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WM I1 Russian Decapod

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After the Bolshevik Revolution in November 1917, a large amount of 2-10-0 decapods scheduled for shipment from the US to the Russian Empire ended up being cancelled and kept in the US, not being able to be paid for by the USSR. These decapods were converted to American standards and were put to work on various railroads. The WM received (10) of them, numbered 1101-1110. Classified as I-1’s, the little decapods were used nearly system wide and were the preferred power on many of the local and branch-line trains. They did everything from fetching coal and working mainline locals to running the daily locals on the Waynesboro and other branches. They did their jobs well and were generally liked by the crews. It’s been noted that the throttles on the locomotives received by the WM worked in reverse….meaning the throttle was opened by pushing forward on it, rather than pulling back on it. One can imagine an engineer’s instinct to close the throttle quickly during a wheel slip most likely resulted in more wheel slipping when they accidentally opened the throttle wide open by pushing it forward!

One the engines, #1110, was tested as a yard engine in Elkins, WV. The wide tires and long wheelbase led #1110 to derail numerous times around switch points. Needless to say the experiment was short lived.

None of the WM’s (10) Russian Decapods were preserved.

WM I1 Russian Decapod set includes: (3) Engines and (3) Tenders

 

NYC 20th Century Limited Released!

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“The Most Famous Train in the World” is available now!

NYC J3a Dreyfuss Hudson & 1938-1939 20th Century Limited set includes: (2) Engines, (1) Tender and (8) Passenger cars

Locomotive with Box Pox drivers & Traditional Rods
Locomotive with Scullin Disc drivers and & Roller-bearing Rods
01 – RPO Baggage – #5017-5020
02 – Crew Dorm/Lounge – Century Series
03 – Sleeper 17 Roomette – City Series
04 – Sleeper 10-5 Roomette – Cascade Series
05 – Diner – 38-Seat – #680-685
06 – Sleeper – 4-4-2 Roomette – Imperial Series
07 – Sleeper – 13 DBL Bedroom – County Series
08 – Observation – BDR/Lounge – Island Series 

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NYC J3a Dreyfuss Hudson

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In 1938 industrial designer Henry Dreyfuss was commissioned by the New York Central to design a new streamlined train set for their flagship train: The 20th Century Limited. Prior to this, Dreyfuss has been responsible for the conceptual design of the New York Central’s Mercury train set, which he used an existing locomotive and passenger cars to create a matching consist. Now in 1938, having proved himself, Dreyfuss took one of the NYC’s J3a Hudsons, and created an Art Deco style concept, incorporating a skyline casting, bullet nose, a vertical fin on the smokebox door, and shrouding over the firebox and pilot. The tender was also streamlined to match the contours of the locomotive cab. The locomotive received the nickname “Dreyfuss Hudson”. Numbered 5445-5454, these hudsons produced 41,000 lbs of tractive effort, allowing them race a 17 car train at over 90mph. All (10) were equipped with 79″ drivers, the first (5) being box pox drivers with tradition rods, and the later (5) having scullin disc drivers and lightweight roller-bearing rods.

Rolling stock would be a product entirely of the Pullman Company. A 2-tone gray and blue striping would run from the tender through the entire consist tying it together. No coach seating was provided on this train. The consist was made up of an RPO Baggage, a Crew Dorm/Lounge, 4 different sleeper layouts, a pair of diners, and a sleeper/buffet/lounge/observation. First class services included: drawing rooms, single/double bed rooms, smoking sections, a fully stocked library, maid services and even a barber shop.

The schedule from New York to Chicago would be shortened from 20 hours down to 16 hours, continuing the normal route overnight up to Albany and over to Buffalo along the Water Level Route. This consist would be used from 1938-1939, when the paint scheme was changed, and shrouding began to be removed from sections of the locomotive for ease of maintenance. By 1948, they had been replaced with modern E8 Diesel locomotives on the 20th Century Limited, and reassigned to other trains.

None of the Dreyfuss Hudsons were preserved after steam was retired from the New York Central.

NYC J3a Dreyfuss Hudson & 1938-1939 20th Century Limited set includes: (2) Engines, (1) Tender and (8) Passenger cars

Locomotive variations include:

Locomotive with Box Pox drivers & Traditional Rods
Locomotive with Scullin Disc drivers and & Roller-bearing Rods

1938-1939 20th Century Limited consists includes:

01 – RPO Baggage – #5017-5020
02 – Crew Dorm/Lounge – Century Series
03 – Sleeper 17 Roomette – City Series
04 – Sleeper 10-5 Roomette – Cascade Series
05 – Diner – 38-Seat – #680-685
06 – Sleeper – 4-4-2 Roomette – Imperial Series
07 – Sleeper – 13 DBL Bedroom – County Series
08 – Observation – BDR/Lounge – Island Series 

 

B&O Q-3 Mikado Released!

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After 5 years, K&L welcomes another B&O steamer to the roster: the Q-3 2-8-2 Mikado!

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B&O Q3 Mikado

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In 1918, the Baltimore & Ohio was allocated one hundred USRA light “Mikados” with 63″ diameter drivers, which were fitted immediately with thicker tires to bring them up to the B&O 64″ diameter standard, reducing the starting tractive effort to 53,868 pounds. They were designated as class Q-3 and were assigned road numbers 4500 through 4599.

Today: #4500 is the only surviving B&O Mikado to exist:

#4500 is on display at the Baltimore & Ohio Railroad Museum in Baltimore, MD.

B&O Q3 Mikado set includes: (1) Engine, (1) Tender & (1) Caboose

N&W Combine & Coach

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N&W/SRC 475 Megapack Released!

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K&L welcomes the final mainstay locomotive of the Strasburg Railroad: N&W #475!

N&W/SRC M Mastodon Megapack includes: (5) Engines, (4) Tenders, (18) Passenger Cars and (5) Freight Cars

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N&W/SRC M Mastodon

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The M Class was the Norfolk & Western’s answer to a need for more powerful locomotives to haul their constantly growing coal trains. Starting in 1906, the N&W received (125) 4-8-0 Mastodons, built by Baldwin and Alco, utilizing a 4-8-0 wheel arrangement over the 2-8-2 because of the 4-8-0’s better adhesive weight. Unlike conventional steam locomotives, the cab’s on these 4-8-0’s were located completely along side the firebox, allowing for an overall shorter engine length. Originally built with inside Stephenson Valve Gear, (30) were later converted to Baker Valve Gear, only (10) were eventually superheated, and all were hand fired. Nicknamed “Mollies”, they may not have been pretty, but for 1906 technology, they could pull! A 200psi boiler pressure, 21×30″ cylinders and 56″ drivers combined to produce 40,163 lbs of tractive effort. The Mollies were the go-to mainline freight locomotives for only a short time. Within a decade, the N&W began purchasing Y Class 2-8-8-2 articulated mallets, capable of hauling 2-3x the tonnage, downgrading the M Class fleet to branch line work, where the rails were lighter and tonnage loads were less. #382 gained acclaim with the extensive photo and audio coverage by renowned photographer O. Winston Link. She could be found powering the daily “Virginia Creeper” along the N&W’s now abandoned Abington Branch.

Today: (2) of the original (125) M Class 4-8-0’s built in 1906-1907 survive.

#433 is on display at the Abington, VA.
#475 Was purchased by the Strasburg Railroad in 1991 from the Boone Scenic Railroad in Boone, IA. She was restored to operating condition in 1993 and has been active on the roster since. #475 is the oldest of the SRC’s (5) steam locomotives. She was featured in Thomas & The Magic Railroad in 2000, and has been used in a number of Lerro Productions 382 Charters recreating the Virginia Creeper with SRC’s vintage freight cars.

 

N&W/SRC M Mastodon Megapack includes: (5) Engines, (4) Tenders, (18) Passenger Cars and (5) Freight Cars

Locomotive variations include:

N&W V1: 1940s-1950s center headlight appearance
N&W V2 1940s-1950s high headlight appearance
SRC V1: 1993-2004 appearance
SRC V2: 2005-present appearance
SRC 382: Lerro Productions Virginia Creeper Charter appearance

SRC Modern Scheme Passenger cars include:

SRC “Donald E. L. Hallock” B&M Combine
SRC “Grasshopper Level” B&M Coach
SRC “Gobbler’s Knob” B&M Coach
SRC “Cherry Crest” B&M Coach
SRC “Mill Creek” B&M Coach
SRC “William McFarlan” B&M Coach
SRC “Huber Leath” P&R Coach
SRC “Walnut Hollow” P&R Coach
SRC “Susquehanna” P&R Coach
SRC “William M. Moedinger” Ma&Pa Coach
SRC “Warren F. Benner” WM Coach
SRC “Henry K. Long” B&M Diner
SRC “Lee E. Brenner” B&M Diner
SRC “Marian” B&M Parlor
SRC “Daffodil Spring” B&M Open Air
SRC “Pleasant View” B&M Open Air
SRC “Valley View” B&M Open Air
SRC “Hello Dolly” B&M Open Air

SRC Vintage Freight Cars include:

Ma&Pa Wood Box Car #713 & 723
Tidewater Tank Car #1367
Ma&Pa Flat Car #122
PRR H21a Hopper #194796
DT&I Wood Caboose #12

CN/SRC O9a Switcher

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Between 1903 and 1913, a total of (123) 0-6-0 switchers classified as O-9-a were produced for the Grand Trunk Railway. Weighing in at just over 75 tons, the O-9-a sat on (6) 56″ drivers, produced 31,515 lbs of tractive effort, and operated at 165 boiler psi. The O-9-a locomotives received a vast amount of running number changes throughout their careers. They went from (3) digit numbers, to (4) digit numbers in 1919, another (4) digit change in 1923 when the Grand Trunk was merged in the Canadian National, and one more (4) digit number change in the early 1950s. As larger switchers and newer diesels began to arrive on the CNR, the O-9-a class was slowly retired and scrapped between 1935 and 1956.

One of the O-9-a’s lasted until 1958: #7312.

#7312 was built by Baldwin in 1908 and was originally GTR 118, followed by GTR 1708, CNR 7157, CNR 7240, and finally CNR 7312 in 1957. #7312 spent it’s last few years as a shop switcher at the CNR’s Stratford, Ontario yards until 1958. The following year, #7312 was discovered by Strasburg Railroad Vice President: Bud Swearer. Since the SRC had been looking for a smaller steam locomotive that could handle the increasing tonnage of the newly formed SRC tourist operation, #7312 was found to be quite suitable for the task. In the summer of the following year, #7312 was delivered to the Strasburg Railroad and placed back into service that September, making her the first steam locomotive to be returned back into FRA regulations in the US. Renumbered once again as SRC 31, she holds the distinction of being the SRC’s first steam locomotive on their roster. She operated on the SRC from 1960 through 2009 as both SRC 31 and SRC 7312, totaling (1) year less on the SRC than that on the CNR and GTR combined. As of 2009, #31/7312 is undergoing a major rebuild. No estimated completion time has been determined, but the SRC has all intentions of returning her to service once again in the future.

By the mid 1960’s, the Strasburg Railroad had amassed quite a collection of passenger cars, all but two are still in active service today on the SRC. The paint scheme back then was similar to how it looked through the 1980s, but instead of the fire engine red, it was a forest green.

CNR/SRC O9a set includes: (5) Engines, (5) Tenders and (8) Passenger cars

Locomotive variations include:

CNR: 1923-1958 appearance
SRC V1: 1960-Early 1990s appearance w/SRC Egg Logo
SRC V2: Mid 1990’s appearance
SRC V3: Late 1990’s-2001 appearance
SRC V4: 2002 appearance

1960’s Passenger cars include:

001: “Eshelman Run” B&M Coach
002: “Grasshopper Level” B&M Coach
003: “Willow Brook” Ma&Pa Coach
004: “Cherry Hill” P&R Coach
005: “Walnut Hollow” P&R Coach
006: “Gobbler’s Knob” B&M Coach
007: “Conestoga Creek” PRR Mp54 Trailer
008: “Cinder Catcher Club Car” PRR GRa Gondola

Eagle River Railway Consolidation #50 Released!

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In a partnership with Jointed Rail, K&L Trainz is proud to present the Eagle River Railway Consolidation #50!

The locomotive and rolling stock is an add-on to Jointed Rail’s Eagle River Railway route.

Includes: Engine, Tender, Combine, Coach, & Open Air/Parlor Observation

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Steam Session for JR’s Eagle River – T:ANE, 2019 & 2022 ONLY! Requires K&L Eagle River #50 and JR Eagle River Route

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Eagle River Consolidation #50

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What better way for a railroad to appeal to the general public, than to offer free passenger excursions over the whole route! AND it’s pulled by a steam locomotive! When you stop over at the Eagle River Railway’s Beaver Cove Depot on weekends during the summer, you’ll be treated to a 3.5 hour round trip over the entire 19 mile system, powered by a 1909 Baldwin 2-8-0! Steep 2 and 3% grades, a dozen bridges, a tunnel, rock cuts, a switchback, the massive Keane Lake, and at the end of the line, a free half hour tour of the Camp B Logging Facilities make this a journey of a lifetime! There are no bad seats when you’re riding in one of the vintage 1903 Wood Passenger Cars at speeds up to 30mph! Don’t miss your chance to experience the Eagle River Railway!

Locomotive #50 was built by Burnham, Williams & Co. in November of 1909, and holds the distinction of being the last locomotive produced before the firm was renamed to the Baldwin Locomotive Works. Originally built for the Southern Railway, #50 saw service on many of the Southern’s smaller branch lines hauling mixed freights. She was retired in 1950 and stored serviceable incase of a locomotive shortage. After spending 38 years on display at a local park, she was purchased by the Eagle River Railway in 1998 and towed to the west coast logging railroad’s headquarters in Beaver Cove, where she was completely restored and brought back into operating condition. #50 is occasionally found pulling shorter freights when power is needed, but her primary purpose is hauling the Eagle River’s weekend public relations excursions. The railroad’s President can frequently be found at the throttle of #50.

Eagle River Railway #50 set includes: Engine, Tender, Combine, Coach & Open Air/Parlor Observation

The Eagle River Railway route used in the Promo video can be purchased HERE
A Steam Session is also available as a free add-on for the route HERE

Help save the NKP 587!

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As many have heard recently, a court ruling has stated that the NKP 587 needs to be vacated from the Indiana Transportation museum by July 12th, or who knows what will happen with her. Jason Sobcynski and the guys at the Kentucky Steam Heritage Corp. are attempting to relocate NKP 587 and her tender, as well as purchase her aux tender and tool car from the museum, and then relocate them all to Kentucky for future restoration.

Until July 12th, for every sale of NKP 587, 100% of the proceeds will be donated towards to attempted rescue and relocation of NKP 587!

Her price has been reduced in accordance with this promotion. If you already bought 587, and want to help out, buy it again! You’re purchase will be donated to help save her!

 

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GWR/SRC 90 Megapack Released!

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K&L welcomes yet another Strasburg locomotive to the roster: #90!

Includes: (11) Engines, (10) Tenders, and (9) Passenger Cars

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GWR/SRC Decapod #90

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Built to pull sugar beet trains for the Great Western Railway of Colorado, #90 was the only 2-10-0 decapod delivered to the railroad. Built in 1924, she was the largest and most powerful locomotive on the roster. She could routinely be found hauling 40-50 car trains, most of which were too heavy for the railroad’s fleet of 2-8-0’s. While on the GWR, #90 encountered a number of accidents, one of which severely damaged the engine after she was side swiped by a truck and tipped over on her side, killing the crew. She was also involved in an engine shed fire, in which she was used to tow the other locomotives from the burning engine shed.

After being retired in 1967, #90 was sold to the Strasburg Railroad and arrived on May 5th of that year. Aside from a few High Iron Company mainline excursions in 1968, #90 has not left the Strasburg’s 5 miles of trackage since. She has become the staple locomotive of the line, and is currently the largest and most powerful steam locomotive of the 4 operational engines there. When fired up, #90 is typically in charge of the day’s hourly trips, while one of the other locomotives handle the shorter half hourly trains. Super heated at 200psi boiler pressure, and with (10) 56″ drivers, #90 produces 48,960 lbs of tractive effort; enough power to handle up to a 10 car passenger train.

While on the Great Western, #90 received a 2nd sand dome, and a forward extension on her smokebox, giving extra arresting space, allowing her to burn very low quality coal. She retained these two modifications for a little over 20 years on the Strasburg Railroad, until they were removed in 1992, having been deemed unnecessary. #90 has also received many different paint schemes over the years, as well as different headlight and alternated black or red number plates. She was built with a Crosby 3 chime, eventually being replaced with a 5 chime in the 1950s, and once arriving at the Strasburg Railroad, she receive a Reading 6 Chime whistle, stamped with the serial number matching one of the Reading Line’s 4-6-2 streamlined Crusader locomotives, which she still retains to this day.

In the 1980’s, the hourly train ran with 8 or 9 cars, while the half hourly train ran with 5 or 6 cars. This GWR/SRC #90 Package includes the 1980’s hourly train. The PRR E7s #7002 package available HERE includes the 1980’s half hourly train. Both of which were commissioned by Mark Cole.

GWR/SRC 90 megapack includes: (11) Engines, (10) Tenders and (9) Passenger cars

Locomotive variations include:

GWR V1: 1950-1960s appearance
SRC V1: 1960-1970s appearance w/SRC Egg Logo
SRC V2: Early-Mid 1980’s appearance
SRC V3: Late 1980’s-1991 appearance
SRC V4: 1992 appearance
SRC V5: 1993-2005 appearance
GWR V2: 2006-2010 appearance
GWR V3: 2011-2012 appearance
GWR V4: 2013 appearance
SRC V6: 2014-2015 appearance
SRC V7: 2017-Present appearance

1980’s Hourly Train Passenger cars include:

07: “Marian” B&M Parlor
08: “London Run” WMR Coach
09: “Walnut Hollow” P&R Coach
10: “Lee E. Brenner” B&M Coach
11: “Gobbler’s Knob” B&M Coach
12: “Cherry Crest” B&M Coach
13: “Mill Creek” B&M Coach
14: “Daffodil Spring” B&M Open Air
15: “Hello Dolly” B&M Open Air