Co llection of H. L. Broadbelt. 
Co llection of H. L. Bl'oadbel t. 
Coll ection of P. E. Pel"cy. 
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36 December 1972 
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Continued from page 33 
streamlined passenger equipment deferred by the war, 
and expanding lines into the EK and CV coal fields to 
meet record peacetime fuel needs. Yes, and buying more 
diesels, both passenger and yard units. The passenger 
units (E7's) were for the new Humming Bird and the 
Georgian streamliners, but since the E7's were delivered 
some months ahead of the debut of the streamliners, L&N 
put them in regular service. Some were brought over on 
the Cincinnati-Atlanta line. This assignment more or 
less returned the four passenger Emmas to freight service, 
although at least one, No. 1963, handled a Southland sec 
tion through the winter of 1946-1947. 
The great demand for coal actually had come during 
the war, as early as 1942, with reduction of available 
fuel oil and natural gas supplies. In 1943, L&N got per 
mission from Washington to begin construction of the 
10-mile Leatherwood Branch, which when it was com 
pleted would tap a potential 50 million tons of Perry 
County (Kentucky) coal. The first loads rolled off the 
Leatherwood and onto the EK in early 1945. By 1948, 
a 17 -mile extension of the Rockhouse Creek Branch 
was pumping more coal to the EK; and nearby, on the 
Leatherwood Branch, the 6-mile Blair Fork spur was 
being built. Down on the CV, L&N began extending the 
Clover Fork branch and lengthening and/or con 
structing several other coal spurs. Between 1944 and 1949, 
8 million dollars was spent for approximately 65 miles 
of new coal-tapping branches, most of the mileage on 
the EK and CV. 
With a 785,000 total coal-carloading count under' its 
belt from 1947 (246,000 and 277,000 respectively off EK 
and CV alone), L&N took a hard look at its overall 
Kentucky coal fields operation. The CV, with a fine 
heavy-ironed double track leading west from its as 
sorted branches and assembly points, was in relatively 
good shape. But with traffic up, the division needed more 
power. The EK benefited from a nice downriver profile 
(if one excepted a 4-mile pull up Elkatawa Hill and 
27 also-mostly-uphill miles from Ravenna to Winchester). 
Sharing narrow valleys with the Kentucky River or its 
Rare photograph of Louisiana State Pen 0·6·0 locomotive built by Lima in October, 1916. She had small drivers, 40". 
Ludington & Northern 27 
= 
-. 
The Smithsonian Institution. 
UNION. built by Manchester - close kin to Edison No.1 when new. 
Marys River Log Co. No.7, Benton County, Oregon, 1918. "Shay' 
locomotive with "Diamond" stack. - W. Thayer. 
{\1 -.! 
STEAMED UP for the first time since 1976, the 25 perks away in 
McCloud a couple of days before the May 8, 1982, excursion. In 
the background is the snow-capped Mt. Shasta. 
THE MILWAUKEE ROAD ran its Northern lines with C-2 2-8-0s like the 1268 on the 
Fond du Lac turntable in 1952. In 1948 it still ran a "grandmother special" mixed, here 
behind L-2a 2-8-2 525, from Portage to Horicon. This Mike had an air horn. 

display at Picayune, Miss ., by Crosby Forest /:'Toaucrs, 
a subsequent owner. 

.,... - I 

\ ' .... 
Harold Daviso 
DRIVERS and ample snowplow are visible in a 1939 photo of Me Ten-Wheeler No. 30 






l' ___ ~~~~~ .............................................................................. . 
Minneapolis, Northfield & Southern Steam Roster 
Number Type Buitder Date Drivers Notes 
1 2-6-0 Baldwin 1889 60" Acquired 1918, retired 1920. 
100, 101 2-6-0 Porter 1920 53" Bought new. 
200 2-6-0 Porter 1915 51 " Acquired from OPEL 1918, retired 1931 . r\,7 ~ 
EL 
201 2-6-0 Porter 1915 51 " Ex-OPEL, acquired with MW 1927, retired 1934. 
143, 146 2-6-0 American 1907 55" Ex-Sao compounds, acquired with MW 1927, retired 1932. 
300-302 2-6-2 American 1906 63" Ex-NP Class-T's, acquired 1925, retired 1932. 
400,401 2-8-0 American 1907 56" Ex-OM&N , acquired 1927, retired 1932 and 1936 resp. 
402 2-8-0 American 1905 56" Ex-OM&N , acquired 1927, retired circa 1949. 
403 2-8-0 American 1905 56" Ex-OM&N, acquired 1927, retired 1935. 
404 2-8-0 American 1905 56" Ex-OM&N, acquired 1927, retired circa 1949. 
405 2-8-0 American 1907 56" Ex-OM&N, acquired 1927, retired 1931 . 
500 2-10-0 Brooks 1917 52" Ex- OT&I 300, acq. 1932; USRA 1066, Russian E1155. 
501 2-10-0 Brooks 1917 52" Ex-OT&I 301 , acq. 1932; USRA 1067, Russian E1156. 
502 2-10-0 Brooks 1917 52" Ex-OT&I 302, acq. 1932; USRA 1068, Ru ssian E1 144. 
503 2-10-0 Brooks 1918 52" Ex-OT&I 308, acq. 1933; USRA 1081, Russian E1191 . 
504 2-10-0 Brooks 1918 52" Ex,OT&1 314, acq. 1933; USRA 1096, Russian E1206. 
505 2-10-0 Brooks 1918 52" Ex-Erie 2464, acq. 1935; USRA 1077, Russian E1187. 
506 2-10-0 Brooks 1918 52 " Ex-Erie 2494, acq. 1935; USRA .1125, used for parts only. 
506 (2nd) 2-10-0 Baldwin 1944 52" Ex-USSR Ea2379, acq. 1944. 
507 2-10-0 Brooks 1918 52" Ex-Erie 2450, USRA 1157, to AT&N 427 in 1943, to MN&S 1945 . 
Minneapolis, Northfield & Southern Motor Cars 
No. Built Buitder Notes 
12 1/16 GE-Wason Originally FEC 200, to MN&S 4/21, retired 1942. 
13 (16) 7/15 GE-Wason OPEL 13, renumbered MN&S 16 in 1920, scrapped 1939. 
14 8/15 GE-Wason OPEL 14, retired 1942. 
15 1908 GE-Brill OPEL Mariani/rene, scrapped 1932. 
55 6/12 Wason Trailer, OPEL 55, retired 1942 
59 4/13 Wason Trailer, OPEL 59, retired 1942 
A1 ?/18 White 31-passenger railbus, buill at company shop. Sold 1922. 
.&.."" ................................................. .... .................................... ..., ........ .......... V.&.J.QJ.J.J. 
300-302. They saw duty until 1932, and 
it wouldn't be unreasonable to assume 
that the large Prairies were probably 
too slippery for the stiff grades out of 
the Minnesota River Valley. Much more 
practical were the six 93-ton C-3 Consol 
idations acquired in 1927 from the Du 
luth, Missabe & Northern (sister en 
gines of that same class were sold many 
years later by the Missabe to the Du 
luth & Northeastern as their 27 and 28). 
The 400-405 were the "big engines" on 
the MN&S until the arrival of the first 
second-hand Russian Decapods in 1932. 
Four of the 2-8-0s were retired in the 
1930s, but the 402 and 404 survived un 
til the end of steam. 
In 1927, about the same time as it 
picked up the Missabe 2-8-0s, the 
MN &S expanded in scope by taking 
over the operations-but not owner 
ship-of the Luce Line Electric, which 
in 1924 had gone bankrupt and was re 
organized as the Minnesota Western 
Railroad. By 1927 the MW stretched 
115 miles from Minneapolis to its ulti 
mate western terminus of. Gluek (We 
sota), Minnesota, forever falling short 
of Luce's intended destination in South 
Dakota. 
The MW in 1927 rostered four motor 
cars which remained in operation under 
MN&S administration. The old Electric 
Short Line's sole McKeen car, the 
former Soo Line No. 1 (ESL 34), ac 
quired in 1920, apparently didn't sur 
vive to the MN&S takeover in 1927, 
and the steam roster had evolved to a 
trio of second-hand 2-6-0s. 
In assuming operations of the MW, 
the MN &S got back the old Dan Patch 
TWO EX-DM&N 2-8-0s are seen (above) at Glenwood in the early 1940s. The two ex-Soo 
compound 2-6-0s were dead at Glenwood (below) in July 1932. Russian 503 was at Shore 
ham in July 1947, while big Mogul 100 was photographed in April 1947. 
z- 8-2. 

I FIRST MET C. William Witbeck in 1961 in the 
disaster area he called his studio office over a cafe in 
downtown Hammond, La. The reputation and physical 
size (at least 6 feet 5 inches) of the man were over 
powering, and the volume of the railroadiana stuffed 
into his hobby room simply was beyond all comprehension. 
After introducing himself, he handed me a large stack 
of postcard negatives, properly filed each in his own data 
envelope, and in effect said: "Here. Any of these you 
don't want, throw away." Among the negatives I didn't 
throwaway was this view of a double-belled Mississippi 
Central 2-8-2. This photo of No. 130 was taken at 
Brookhaven, Miss., in 1953, days before diesels bumped 
it onto a scrap line. The year after the road dieselized, 
Bill moved from Brookhaven to Hammond, La., where 
he set up the commercial photography studio that he was 
operating at the time of his death. 
~1\\SS\:;j\ ~ ~ l ,..:' '-; reAL \="0 




Montpelier & Wells River Eight-wheeler No. 14 at Mont elier Vt. in Ion ago '3; 

"PANAMA" MOGUL 201 of the Moscow, Camden & San AugU! 
tine, rides the annstrong turntable at the SP interchange in Mosco" 
Texas, in 1954. The 2-6-0 had brought a mixed train the seven mile 
up from Camden with loads of lumber and a red wooden combim 
Today's GE 70-tonner doesn't need turning, and the table is gone.