Anyone Else Fascinated By Old Locomotives?
- Thread starter Black 03 Z06
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LE BARON
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An upside down CDN Tire logo per chance?
Photoshop would be my guess.....
LE BARON
Power User
While this may look like just another steam locomotive in transit, when you see who she is and the date of the photo, the rest of the story unfolds.
In this photo we see Georgia-Pacific #9 in Portland, Oregon on September 6, 1960 on her way to star in the movie "Ring Of Fire". #9 pulled the very last log train on the G-P logging railroad out of Siletz, Oregon just a few months earlier on December 31, 1959. She was still in fully operable condition when she was sold to MGM for use in the final scenes in their movie Ring OF Fire.
In this photo #9 is on her way from Toledo to Vernonia where the first scenes of the movie's conclusion will be shot. At Vernonia, she will be taken the Long-Bell Lumber shops where her oil bunker will be cut off and the tender from Long-Bell 2-6-2 #105 will be added. The oil bunker of #105's tender will be removed to make room for the cameras that will shoot actors David Janssen and Joyce Taylor as they operate #9 through the fire scenes at the end of the movie.
When the shooting at Vernonia is over, #9 will be taken up to Simpson Timber Company's logging railroad out of Shelton, Washington for the final scene of the movie when #9 and her train of coaches plunges off a burning trestle over the Wynoochee River.
In this photo we see Georgia-Pacific #9 in Portland, Oregon on September 6, 1960 on her way to star in the movie "Ring Of Fire". #9 pulled the very last log train on the G-P logging railroad out of Siletz, Oregon just a few months earlier on December 31, 1959. She was still in fully operable condition when she was sold to MGM for use in the final scenes in their movie Ring OF Fire.
In this photo #9 is on her way from Toledo to Vernonia where the first scenes of the movie's conclusion will be shot. At Vernonia, she will be taken the Long-Bell Lumber shops where her oil bunker will be cut off and the tender from Long-Bell 2-6-2 #105 will be added. The oil bunker of #105's tender will be removed to make room for the cameras that will shoot actors David Janssen and Joyce Taylor as they operate #9 through the fire scenes at the end of the movie.
When the shooting at Vernonia is over, #9 will be taken up to Simpson Timber Company's logging railroad out of Shelton, Washington for the final scene of the movie when #9 and her train of coaches plunges off a burning trestle over the Wynoochee River.
LE BARON
Power User
What a shame that the photographer here was not able to fit this entire train in his view finder. Written on the negative sleeve was the notation "Six engines on one train leaving Manitou, Colorado, May 28, 1939. Really? Six engines? Yes, that was known to happen back in steam days.
The train her is on the Midland Terminal Railroad and certainly has it's share of grade ahead which account for the multiple helper assigned behind 2-8-0 #55 on the head-end.
LE BARON
Power User
Kelly Alma “oiling” (another posed PR photo, Alma is clearly not oiling anything!) Union Pacific steam locomotive UP 7857, a Mountain MT-2 Class, 4-8-2, February 1928.
NOTICE the air horns ahead of the stack. Built by The American Strombos Co., air horns were an experiment, testing to see how much fuel they saved because they operated on compressed air, instead of the fuel-burning steam that steam whistles used regularly.
NOTICE the air horns ahead of the stack. Built by The American Strombos Co., air horns were an experiment, testing to see how much fuel they saved because they operated on compressed air, instead of the fuel-burning steam that steam whistles used regularly.
LE BARON
Power User
LE BARON
Power User
1991 doubleheader with Union Pacific 3985
LE BARON
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This historic photograph taken on November 4, 1943, captures the Pennsylvania Railroad's expansive eastbound track layout in Altoona, Pennsylvania. Altoona was a critical hub for the railroad industry, serving as a bustling center of activity for trains traveling through the region. The image showcases the remarkable complexity and scale of the track systems with its dense network of rails, switches, and sidings carefully arranged to support efficient operations. At its peak, this layout played a vital role in the movement of goods and passengers across the eastern United States, helping the Pennsylvania Railroad maintain its position as one of the most important transportation companies in the country. The photograph reflects the engineering achievements and strategic planning that defined railroading during this golden era. From heavy freight trains to passenger services, Altoona handled it all with impressive precision. Decades later, this image remains a powerful reminder of Altoona's enduring legacy as a true railroad town and its significant contribution to America's industrial and transportation history.
LE BARON
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Santa Fe No. 5000, famously known as “Madame Queen,” stands as one of the most remarkable steam locomotives ever built in the United States. Constructed in 1930 by Baldwin Locomotive Works for the Atchison, Topeka and Santa Fe Railway, it was designed as a 2-10-4 “Texas” type engine, a configuration that gave it immense hauling power with ten driving wheels. This locomotive was unique, the only one of its class, and it quickly earned its nickname for both its commanding presence and distinctive character. Built to handle heavy freight across the vast Santa Fe system, it represented the height of steam-era engineering, combining strength, innovation, and reliability. After nearly three decades of service, No. 5000 was retired in 1957 and donated to Amarillo, Texas, where it became a beloved landmark. Today, it is preserved by the Railroad Artifact Preservation Society and proudly listed on the National Register of Historic Places, ensuring its legacy endures. Though it no longer runs, “Madame Queen” continues to inspire rail enthusiasts and historians, offering a tangible connection to the golden age of steam railroading and standing as a testament to the ambition and ingenuity of early 20th-century industry.
LE BARON
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𝐂𝐁&𝐐 𝟒-𝟖-𝟒 𝐂𝐥𝐚𝐬𝐬 𝐎-𝟓-𝐁 𝟓𝟔𝟑𝟐
Chicago Burlington & Quincy Railroad 4-8-4 Class O-5-B 5632 arriving at Aurora, Illinois on October 11, 1964, Ektachrome by Chuck Zeiler. This was one of many CB&Q steam excursions in 1964, this one headed by 4-8-4 5632. The orange car cut in behind the tender was the Chief Illini, the private car of the Illini Railroad Club, the railroad club of the University of Illinois. It was originally a Pullman observation named Inglehome, was bought by Maury Kleiboldt and was for a while a regular fixture on CB&Q steam excursions. Retired in 1968, today it resides at the Illinois Railway Museum.
Chicago Burlington & Quincy Railroad 4-8-4 Class O-5-B 5632 arriving at Aurora, Illinois on October 11, 1964, Ektachrome by Chuck Zeiler. This was one of many CB&Q steam excursions in 1964, this one headed by 4-8-4 5632. The orange car cut in behind the tender was the Chief Illini, the private car of the Illini Railroad Club, the railroad club of the University of Illinois. It was originally a Pullman observation named Inglehome, was bought by Maury Kleiboldt and was for a while a regular fixture on CB&Q steam excursions. Retired in 1968, today it resides at the Illinois Railway Museum.
LE BARON
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In 1867 the Leavenworth Lawrence and Galveston Railroad successfully completed the construction of a major bridge spanning the Kansas River in Lawrence Kansas. This engineering feat stood as a critical milestone in the rapid expansion of the American railroad system in the years immediately following the Civil War. Featuring strong stone piers and advanced iron trusses the bridge demonstrated the increasing industrial power and technical skill available in the United States at that time. It served as a key connection within the LL&G Railroads larger vision to establish a direct route from the Midwest down to the Gulf Coast. The bridge greatly facilitated the transportation of cattle grain and numerous settlers moving into new territories. Situated 323 miles west of St Louis it significantly boosted Lawrences status as an important rail center. At the time the community was still recovering from the terrible destruction of Quantrills Raid only four years before and the railroad brought much-needed economic hope and revival. Although the Leavenworth Lawrence and Galveston Railroad company was relatively short-lived and was later absorbed by bigger railroad corporations the bridge it built provided a lasting foundation for Kansass growth and development. Throughout its existence the bridge had to overcome serious challenges such as frequent seasonal flooding and ongoing financial difficulties. Nevertheless it remained a lasting symbol of resilience and bold ambition during Americas post-war recovery. Even today this historic bridge lives on through historical records and photographs as a powerful reminder of the determination that drove Americas westward expansion and the central role that railroads played in forming the character of the American heartland.
LE BARON
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n 1922 and 1924 the Alabama & Vicksburg Railway acquired two oil-burning 0-10-0's numbered 430 and 431. Yes, you read correct, they were 0-10-0's. These beasts were assigned to switch the ferry incline at the A&V's Mississippi River ferry at Vicksburg, MS. Having their entire engine weight on the drivers boosted tractive effort, which in turn enabled the locomotives to lug more cars up the hill.
After the IC acquired the A&V in 1926, the two 0-10-0's were renumbered 3400-3401. In 1929 a new rail/highway bridge at Vicksburg replaced the ferry. 3400-3401 were converted to burn coal and shipped north to Markham Yard near Chicago. Then in 1942 the locomotives were renumbered 3600-3601.
Around 1940 number 3401 poses for a photo next to the massive concrete coaling tower at Markham. The two 0-10-0's continued to work at Markham until 3600 was retired in 1956 and 3601 was retired in 1955.
After the IC acquired the A&V in 1926, the two 0-10-0's were renumbered 3400-3401. In 1929 a new rail/highway bridge at Vicksburg replaced the ferry. 3400-3401 were converted to burn coal and shipped north to Markham Yard near Chicago. Then in 1942 the locomotives were renumbered 3600-3601.
Around 1940 number 3401 poses for a photo next to the massive concrete coaling tower at Markham. The two 0-10-0's continued to work at Markham until 3600 was retired in 1956 and 3601 was retired in 1955.
LE BARON
Power User
On a typical muggy day in the summer of 1956, the hostler at Oak Street yard in Louisville, KY, refuels 4-8-2 2400.
LE BARON
Power User
Before the new Illinois Central's Paducah shops opened in 1927, the Burnside Shops at 95th Street in Chicago also did heavy repairs/modifications to locomotives. Between 1916 and 1924 the Burnside Shops rebuilt 33 2-8-0's into 2-8-2's. When first rebuilt these locomotives were renumbered and scattered widely in the 3700-3900 series. But in 1937 the 32 surviving locos were renumbered 3766-3797.
When photographed at Markham Yard south of Chicago, freshly painted 3769 looked as if it was ready to head back out onto the road. However, these kitbashed 2-8-2's were used used mostly in transfer and yard switching service at major terminals, but rarely ventured far onto the mainline.
Merle Anderson photograph, Markham Yard south Chicago, October 2, 1938.
When photographed at Markham Yard south of Chicago, freshly painted 3769 looked as if it was ready to head back out onto the road. However, these kitbashed 2-8-2's were used used mostly in transfer and yard switching service at major terminals, but rarely ventured far onto the mainline.
Merle Anderson photograph, Markham Yard south Chicago, October 2, 1938.
LE BARON
Power User
During the steam era the Illinois Central's Paducah, KY, shops were masters at "kit bashing". Between 1937 and 1942 the shops constructed 4-8-2's 2500-2555 using 2-10-2 boilers mounted to new frames.
This meant there were now 56 surplus 2-10-2 frames. 41 of these frames were used to construct the 2100-class 2-8-2's, numbers 2100-2140 (the boilers for these locomotives came from 2-8-2's, which were surplus from other projects).
Between 1939 and 1941 the remaining 15 frames (minus the trailing truck) were mounted to old 2-8-2 boilers to construct 2-10-0's number 3610-3624. These rebuilds were definitely unorthodox, but several of these kitbashed 2-10-0's served into the mid-1950's.
3616 is seen inside the roundhouse at Paducah KY, on Dec. 30, 1959. The locomotive was created in December, 1939, by mating the boiler of 2-8-2 1566 to the frame of 2-10-2 2925. Meanwhile, 2925's boiler was used to construct 4-8-2 2533!
Don Morice photo
This meant there were now 56 surplus 2-10-2 frames. 41 of these frames were used to construct the 2100-class 2-8-2's, numbers 2100-2140 (the boilers for these locomotives came from 2-8-2's, which were surplus from other projects).
Between 1939 and 1941 the remaining 15 frames (minus the trailing truck) were mounted to old 2-8-2 boilers to construct 2-10-0's number 3610-3624. These rebuilds were definitely unorthodox, but several of these kitbashed 2-10-0's served into the mid-1950's.
3616 is seen inside the roundhouse at Paducah KY, on Dec. 30, 1959. The locomotive was created in December, 1939, by mating the boiler of 2-8-2 1566 to the frame of 2-10-2 2925. Meanwhile, 2925's boiler was used to construct 4-8-2 2533!
Don Morice photo
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