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B&O E27 Consolidation

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The E-27 was the last class of 2-8-0 Consolidations acquired by Baltimore and Ohio in 1905. These were the first 2-8-0s built specifically for the B&O. All the other 2-8-0s prior to the E27s were acquired secondhand from railroads the B&O had absorbed. A total of (228) E27’s were produced. They were so large, they were almost as big as the railroad’s ‘Q’ Class 2-8-2s. Saddled high above (8) 60″ drive wheels, they steamed at 205psi and produced a massive 49,000 lbs of tractive effort. They were usually assigned to the districts and branches where the track was too light to handle larger, heavier locomotives. In 1923, a total of (165) E27s were put though a major upgrade, increasing boiler pressure to 215, and tractive effort pushed up to 50,800 lbs. By the mid 1950s, they had been displaced by modern diesels and switchers.

Unfortunately, none of the (228) E27’s were saved.

B&O E27 Consolidation set includes: Engine and Tender

B&O P7 Cincinnatian

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After WWII, passenger train ridership was rapidly declining due to the popularity of the automobile and air travel. The B&O rebuilt (4) 4-6-2 P7 Pacifics and (10) heavyweight passenger cars into a matching streamlined luxury train set. The route was a 12.5 hour, 581 mile run from Baltimore, MD to Cincinnati, OH via the mountainous terranes of West Virginia. Due to steep grades and tight time schedules, the train was limited to 5 cars: Baggage Lounge Combine, 52 seat, 56 seat & 60 seat coaches & Cafe Observation Car. With the scarce populations along the route, a lack of ridership resulted in the B&O changing the route to a 6.5 hour, 281 mile flat run from Detroit, MI to Cincinnati. By 1955, diesels had taken over, and the streamlined steamers were shifted to various trains and retired by 1957. The Cincinnatian was discontinued in 1971 when Amtrak took over all of the B&Os passenger services.

Unfortunately, none of the (4) P7’s used for the Cincinnatian were saved.

B&O P7 Cincinnatian set includes: (4) Engines and Tenders and (2) Matching (5) car trainsets

PRR J1 Texas

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During World War II, the Pennsylvania Railroad needed heavier steam locomotives to pull freight and military equipment, but wartime restrictions prohibited the development of a new locomotive design. In response to this, the PRR borrowed an N&W 2-6-6-4 Class A and a C&O 2-10-4 class T-1. Both locomotives underwent extensive testing, with the C&O 2-10-4 chosen to be produced. A total of (125) J1 Class “War Babies” were built at the PRR’s Juniata shops in Altoona, PA between 1942 and 1943. They were 117 ft in length, weighed 960,000 lbs and produced 110,000 lbs of tractive effort. Being one of the more powerful steamers on the PRR system, they were used all the way until the very end of steam operations in late November 1957.

It is widely rumored that the PRR spared none of the (125) J1’s because they were not an original PRR design.

PRR J1 Texas set includes: Engine and Tender

PRR M1b Mountain

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Highly considered to be the best steam locomotives the PRR ever produced for freight, the M1’s provided both high speeds and immense power. Although originally designed for mixed service, the sporadic passenger assignments entitled them to Keystone numberplate rather than the standard round freight plates. Due to extensive electrification, a large surplus of K4’s were available for the passenger services, so all the M1’s saw themselves used primarily on the heavier fast freights. The first prototype spent from 1923-1926 being tested, resulting in the first order of (200) to be built by Baldwin and Lima, followed by (100) more being ordered in 1930. They produced 69,700 lbs of tractive effort resting on (8) 72” drive wheels. This allowed for 100+ car trains to be hauled at speeds exceeding 65mph.

Today: Only (1) of the (301) M1’s survives:

#6755 is on display at the Railroad Museum of PA in Strasburg, PA

PRR M1b Mountain set includes: Engine and Tender

PRR K4s Torpedo #3768

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In the mid-1930’s, during the Great Depression, passenger traffic on America’s railroads plummeted to an all-time low. Many US railroads experimented with streamlining steam engines and creating matching train sets to regain public ridership and steer them away from automotive travel. In 1936, Raymond Loewy designed a full body shroud for PRR K4s #3768. The bulk of the locomotives functionality was covered, so it acquired the nickname “Torpedo.” It incorporated a center headlight bullet nose, full length sky-lining, an enclosed cab, silver and multiple gold pin striping, and full shrouding across the wheels, pilot & cylinders. Oddly, #3768 was painted Dark Bronze. Shortly after, it was repainted to the railroad’s standard locomotive enamel. The shrouding was removed around the wheels to provide easier access for servicing the drivers and rods. For a time, #3768 was the preferred engine for the PRR’s Broadway Limited.

Unfortunately, #3768 was retired in 1953 and sold for scrap.

PRR K4s Streamlined #3768 set includes: (1) Engine and Tender in Bronze and (1) Engine and Tender in PRR DGLE

PRR G5s Ten Wheeler

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In the 1920s, the PRR needed a new locomotive for their stop and go suburban commuter trains. Designed reusing the boiler and firebox from the E6 Atlantic, the result was the largest and most powerful 4-6-0 ever built. Smaller drivers and the lack of a trailing truck allowed more weight on the drivers which provided great power and acceleration; ideal for the constant start and stops along the PRR’s commuter lines. The G5s were the staple passenger engines on the Long Island Railroad until the end of steam in 1955. Like the PRR I1sa’s, the G5s were known to be incredibly rough riders, although they were exceptionally easy to fire and operate.

Today: Only (3) of (120) G5s built for the PRR and LIRR survive:

#5741 is on display at The Railroad Museum of PA in Strasburg, PA
#35: is currently being restored by the Oyster Bay Railroad Museum in Oyster Bay, NY
#39: is currently being restored at the Strasburg RR in Strasburg, PA

PRR/LIRR G5s Ten Wheeler set includes: (1) PRR Engine and Tender, and (1) LIRR Engine and Tender

PRR E6s Atlantic

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In 1910, most railroads had accepted the 4-6-2 pacific as the standard fast passenger engine, but the PRR decided on one last 4-4-2 Atlantic type, the E6s. They were super-heated with a free steaming boiler and enlarged cylinders which produced 32,000lb of tractive effort. Saddled on (4) 80″ drive wheels, the E6s was capable of speeds exceeding 100mph, although they lacked many modern features such as mechanical stokers, feed water heaters and power reversers. Many E6s were leased to the Long Island RR and the Pennsylvania Reading Seashore Lines. In June 1927, E6s #460 rose to fame when she raced an airplane from Washington D.C. to New York City carrying footage of Charles Lindberg’s return from Paris.

Today: Only (1) of the original (83) E6s survives:

#460 is on display at the Railroad Museum of PA in Strasburg, PA

PRR E6s Atlantic set includes: (1) PRR Engine and Tender and (1) PRSL Engine and Tender

PRR E7s Atlantic

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Running 25 minutes late on June 11, 1905, PRR E2 #7002 was powering the inaugural run of the new 18 hour: “Pennsylvania Special” from New York City to Chicago, where she reportedly broke the world land speed record being clocked at 127.1 mph! The record to this day is still is dispute as credible. The #7002 was ultimately scrapped in 1935. So when a locomotive was needed to showcase as “The Worlds Fastest Steam Engine” at the 1939 New York World’s Fair, they selected #8063, and altered her to resemble #7002. The new 7002 was then stored in the PRR’s Historical Collection until 1979 when she was transferred to the Railroad Museum of Pennsylvania. In 1982, she was leased by the Strasburg Railroad and was restored for tourist service until 1989.

Today: #7002 is the only remaining example of the (493) PRR E1/E2/E3/E5/E7 Light Atlantics produced.

#7002 is on display at the Railroad Museum of Pennsylvania

PRR E7s Atlantic set includes: Engine, Tender and (6) car 1980’s Strasburg excursion consist

PRR B1 Electric

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By the mid 1920s, the larger PRR’s east coast passenger car yards we’re being electrified. A small but powerful locomotive was needed to shuffle the constantly lengthening strings of passenger cars. The PRR’s answer was the (6) wheeled B1 class Box Cab Switcher. Capable of shuffling up to (15) cars at a time, the B1’s were powered by (3) traction motors rated at only 233hp each, but they still produced a massive 39,250lb of tractive effort. They were designed with cab controls on both ends for back and forth operations. A single centered pantograph provided 11,000V of power. The first (28) units ordered came in semi-permanently coupled pairs of 2, but were later split to run solo. The final order of (14) ordered in 1934 came as single units. They B1’s were only assigned to Sunnyside Yard in Queens, at Penn Station in Midtown Manhattan and 30th St. Station in Philadelphia.

Today: Only (1) of the original (42) B1’s built between 1926 and 1935 survives:

#5690 is on display at the Railroad Museum of PA in Strasburg, PA

PRR B1 Electric set includes: (1) Engine with low pantograph and (1) Engine with high pantograph

NKP H6o Mikado

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Nickel Plate Road 587 was the 2nd of (15) mikados originally built for the Lake Erie & Western Railroad and was originally numbered 5541. Weighing 476,500lb, she operates at 200psi, sits on 63″ drivers, and produces a total of 54,720lbs of tractive effort. When LE&W was bought by the NKP in 1922, #5541 was renumbered to NKP 587. She served on the NKP for 37 years on the route from Indianapolis to Michigan City and relatively unchanged from its original design and operated until March 1955 when she was officially retired. In 1983, the Indiana Transportation Museum leased a work area at Amtrak’s Beech Grove Shops and returned the 587 active service in September 1988. She operated under the ITM until 2003 when FRA required that all the boiler tubes and flues be replaced.

Today: Only (3) of the NKP’s Mikados survive:

#587 is currently being restored at the ITM’s Restoration Shops in Noblesville, IN
#624 is on display at Hammond Park and is to be moved to Fort Wayne, IN to join the NKP 765
#639 is on display at Miller Park in Bloomington, IL

NKP H6o Mikado set includes: (2) Engines, (2) Tenders and (2) RPO Tool Cars

CB&Q O5b Northern

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The Chicago, Burlington & Quincy Railroad bought eight 4-8-4 Northerns from the Baldwin Locomotive Works in 1930. They were designated Class O5 and saw duty in both freight and passenger service. The CB&Q was very pleased with the Class O5 and after some modification to the design began building it’s own. Between 1936 and 1940 it built (28) more O5b Northerns in its own shops in Burlington, Iowa. All (36) of these locomotives had 74″ drivers, 250 psi boiler pressure, and had a traction effort of 67,500 lbs and all were retired by the mid 50’s. The CB&Q started using #5632 on various fan trips from 1958 until 1964 when it went down for a major overhaul. In 1966, Richard Jensen acquired the 5632 and stored it in a local roundhouse while repairs continued. In August 1969, the roundhouse was sold while the engine was still dismantled. When Jenson was unable to remove the engine himself, it was towed away and scrapped.

Today: Only (4) of the original (36) O5a/b’s survive:

#5614 is on display at Patee Park in St. Joseph, MO
#5629 is on display at the Colorado Railroad Museum in Golden, CO
#5631 is on display at Rotary Park in Shedidan, WY
#5633 is on display at the Douglas Railroad Interpretive Center in Douglas, WY

CB&Q O5b Northern set includes: Engine and Tender

WP TP29 Ten Wheeler

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Out-shopped by Brooks on September 28, 1909, #94 was the 23rd 4-6-0 TP-29 delivered to the Western Pacific at the cost of a mere $14,585 ($368,857.26 today!) The majority of the TP-29s lasted until the mid 1930’s when the railroad began dieselizing. They were the railroad’s main passenger motive power, mostly due to ridership not being large enough to warrant larger locomotives. #94 survived beyond 1950 and became the WP’s Ambassador and was the select motive power for the WP’s private excursions and special trips. Her last run for the WP came on August 22, 1960. #94 was acquired by the Western Railway Museum in April of 1978 and was soon under steam once again! After 6 years of excursion service, #94 was once again placed on display.

Today: Only (1) of the original (36) TP-29s built survive:

#94 is on display at the Western Railway Museum in Suisun City, CA

WP TP29 Ten Wheeler set includes: (2) Engines and (2) Tenders

NYC J3a Hudson

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A Lionel model train classic, and most known for powering “The 20th Century Limited” aka “The Most Famous Train in the World”, Chief Mechanical Engineer Paul Kiefer’s 4-6-4 J was considered an excellent locomotive design. Named after the Hudson River, the Hudsons incorporated many of Lima’s Super Power designs such as a (4) wheel booster equipped trailing truck, increased boiler pressure and an enlarged firebox; ensuring that they’d never run out of steam at high speeds. The J3a’s were the final (50) of the total (275) Hudsons built. They were also the most powerful; producing 4700HP at 77mph. They most famously powered the 17 car: “20th Century Limited” 958 miles along the “Water Level Route” from New York to Chicago in just under 16 hours.

Unfortunately, none of the NYC’s (275) Hudsons produced were salvaged.

NYC J3a Hudson set includes: Engine and Tender

NYC S1b Niagara

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Considered by many experts to have been the ultimate steam locomotive, the 4-8-4 S1 Niagara was the answer to the NYC’s desperate need for more power in the mid 1940s. 6700hp and 61,570lbs of tractive effort allowed for fast express speeds for both freight and passenger service. A 14 wheel centipede tender carried 46 tons of coal providing enough fuel to travel over 600 miles at a time. Testing of the Niagara compared to an A-B-A set of E7 diesels proved the Niagara to cost less to run and maintain. But a series of coal strikes and the NYC’s push to be the first with an all modernized fleet of newer locomotives resulted in the NYC’s steam fleet all being scrapped quickly. As the Niagaras encountered issues, they were withdrawn and scrapped. #6015 made it’s final run on July 2, 1956 to Indianapolis with freight CC2, concluding 11 years of service of the railroad.

Unfortunately, none of the (25) Niagaras were saved from scrapping.

NYC S1b Niagara set includes: Engine and Tender

PM N1 Berkshire

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Between 1937 and 1944, the Pere Marquette received (38) 2-8-4 Berkshires at a cost of $200,000 each. They sat on 69″ drivers, and had a maximum speed of 70mph. This allowed for 69,368lb of TE and 3000hp. #1201-1215 were classified as N, #1216-1227 were N-1, and #1228-1239 were N-2. When the Pere Marquette merged with the C&O in 1947, the N class were renumbered to #2685-2699, the N-1s changed to #2650-2661, and the final N-2s became #2670-2681. Part of the merger agreement was that the locomotives that the PM had already paid for in full would remain lettered for the PM. In the end, only the original N class engines were repainted into C&O. The majority of the Berkshires were scrapped between 1947 and 1957.

Today: Only (2) of the original (38) survive:

#1223 is on display at Chinook Pier in Grand Haven, MI
#1225: is operated by the Steam Railroading Institute in Owasso, MI

PM N1 Berkshire set includes: (2) Engines, (1) Tender and MSTX-5000 Aux Tender