Railnews from Railfan & Railroad Magazine

Washington’s Mt. Rainier Scenic Railroad has completed a Federal Railroad Administration-mandated overhaul on Polson Lumber Co. 2-8-2 70, less than a year after the locomotive was taken out of service. The engine was doing test runs on the tourist railroad over the weekend and will likely enter regular service soon.

Polson 70 was built by Baldwin Locomotive Works in 1922 and hauled logs in the Pacific Northwest for decades, first for Polson and then for Rayonier. The engine has been MRSR’s primary steam power for years but was due for an inspection and rebuild last year. The FRA requires a full rebuild every 1,472 service days or 15 years of service, whichever comes first. At the time, MRSR planned to focus on another locomotive, Porter-built Carlton & Coast Railroad 5, before returning 70 to service. But over the winter, the museum’s shop crew determined that 70 could be returned to service more quickly.

The Mt. Rainier Scenic Railroad began operations on a former stretch of Milwaukee Road track in 1980 and was purchased by American Heritage Railways — which also owns Colorado’s Durango & Silverton — in 2016. The railroad was renamed the Mt. Rainier Railroad & Logging Museum by American Heritage Railways but struggled to succeed. It was closed in 2020 at the start of the pandemic. In 2023, it reopened as the nonprofit Mt. Rainier Scenic.

—Justin Franz 

The post Mt. Rainier Puts Polson 2-8-2 Back in Service appeared first on Railfan & Railroad Magazine.

In a shower of sparks and shroud of smoke, New Jersey’s Morristown & Erie Railway unveiled its semiquincentennial locomotive on June 20.

Built by EMD in 1977 as Southern Railway MP15DC 2354, the locomotive has been renumbered Morristown & Erie 26. The scheme pays tribute to the Southern’s style and lines, while staying true to M&E’s classic red paint, said Matt Phalon, railroad superintendent. The paint job took about three weeks to complete. “We didn’t have to measure (for the new paint),” he said. “It still had its Southern paint underneath.”

The Morristown area holds historic significance in the American Revolution. George Washington established his 1779-80 winter headquarters in Ford Mansion, which is now part of nearby Morristown National Historical Park. To commemorate that connection, the railroad put “Washington Headquarters” under the cab, and “Crossroads of the Revolution” on the hood. 

Morristown & Erie Railway’s “America 250” locomotive rolled out of the Morristown, N.J., shop building on Saturday, June 20, 2026. Photo by Michael T. Burkhart

About 36 hours before the debut, an invitation went out on social media for the public (and railfans) to view the unveiling from a nearby elevated parking lot. Despite numerous other rail-related events that day (a streetcar trip in Philadelphia, Pa., Pennsy steam at Williams Grove, Pa., and a historical society convention in the Harrisburg area), about 100 people turned out. Following the debut, the crowd was invited to take an up-close look and take night photos.

The switcher was retired by Norfolk Southern in 2016 and purchased at auction by the M&E, Phalon said. After being leased to a Staten Island, N.Y., container operation, it returned to Morristown in the fall of 2024 and received a new main generator along with a black Erie Railroad-style paint scheme.

The locomotive was expected to be briefly put on display at the Whippany Railway Museum before entering regular freight service. 

The M&E dates back to 1895, when it was known as the Whippany River Railroad. While in the past it was best known as an Alco-road, today its fleet consists mostly of four-axle EMDs.

—Michael T. Burkhart

The post Morristown & Erie Releases Semiquincentennial Unit appeared first on Railfan & Railroad Magazine.

The Cincinnati Scenic Railway, operator of the LM&M Railroad and Ohio Rail Experience, recently acquired a former Nickel Plate Road express car.

The car, former NKP 8505, was built in 1947 and used on the railroad’s passenger trains between Buffalo and Chicago. It later ended up on the Norfolk & Western and Norfolk Southern. The car eventually ended up in Kansas. The car was purchased from American Heritage Railways and moved with assistance from the Abilene & Smoky Valley Railroad in Kansas and Case Towing in Lebanon, Ohio.

The car is presently painted for the N&W and numbered 410. Cincinnati Scenic plans on restoring it to its NKP appearance and using it as a power car. The car is part of an effort by Cincinnati Scenic to restore NKP equipment important to Ohio; the group is also working to restore NKP GP9 532. Both pieces of equipment will be used on Cincinnati Scenic’s Ohio Rail Experience excursion operation around Ohio and the LM&M out of Warren County.

—Railfan & Railroad Staff

The post Cincinnati Scenic Saves NKP Express Car appeared first on Railfan & Railroad Magazine.

The owner of California’s Trona Railway, the mineral-hauling short line known best among railfans for its fleet of vintage six-axle EMD locomotives, filed for bankruptcy on June 15. 

In a press release, Searles Valley Minerals blamed its struggles on a changing mineral market. The company said it will continue operations during bankruptcy proceedings and that its ultimate goal is to sell all of its assets, including the railroad.

“For more than 150 years, Searles Valley Minerals has produced critical minerals from one of the world’s few water-soluble borate deposits,” said Dennis Cruise, president of Searles Valley Minerals. “As the soda ash market changed, we repositioned the business around borates — a mineral with no synthetic substitute and growing strategic importance. A court-supervised sale is the most orderly and transparent way to place this rare resource base, and the people who run it, with an owner who can invest in its next chapter.”

Even before the bankruptcy, Trona’s future seemed uncertain. Earlier this year, Searles Valley Minerals announced it was laying off employees at its mine, resulting in a sharp decline in traffic on the railroad.

—Justin Franz 

The post Trona Railway Owner Files for Bankruptcy appeared first on Railfan & Railroad Magazine.

Railroading Heritage of Midwest America is working at a brisk pace to restore Union Pacific 4-6-6-4 “Challenger” 3985 to operation. This spring, significant progress was made on the restoration of the boiler and tender, important steps in the locomotive’s return to mainline service.

UP 3985 is one of 105 Challengers built by the American Locomotive Company between 1936 and 1943. The Challengers were used in freight and passenger service, mostly in California and Oregon. Engine 3985 was taken out of service in 1957, retired in 1962 and then put into storage until 1975, when it was placed on display in Cheyenne, Wyo. Not long after, a group of UP employees began to restore the engine to operation, and it returned to service in 1981. The engine remained in service into the 2000s. In 2022, the engine was donated to RRHMA, which is restoring it and 2-10-2 5511.

Since arriving at Silvis, both engines have been torn down, and now 3985 is getting to a point where assembly can begin. This spring, 222 tubes and flues were installed in the boiler, a major step toward conducting a hydro-test. A new Nathan 4000C injector — one of a number of new ones built in partnership with the Pennsylvania T1 Trust and Valv-Trol manufacturing in Stow, Ohio — was also installed. Lastly, the group has been working on adding new roller bearings to the locomotive’s centipede tender. The bearings will reduce servicing requirements and increase service life.

For more information about the locomotive and its restoration, visit rrhma.com.

—Justin Franz 

The post Work Continues on UP 3985 at Silvis appeared first on Railfan & Railroad Magazine.

The Nevada Northern Railway Museum is perhaps best known among railfans for its collection of three restored steam locomotives and a shop-and-yard complex right out of the steam era. But it is also home to something perhaps even more important: 3,600 cubic feet of historic records and paperwork that tell the entire story of the railroad’s 120-year history as a copper hauler in eastern Nevada.

The museum’s efforts to preserve those records were recently recognized by the American Association for State and Local History with the prestigious Award of Excellence. The awards program was initiated in 1945 to establish and encourage standards of excellence in the collection, preservation and interpretation of state and local history throughout the United States.

The railroad’s record vault was constructed in 1914, and it contained all of its vital records, an invaluable resource for museum staff, genealogists, historians and railroad enthusiasts. A few years ago, the museum emptied the entire vault room so that it could be brought up to modern standards with new shelving, HVAC control, lighting and access. The records were indexed, placed in archival-quality storage materials, and returned to the vault, where ongoing cataloging and digitization efforts are underway. Concurrently, the new Archive Research Room was opened to the public, providing a place to access this important historical collection.

—Justin Franz 

The post Nevada Northern Wins Award for Corporate Record Restoration Project appeared first on Railfan & Railroad Magazine.

by Kevin Meisenhelter/photos as noted

What comes to mind when you think of Florida? For most, it means theme parks, beaches, and the Everglades. But for railfans, Florida East Coast Railway will be one of the first thoughts. This 351-mile regional runs a tight, efficient operation with both freight and passenger trains on its busy main line.

Birth of the Speedway
The railroad was the brainchild of industrialist Henry M. Flagler. After two visits to Florida in the 1880s, Flagler recognized the potential to establish a strong tourism industry in the state and began developing hotels and resorts. Jacksonville, St. Augustine & Halifax River Railway was a three-foot narrow gauge line that opened in 1883 between South Jacksonville and St. Augustine. Flagler acquired this line, rebuilt it to standard gauge, and acquired new equipment so it could adequately serve his properties.

Through a series of acquisitions and new construction, Flagler’s dream of connecting cities and towns along the east coast of Florida became a reality. His railroad built south to Fort Pierce by 1894 and West Palm Beach later that year. In 1895, Flagler’s railroad holdings were reorganized as Florida East Coast Railway, and construction pushed south to Biscayne Bay in 1896. Local residents proposed naming the new settlement “Flagler,” but he declined, encouraging use of the original native name — Miami. Fueled by Florida’s booming economy, FEC soon embarked on one of the most ambitious railroad construction projects in American history.

ABOVE: Under clear skies, Train 109 creeps through downtown Fort Lauderdale on January 9, 2026. ES44C4s 821 and 814 are two of three GEs remaining in the “Champion” scheme. —Kevin Meisenhelter

In 1905, FEC began construction of its 156-mile extension from Miami to Key West. The project took seven years to complete and was repeatedly delayed by hurricanes. The first train reached Key West on January 21, 1912; Henry Flagler died the following year. The extension was intended to capitalize on anticipated traffic generated by the opening of the Panama Canal, capturing freight and passengers moving to and from South America and the Caribbean. Much of that business never materialized, however, and the Labor Day Hurricane of 1935 ultimately doomed the line. Forty-two miles of track were washed away, and much of the remainder was heavily damaged. Already in bankruptcy, FEC chose not to rebuild the extension. Today, many of the original bridges stand alongside U.S. Route 1.

As Florida grew into a major vacation destination, FEC became known as the “Speedway to Sunshine,” forming the final link in through routes from New York and Chicago. Streamliners such as the Champion (with Atlantic Coast Line), Dixie Flagler (with Louisville & Nashville and Chicago & Eastern Illinois), and South Wind (with L&N and Pennsylvania Railroad) became synonymous with luxury travel on FEC.

ABOVE: FEC SD40-2 716 leads a late Train 335 through the yard in Fort Lauderdale on March 19, 2020. Aggregate products make up a large portion of FEC’s traffic base. —Kevin Meisenhelter

In 1963, FEC became the center of one of the most contentious labor disputes in American railroad history. After failing to reach agreement on work rules and wages, non-operating unions went on strike against the railroad, and most operating unions initially honored the picket lines. For a brief period, service was largely halted. Within days, however, FEC resumed limited freight operations using supervisory personnel and newly hired replacement workers. (Passenger trains were rerouted over Atlantic Coast Line and Seaboard trackage.) This marked a turning point in the dispute, as the railroad continued to operate, albeit at reduced levels. The conflict grew increasingly bitter, with widespread vandalism, sabotage, and several derailments reported across the system. While some unions reached agreements and returned to work in the late 1960s, others remained on strike for years. The last of the strike activity effectively ended in 1977, bringing to a close one of the longest labor disputes in U.S. railroad history.

The FEC that emerged from the strike was a trimmed-down version of its former self. Except for a brief revival of local service during 1968, passenger trains were eliminated, and most of the railroad’s branch lines had been abandoned. If it didn’t make money, it was cast off. The railroad focused on growing its intermodal and aggregate business. Trains operated on tight schedules and were not held for late cars or length requirements. Quick turnarounds allowed FEC to remain competitive with trucks and achieve a high car utilization rate. Further cost savings came from reducing the main line to single track and instituting two-man crews across the system. The well-engineered right-of-way is the envy of most railroads, it features only minor grades, and most curves allow trains to maintain high speeds. Freight trains can operate at speeds up to 60 mph, and the main line is fully controlled by centralized traffic control.

ABOVE: Southbound Brightline “Bright Orange” passes the Titan Cement plant at Linton Road in Delray Beach on September 18, 2018. —Otto M. Vondrak

A Trip Down the Coast
The northern and southern halves of the railroad have quite different operational patterns, with the dividing line being Cocoa. This tour begins at FEC’s northern terminus in Jacksonville and works south down the east coast of Florida. Bowden Yard, a few miles south of downtown Jacksonville, anchors FEC’s northern operations. FEC’s official start is at Milepost 0 at the drawbridge spanning the St. Johns River downtown, but Bowden is the operational start, with all trains originating and terminating there. CP Sunbeam lies at the south end of Bowden Yard and marks where trains enter the main line for their journey south. From there, the tracks parallel U.S. 1 as they head southeast through the Jacksonville suburbs, running straight toward St. Augustine.

Once the site of FEC’s headquarters and a sizable shop complex, St. Augustine offers some of the most recognizable photo locations on the entire railroad. From multiple places along U.S. 1, you can park and photograph trains rolling along the marshlands and across the San Sebastian River. Southbound trains swing directly west for a short stint, allowing you to frame part of Flagler College in the background. The Wilbur Wright Industrial Lead is also located in town. This is a roughly five-mile section of the original line that once ran west to Palatka before returning eastward in Bunnell. In 1925, the Moultrie Cutoff was constructed, eliminating the detour toward Palatka and shaving 20 miles off the main line route…

The post Speedway to Sunshine: Florida East Coast appeared first on Railfan & Railroad Magazine.

A conglomerate of short lines owned by FTAI Infrastructure Inc. is being reorganized under a new brand: The Wheeling.

Previously, FTAI’s railroads — including the Union Railroad — were operated under the Transtar banner. But in 2025, FTAI acquired its largest operation yet: the Wheeling & Lake Erie. W&LE operates more than 800 miles of track in Ohio and Pennsylvania and was founded in 1990 after acquiring former Norfolk Southern routes, some of which belonged to the original W&LE, which operated from 1877 until it was leased to the Nickel Plate Road in 1949. The acquisition also included the Akron Barberton Cluster Railway, also known as ABC Railway, in Akron, Ohio.

In an effort to streamline its railroad holdings, all of the Transtar railroads, as well as W&LE and ABC, are being managed under “The Wheeling” brand out of Brewster, Ohio. While the railroads’ management is being reorganized, sources close to the railroad say little will change trackside; all of the railroads will maintain their own identity and paint schemes.

—Justin Franz 

The post Transtar Railroads Reorganized Under ‘The Wheeling’ Brand appeared first on Railfan & Railroad Magazine.

by Douglas W. Davidson/photos as noted

Chicago’s only electrified main line railroad will celebrate its 100th anniversary during summer 2026. Now operated by Northeast Illinois Regional Commuter Rail Corporation as the Metra Electric District, the former Illinois Central electrified, multi-track line stretches 31.3 miles between Millennium Station (Randolph Street) and University Park, with a double-track branch from 67th Street to South Chicago, and a mostly single-track branch from Blue Island Junction at 120th Street to Blue Island. As a result of a series of projects undertaken by IC between 1893 and 1926, the Metra Electric District between Chicago and University Park is completely grade-separated and free of freight train interference.

Illinois Central inaugurated special suburban service between Chicago and Hyde Park on June 1, 1856, reportedly becoming the first IC train to use the new Great Central Station. Regular suburban operations began on July 21 with the Hyde Park Special, initially offering four daily round trips except Sunday. Ridership proved disappointing, however, and by September service had been reduced to three daily round trips, a level that remained in place for several years amid weak economic conditions.

In 1858, the railroad built a wye at 63rd Street and established Woodlawn station there, extending suburban service beyond Hyde Park while maintaining the same fare. Kenwood station at 47th Street followed in 1859. By 1869, service had reached Oak Woods at 66th Street, site of a new cemetery along the line, and frequencies had increased to five daily round trips except Sunday.

ABOVE: Before McCormick Place changed the landscape along South Lake Shore Drive, a southbound Illinois Central suburban train of Pullman coaches passes the IC roundhouse at 27th Street on November 19, 1960. —James J. Buckley photo, Douglas W. Davidson collection

South of Hyde Park, the railroad initially crossed largely undeveloped territory, but the Great Chicago Fire of 1871 spurred rapid growth along the south side as displaced residents sought new homes outside the crowded city center. One month after the fire, IC increased suburban service to 10 trains each way daily, except on Sundays. In 1872, suburban service was extended as far south as Grand Crossing (75th Street). Because many of the families who moved to the south side after the fire still attended downtown churches, on March 16, 1873, IC launched Sunday service with two round trips between Grand Crossing and Chicago. By 1880, IC was operating 36 daily trains and between 1870 and 1880, suburban ridership had increased from 200,000 passengers per year to 1.5 million passengers per year. By 1883, service was extended to East Roseland (104th Street), Pullman (111th Street), and Kensington (115th Street).

Suburban ridership continued to grow during the 1880s, prompting Illinois Central to expand both its infrastructure and equipment fleet. In 1880, two additional main tracks were added between Chicago and Kensington. Fifth and sixth main tracks were placed in service between Chicago and Grand Crossing in 1883, then extended to Kensington in 1885. The resulting six-track main line provided separate routes for inter-city passenger, freight, and suburban trains. Service on the newly constructed South Chicago Branch began on September 2, 1883.

Until 1880, suburban trains were operated with steam locomotives and coaches drawn from the regular passenger fleet. That year, IC purchased 56 new suburban locomotives capable of operating in either direction, eliminating the need to turn engines after arrival in Chicago. These “double-enders” carried a headlight above the tender for reverse operation. In 1882, the railroad added 55 new suburban coaches with increased seating capacity.

ABOVE: A pair of IC Highliners heads south past 18th Street in June 1974, passing a string of retired heavyweight cars. In the distance, a light power move led by a Gulf, Mobile & Ohio GP35 crosses the St. Charles Air Line. As more Highliners arrived, the last of the heavyweights survived until the harsh winter of 1978–1979 forced their retirement. —Lou Gerard

With construction of the Pullman Palace Car Works and its model industrial town at 111th Street in 1880, Illinois Central established a station at Pullman and erected a depot designed to complement the community’s distinctive architecture. Suburban service to Pullman began that same year, and during construction the railroad even operated excursion trains for Chicago residents interested in viewing the project’s progress.

By 1890, IC was operating 114 daily suburban trains and carrying four million passengers annually. The Blue Island Branch opened on May 1, 1893, and by 1900 supported 16 daily round trips.

The 1893 Columbian Exposition in Jackson Park posed an enormous financial and logistical challenge for Illinois Central, but by all accounts, the railroad met it with remarkable success. In preparation for the World’s Fair, the Chicago City Council passed an ordinance on May 23, 1892, requiring IC to elevate its tracks between 51st and 67th streets. Completed in less than a year, the project eliminated all grade crossings between 47th and 70th streets.

ABOVE: A six-car train of old Highliners is northbound past the old Homewood interlocking tower on June 3, 2015. The tower closed in 1964 when the signal system was upgraded to centralized traffic control. —Lou Gerard

Additional improvements included construction of the new Central Station at Park Row to replace South Water Street Station, installation of two additional tracks between Van Buren Street and the fairgrounds for exclusive World’s Fair service, and a new automatic block signal system between Van Buren Street and Kensington. IC also acquired 41 locomotives and 300 side-door passenger cars for Exposition traffic and built new stations at Van Buren Street and the fairgrounds.

Architect Daniel Burnham of Burnham & Root oversaw the design and construction of the fairgrounds, which became famous as the “White City.” Illinois Central served as the primary rail carrier to the Exposition, with Baltimore & Ohio playing a secondary role. The railroad’s operational statistics during the Fair astonished the industry. During the 182 days the Exposition was open, from May 1 through October 31, IC operated 40,116 special trains carrying 8,780,616 passengers. On October 9, 1893, alone, the railroad handled 263,282 passengers to the fairgrounds and another 241,843 suburban riders, for a one-day total of 505,125 passengers — all without a single serious accident.

Into the 20th Century
Illinois Central’s suburban service continued to expand rapidly in the early 20th century. Annual ridership reached 10.8 million passengers by 1900 and climbed to 13.8 million by 1910.

ABOVE: Running against the normal current of traffic, Metra Train 813 departs the classic IC suburban depot at Homewood on May 18, 2014. Low-level platforms to the right serve Amtrak long-distance trains. —Otto M. Vondrak

During this same period, the Chicago City Council passed a series of ordinances requiring nearly every railroad within the city limits to eliminate grade crossings through track elevation or depression. Between 1892 and 1925, Illinois Central complied with eight such ordinances, ultimately creating a fully grade-separated right-of-way within Chicago.

Air pollution caused by steam locomotives — including coal smoke and cinders — also came under increasing public scrutiny. As early as 1897, IC established a special electrification committee made up of railroad officers and engineers, which concluded that suburban electrification was feasible. In a 1909 speech, IC President J.T. Harahan stated that electrification of the terminals was under consideration, though he cautioned that the extensive yard trackage and interchange operations with other railroads posed significant challenges. Federal control of the railroads during World War I delayed further progress for several years…

The post Celebrating a Century of Metra Electric appeared first on Railfan & Railroad Magazine.

Months after its future appeared uncertain, the newly rebranded Port Jervis Railroad Museum announced on June 11 that it would reopen over the July 4 weekend.

The New York museum is centered around the city-owned Erie Railroad turntable and is a project of the nonprofit TOYX, Inc., a group best known for its “Operation Toy Train” fundraiser. In December, TOYX alleged that the city told them the site was going to be redeveloped and the rail equipment needed to be removed before July 2026. But the mayor of Port Jervis later denied that and said he wanted the museum to stay. TOYX even went as far as removing some equipment from the site. In January, TOYX announced that it was in talks to stay in the city.

Along with securing a deal to stay in Port Jervis, the museum is also changing its name to the Port Jervis Railroad Museum.

“Our name has changed to better reflect our commitment to preserving local railroad history,” said museum President Rudy Garbely. “The museum’s collections, artifacts, and stories have been completely remodeled to better tell the history of the railroads that built the City of Port Jervis and connected this region to the rest of the nation.”

A highlight of the reopening celebration on July 4 will be the public debut of Erie Lackawanna Railway caboose C380. Restored and repainted by TOYX volunteers this spring, the caboose now wears the Erie Lackawanna’s original 1976 bicentennial paint scheme. The caboose is just one of the major restoration efforts in Port Jervis.

The opening event will take place on Saturday, July 4, 2026, from 10 a.m. to 4 p.m. at the museum’s historic Erie Turntable site, located at 86 Pike St. in Port Jervis, New York. Admission to the reopening event will be free. The event will also feature the unveiling of a new signature Erie Lackawanna barbecue sauce, professionally produced and bottled using the railroad’s original 1965 recipe and sold as a unique fundraising initiative celebrating the region’s railroad heritage. For more information, visit pjmuseum.org.

—Justin Franz

The post Port Jervis Railroad Museum Reopens appeared first on Railfan & Railroad Magazine.

Short line holding company Regional Rail LLC plans to acquire the Massachusetts Central Railroad, according to a recent filing with the U.S. Surface Transportation Board. The transaction is expected to take effect on or around July 1.

The Massachusetts Central has operated 25 miles of former Boston & Albany trackage between Palmer and South Barre, Mass., since 1979. The railroad uses a fleet of EMDs painted in an attractive Boston & Maine-like livery.

Regional Rail was founded in 2007 and owns 14 short lines in Florida, North Carolina, Pennsylvania, Minnesota, New York, New Jersey, Ohio, Indiana, Illinois and Saskatchewan. Among its recent acquisitions is the Minnesota Commercial Railroad.

According to the STB filing, Regional Rail does not anticipate any major changes to Massachusetts Central’s day-to-day operations.

—Justin Franz

The post Regional Rail to Acquire Massachusetts Central appeared first on Railfan & Railroad Magazine.

The Illinois Railway Museum has acquired yet another historic diesel locomotive: an EMD GP20 built for Union Pacific and then rebuilt for the Illinois Central Gulf. The locomotive arrived at Union, Ill., on June 3.

Will County Coal Handling 1802 was built in La Grange, Ill., in 1959 for UP as an SD24B, numbered 427B. Since it was a “booster” locomotive, it was built without a cab. In 1977, the engine was sold to ICG and rebuilt at its Paducah, Ky., shops. During that rebuild, it became a GP20, received a 2,000-horsepower 645E prime mover and a cab. ICG 2002 remained in service until 1995, when it was sold to the Twin Cities & Western and then the Red River Valley & Western. In 1997, it went to Commonwealth Edison for use in coal service. It was numbered ComEd 1908 and finally WCCH 1802. The locomotive was assigned to the NRG Will County Generating Station in Romeoville, Ill. The locomotive was donated to IRM by NRG. The museum is currently raising money to support the preservation and maintenance of the locomotive. Donations can be made online.

—Justin Franz 

The post Illinois Railway Museum Acquires GP20 appeared first on Railfan & Railroad Magazine.

The Cumbres & Toltec Scenic began regular operations on June 9, about two weeks later than normal due to extreme drought conditions across Colorado and New Mexico. 

“A sincere thank you to all our passengers and the communities in Chama and Antonito who have been so patient as we waited for conditions to improve,” said Eric Mason, CEO of the Cumbres & Toltec Scenic Railroad. “We are excited to welcome guests back aboard and hear the opening whistle signal the start of another memorable season.”

This spring, extreme drought conditions have persisted across the Southwest. While in recent years the railroad has converted at least two of its locomotives to burn oil so that it can operate in dry conditions, management felt the conditions were too extreme even for an oil burner.

—Justin Franz 

The post C&TS Kicks off New Season Following Delayed Start appeared first on Railfan & Railroad Magazine.

Tens of thousands of people lined Norfolk Southern rails over the weekend as Union Pacific 4-8-8-4 “Big Boy” No. 4014 crossed Indiana and Ohio as part of its historic tour of the Eastern United States.

The eastern leg of the cross-country tour — meant to celebrate the country’s 250th anniversary and promote UP’s proposed acquisition of NS — departed Cheyenne, Wyo., on May 25 and arrived on NS rails near Chicago on Friday, June 5. The locomotive overnighted in Fort Wayne, Ind., before continuing to Bellevue, Ohio, on Saturday. After a day-long stay there, the engine is expected to run from there to Conneaut on Monday.

While crowds have been excited to see the locomotive, the event hasn’t been without incident. There have been reports of people getting too close to the tracks and poorly flown drones being struck by the passing locomotive. UP encourages people to stay 25 feet back from the tracks at all times.

One of the highlights of the tour will be this coming weekend, when the locomotive will lead an excursion on the Reading & Northern on June 14. After that, the engine will visit Steamtown National Historic Site in Scranton, where it will be reunited with Big Boy No. 4012. National Park Service officials anticipate more than 58,000 people coming to the park to see the locomotive. The engine is expected to be in Philadelphia on July 4, before heading back west. The full schedule can be viewed online.

The trip marks the first time a UP Big Boy has operated east of Chicago.

—Justin Franz 

The post Huge Crowds Greet ‘Big Boy’ on Historic Eastern U.S. Tour appeared first on Railfan & Railroad Magazine.

Portland Streetcar has selected CAF USA to build 15 new vehicles to help expand service and replace its original Czech-built streetcars, which entered service in 2001 and are now reaching the end of their useful life. Portland Streetcar was established in 2001 and serves the area immediately around downtown.

The new streetcars will be built in Elmira, N.Y., and will be similar to those in use in Kansas City, Mo. The new cars will be hybrid battery-equipped, allowing them to serve a new off-wire portion of the system. The NS Line is presently being expanded to Montgomery Park in Northwest Portland. Construction of that line could begin in 2028, and revenue service could start in 2030, when the cars are expected to arrive.

—Bob Gallegos

The post Portland Picks CAF for New Streetcars appeared first on Railfan & Railroad Magazine.

Ohio’s Age of Steam Roundhouse has completed construction of a 10-stall roundhouse that it began last year. The museum celebrated the opening on May 28 with a ribbon-cutting and the placement of the first piece of equipment in the structure, the business car Sugarcreek.

The 10-stall roundhouse has long been a key part of Age of Steam’s master plan, drafted by its founder, Jerry Jacobson, in 2008. While the previous 18-stall roundhouse is primarily made of wood, this new one was constructed of steel, reflecting the style of roundhouses built during the late steam era. Although it will not be open to the public, the equipment stored inside will be rotated with that on public display in the main roundhouse.

Age of Steam has a collection of nearly two dozen steam locomotives, many of which were once part of the Ohio Central Railroad fleet. For more information, visit ageofsteamroundhouse.org.

—Justin Franz

The post Age of Steam Completes Roundhouse Expansion appeared first on Railfan & Railroad Magazine.

The Chicago Transit Authority recently donated four pieces of historic equipment to the Illinois Railway Museum. The first two are a semi-permanently coupled pair of CTA “L” cars built by the Budd Co. of Philadelphia in 1984, part of the final batch of cars ever built by Budd.

Cars 2871 and 2872 were originally assigned to the Blue Line before being moved to the Purple Line in 1996, the Red Line in 2000, and finally the Orange Line in 2014. The cars were rebuilt by Alstom in 2000. The two cars were retired in 2025 and have become the first of their type to be preserved.

The other two pieces of equipment are buses: a Flxible Metro-E diesel bus constructed in 1985 and a Nova Bus LFS diesel built in 2002. IRM plans to operate all four pieces of equipment at its museum in Union, Ill.

The post Chicago Transit Cars, Buses Donated to IRM appeared first on Railfan & Railroad Magazine.

An 0-4-0T tank engine that spent decades switching tank cars at an oil refinery in Casper, Wyo., will return home to the Cowboy State thanks to the efforts of a local historian and two museums.

Standard Oil Company of Indiana locomotive No. 1 was built by the American Locomotive Company’s Cooke Works in Paterson, N.J., in 1920. It spent decades working at the refinery, one of the world’s largest, until it was retired in the early 1960s. In 1962, it was acquired by the Colorado Railroad Museum and put on display in Golden, Colo.

Over the past year, railroader, author and historian Con Trumbull — who also works as the archivist and assistant trainmaster at the Nevada Northern Railway Museum — has worked with the Fort Caspar Museum and the Colorado Railroad Museum to help bring the locomotive home to Wyoming. Plans call for the engine to be displayed near the museum entrance and incorporated into a larger exhibit about the city’s oil industry.

“We are excited about what this project means for Casper history, and Con’s dedication and persistence have been instrumental in moving this project forward,” said Steve Gainer, Fort Caspar Museum supervisor. “He recognized this locomotive’s historical importance to Casper years ago and has devoted an extraordinary amount of time and effort toward bringing it home. He is very committed to preserving our community’s history.”

Colorado Railroad Museum Executive Director Paul Hammond said the locomotive will have a better home in Wyoming, where it can be used to tell local stories.

“Through careful consideration and thoughtful deaccessioning — in cases where we either have artifacts unrelated to Colorado, or duplicates of other more significant objects — the Colorado Railroad Museum is working to place selected items with new owners. The goal is to better target our existing resources, including space, so the museum can continue to collect artifacts and rolling stock that focus on telling the rich railroad history and diverse stories of Colorado,” Hammond said in a press release.

The Fort Caspar Museum is launching a campaign to raise $15,000 to cover the transportation, cosmetic restoration and other costs associated with bringing the locomotive home. For more information, visit fortcaspar.org/standard-oil-locomotive.

—Justin Franz

The post Standard Oil 0-4-0T to Return Home to Wyoming appeared first on Railfan & Railroad Magazine.

Norfolk & Western J Class 4-8-4 611 has received a patriotic makeover ahead of a series of excursions this summer on the Buckingham Branch’s Virginia Scenic Railway. The new livery honors the 250th anniversary of the United States and made its debut May 30 at the Virginia Museum of Transportation.

The red, white and blue paint takes inspiration from an artist’s rendering of N&W 611 that was created in the 1970s, when the locomotive was a possible candidate to lead the American Freedom Train. AFT organizers ultimately passed over the N&W engine, but it was later restored for the Norfolk Southern steam program in the early 1980s. The paint job was done in coordination with Sunset Models 3rd Rail.

“This is truly a once-in-a-lifetime event, and what better way to celebrate America’s 250th anniversary than with one of America’s greatest innovations — the iconic Norfolk & Western Class J No. 611,” said Zac McGinnis, steam operations manager for the Virginia Museum of Transportation. “Railroads helped link this country together, fueling industry, commerce and connection from coast to coast. Even today, railroads remain a lifeline for everyday life across America, and this project is a powerful reminder of that legacy. To have the opportunity to operate the 611 on these ‘Summer of Steam’ excursions — especially on the Fourth of July — in this historic red, white and blue livery is truly the icing on the cake and something we’ll never forget.”

Locomotive 611 is set to lead excursions for two weeks out of Staunton, Va., from June 12-21. Then it will move from Staunton to Louisa for another two weeks of trips, from June 26 to July 5. Visit the Virginia Scenic’s website for more information.

The post Norfolk & Western 611 Gets Patriotic Makeover for ‘Summer of Steam’ appeared first on Railfan & Railroad Magazine.

The Cumbres & Toltec Scenic Railroad was supposed to begin its 2026 operating season over Memorial Day weekend, but has decided to push that start date back by at least two weeks due to extreme drought conditions across the Southwest.

“With deep respect for the land, forests, and communities where we operate, the Cumbres & Toltec Scenic Railroad Commission made the difficult decision to delay the start of our season,” said Mark Graybill, Colorado commissioner of the Cumbres & Toltec Scenic Railroad Commission.

The commission held an emergency meeting a week before the railroad’s planned opening and voted to postpone it until at least June 9. The railroad will conduct a review on June 2 to determine if conditions have improved enough to safely operate.

Guests holding reservations for affected departures have been contacted directly by the railroad’s reservations department. Passengers may choose either a full refund or rebooking on a later departure.

As of late May, extreme drought conditions were persisting across northern New Mexico and southwestern Colorado. While in recent years the railroad has converted at least two of its locomotives to burn oil so that it can operate in dry conditions, management felt the conditions were too extreme even for an oil burner.

—Justin Franz

The post Cumbres & Toltec Delays Season Due to Fire Danger appeared first on Railfan & Railroad Magazine.