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C&O J3a Greenbrier

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Arriving late in the game, the C&O’s J3a’s were the final steam locomotives delivered to the railroad. Only (5) of this upgraded 4-8-4 class were built by the Lima Locomotive Works in 1948. They were named Greenbriers after the famous Greenbrier Hotel in White Sulfer Springs, WV. All were retired by 1955, but due to an increase in freight traffic the following year, a few were briefly reactivated for service. #614 sat dormant for 25 years until she was restored in 1980 to replace Reading 2101 to power the Chessie Safety Express. In 1985 she was used as the test locomotive for the ACE 3000 Project, and in 1997, she was used to power numerous trips out of Hoboken to Port Jervis on the Erie mainline.

Today: #614 is the only surviving J3a of the (5) built.

#614 sits on display awaiting restoration at the C&O Railway Heritage Museum in Clifton Forge, VA

C&O J3a Greenbrier Megapack set includes:

  • C&O Engine, (2) Tenders and Aux Tender
  • Chessie Safety Express Engine, Tender, (2) Aux Tender and (8) car consist
  • ACE3000 Engine, Tender, Aux Tender, Tool Car and Coach

N&W A Articulated

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The A Class was the Norfolk & Western’s premier fast freight locomotive from 1936-1959. There were (43) of these class built between 1936 and 1950. They were a 2-6-6-4 simple articulated. They produced 126,000lbs of tractive effort, and were often assigned freights that exceeded 17,000 tons. On timed freights, their 5100hp was put to use sprinting along at 70mph. As parts became harder to find for the N&W’s relatively new steam fleet, diesels began to take over. #1218 went from retirement, to a spare boiler, to the collection of F. Nelson Blount, and finally to the Virginia Museum of Transportation. The 1218 was restored to running condition in 1987, and until 1991, she held the title of “Worlds Strongest Pulling Steam Locomotive” in operation. The 1218 ran 193 excursions before being retired again in 1991 and put on permanent display in Roanoke.

Today: #1218 is the only surviving A of the (43) built.

#1218 is on display at the Virginia Museum of Transportation in Roanoke, VA

N&W A Articulated set includes: (2) Engines, (2) Tenders, N&W Aux Tender and N&W Tool Car

N&W J Northern

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The most powerful 4-8-4s to run for any railroad, and one of the finest steam locomotive designs ever produced, the N&W J’s combined large cylinders, high steam pressure, and low drivers to generate a impressive tractive effort of 80,000 lb. Automatic lubrication at over 200 points and Timken roller bearings everywhere (axles, main & side rods, valve gear, wrist pins) permitted 15,000-mile per month & 1.5 year intervals between shop visits. After the N&W dieselized in the late 1950s, it became difficult for the N&W to find replacement parts for their relatively new steam fleet. So ultimately steam began to disappear on the N&W. In 1982, the N&W returned #611 to excursion service, which she operated until 1994. In 2013, a Fire Up 611! campaign was formed, which successfully raised enough money to restore the 611. She was steamed up once again in March of 2015 and has been operating in excursion service ever since.

Today: #611 is the only surviving J of the (15) built, thanks to a major derailment 1956 that resulted in a complete overhaul, leaving her in pristine condition.

#611 is now on store and occasionally operated by the Strasburg Railroad in Strasburg, PA.

N&W J Northern Excursion set includes: Engine, Tender, Aux Tender, (7) car N&W Powhatan Arrow consist and (7) car NS Steam Program consist

WMSR Consolidation #734

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Nicknamed: “Mountain Thunder”, #734 began her life in 1916 as #34 hauling Iron Ore for the Lake Superior & Ishpeming. She was retired in 1951 and later sold to the Marquette & Huron Mountain RR in 1963, later being sold to the Illinois Railroad Museum in 1967. She sat outside on display until 1991 when the newly formed Western Maryland Scenic purchased #34 and restored her to operation, reappearing as a Western Maryland H Class #734. Her tender was replaced with a larger (6) wheel truck tender originally from NYC 4-8-2 #2662, which had a mechanical stoker motor, something the original tender never had. Sitting on 56” drivers and operation at 198psi, she produces 69,500lb of tractive effort. Providing enough power to pull (7) cars unassisted up the 2-3% grade. In early 2016 after celebrating her 100th birthday, #734 was placed on indefinite leave from operation until her mandatory 1472-day inspection can be completed.

Today: None of the actual Western Maryland’s 2-8-0 Consolidations were saved. Only (3) LS&I 2-8-0 Heavy Consolidations exist today:

#33 was restored and ran on the Hocking Valley Scenic and is stored serviceable at the Age of Steam Roundhouse in Sugar Creek, OH
#34 is awaiting the completion of C&O 1309’s restoration, and for the funds for a full restoration at the Western Maryland Scenic RR in Ridgley, WV
#35 is on display at the Illinois Railway Museum in Union, IL

WMSR #734 set includes: Engine, Tender and (5) WMSR Excursion cars

 

Reading T1 Northern

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Following WWII, the Reading Company needed a faster and more powerful locomotive, but didn’t have the funds to purchase new ones. So they converted (30) 2-8-0 I10sa consolidations into (30) 4-8-4 T1 Northerns. A feedwater heater, booster, and 70” drivers allowed for power and speed as intended. They were often considered “awkward” looking because of their off-center headlight, streamlined running boards and wootten fireboxes.

Today: Only (4) of the (30) T1’s survive today:

#2100 powered the Iron Horse Rambles from 1959-64, ran excursions in 1988 and 2007, and now resides in Cleveland, OH being restored for the United States Semiquincentennial in 2026.
#2101 powered the American Freedom Train from 1975-76, the Chessie Steam Special from 1977-78, was damaged in a roundhouse fire in 1978 and is now on display at the B&O Museum in Baltimore, MD
#2102 powered the Iron Horse Rambles from 1961-64, various excursions from 1966-85, ran on the BM&R from 1985-1991 and is currently operated for the R&N Rambles trips during the Summer and Fall months.
#2123 was saved to be used as a parts engine for the locomotives used on the Iron Horse Rambles excursions and was eventually scrapped in 1966
#2124 powered the Iron Horse Rambles from 1959-1961, was sold to F. Nelson Blount and was moved in 1986 to Steamtown in Scranton, PA

Reading T1 Northern Megapack includes:

  • Reading Freight Engine and Tender
  • Reading Rambles Engine, Tender, (2) Reading Archroof Combines and (2) Reading Archroof Coaches
  • Delaware & Hudson #302 Engine, Tender and Aux Tender
  • American Freedom Train Engine, Tender, Aux Tender and (24) piece matching consist
  • Chessie Steam Special Engine, Tender, Aux Tender and (22) piece matching consist
  • Blue Mountain & Reading Engine, Tender, (2) BM&R Passenger Cars and (1) Observation Car
  • Reading & Northern Engine and Tender

Southern Ms Mikado

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Built in October 1911, #4501 became the 1st of (182) Ms Class Mikados built for the Southern Railway. Producing 53,900 lbs of tractive effort, the 4501 was used primarily as a freight hauler. She was sold in 1948 to the Kentucky & Tennessee Railway and renumber to #12. When the K&T dieselized in 1963, #12 was retired and was sold to a local rail fan named Paul Merriman for $5000. #4501 was operated to Chattanooga to be overhauled into an excursion locomotive. Wearing the Southern Crescent Passenger Green paint scheme, #4501 operated as the main star of the new Southern Steam Program until being replaced by larger power in 1984. She ran again from the late 1980s until the 1990s. In 2014, #4501 was completely overhauled and became the first locomotive to operate in NS’ 21st Century Steam Program.

Today: #4501 is the only surviving Ms Mikado to exist:

#4501 is operated by the Tennessee Valley Railroad in Chattanooga, TN

Southern Ms Mikado Megapack set includes:

  • 1950’s Black Engine and Tender
  • 1960-1981 Green Southern Steam Program Engine, Tender, Aux Tender and (11) car Excursion consist
  • Current TVRM Black Excursion Engine and Tender

Cotton Belt L1 Northern

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The L-1 Class #819 was built by the Cotton Belt’s Pine Bluff, Arkansas shops in 1943 at a cost of $123,607. She was also the last steam locomotive built for the railroad. Weighing in at 736,500lbs, steaming at 250 psi, and saddled on 70″ drivers, the 819 produced an impressive 61,564lb of tractive effort. Her primary usage was on freight. A number of her sister L1’s were leased by the Southern Pacific and reclassified as GS-7 and GS-8. She was retired in 1953 and placed on display at Oakland Park, where she sat until December of 1983 when the newly formed Cotton Belt Rail Historical Society moved the engine back to the Pine Bluff shops and restored the 819 to operating condition in 1986. She ran under until 1993 when she was pulled from service for major work and now resides at the Pine Bluff shops, awaiting a complete restoration and a chance to run once again.

Today: None of the leased SP GS-7/8’s were saved. #819 is the only surviving L1 of the (20) built.

#819 is on display awaiting funds for a full restoration at the Arkansas Railroad Museum in Pine Bluff, AK

Cotton Belt L1 Northern Megapack set includes:

  • As-built Engine and Tender
  • 1989-1991 Engine, Tender and (14) car 1990 NRHS Convention Excursion Consist
  • 1992-1993 Engine, Tender and Aux Tender
  • SP GS-8 Engine and Tender

Frisco T54 Mountain

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Built by Baldwin in 1926 to handle heavy passenger trains over the hilly Ozarks Regions, the Frisco’s (30) 4-8-2 T-54 Mountains were well liked by the railroad’s crews. With 69.5” drivers, a booster and 56,800lbs of tractive effort, they proved to handle hot shot freight and fast passenger service with ease. After WWII, the Frisco began experimenting with newer diesels and ultimately completely dieselized by 1952.

Today: Only (6) of the (30) Frisco’s 1500 Class 4-8-2 T-54’s survive today:

#1501 is on display at Schuman Park in Rolla, MO
#1519 is on display at the Railroad Museum of Oklahoma in Enid, OK
#1522 was restored to operating condition in 1988 and ran until 2002 and is now on display at the Museum of Transport in St. Louis, MO
#1526 is on display at the Museum of Great Plains in Lawton, OK
#1527 is on display at Langan Municipal Park in Mobile, AL
#1529 is on display at Frisco Park in Amory, MS

Frisco T54 Mountain Excursion set includes: (2) Engines, (2) Tenders (1) Aux Tender, and (4) car SLSTA Consist.

SP Mt4 Mountain

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The first (28) 4-8-2 Mountains on the Southern Pacific were built by ALCO and were delivered during 1923 and 1924. These locomotives were designated Class Mt1 and assigned road numbers 4300 through 4327. They had 28 x 30 cylinders, 73″ drivers, a 210 psi boiler pressure, a tractive effort of 57,510 lbs and weighed 368,000 lbs. Later, in 1924 another (6) Mt1’s were delivered from ALCO. These (6) numbered 4385 through 4390 were designated Class Mt-2 and were similar to the Class Mt1s, but had a 225 psi boiler pressure and a tractive effort of 61,620 pounds. The Sacramento General Shops of the Southern Pacific built (49) more Mt2’s between 1925 and 1930. Later these locomotives were reclassified as Class Mt2 – Mt5.

Unfortunately, none of the (83) Mt2-Mt5’s were saved.

SP Mt4 Mountain set includes: Engine and Tender

SP Mk5 Mikado

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Class Mk5 Mikado #745 was built by the Southern Pacific’s Algiers Shops in 1921. Built from spare parts, she was the 7th of (21) Harriman Standard Mikados built following the end of WWI. Her 63″ drivers limited her to slower freight service, but occasionally was used for troop transports during WWII. The 745 has always retained Souther Pacific paint and lettering, but always operated for an SP subsidiary line. At the time, a Texas law required any railroad operating within state lines to be based there, so 745 was operated for the Galveston, Harrisburg & San Antonio, and later for the Texas & New Orleans. She was retired in 1956 and placed on display at Audubon Park in New Orleans. In 1984, she was moved to make room for a zoo, and was after a number of ownership transfers, ended up in the care of the Louisiana Steam Train Association, who restored the engine and has operated her since 2004.

Today: Only (4) of the original (21) Mk5’s survive:

#745 is operated by the Lousiana Steam Train Association in Jefferson, LA
#771 is on display at the Grapevine Vintage RR in Grapevine, TX
#786 is being restored at the Austin & Texas Central RR in Austin, TX
#794 is on display at Amtrak’s Sunset Depot in San Antonio, TX

SP Mk5 Mikado Excursion set includes: Engine, (2) Tenders and (4) Green LASTA Excursion Cars

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