Railnews from Railfan & Railroad Magazine

After six years with White River Productions, Associate Editor Justin Franz will be departing the staffs of Railfan & Railroad and Railroad Model Craftsman to accept a full-time position with the Center for Railroad Photography & Art. Justin will continue serving as a contributor to our monthly news columns.

During his time with R&R and RMC, Justin has helped develop engaging feature stories, manage our news coverage and regular contributors, support our online reporting, and bring the excitement of railroading to our readers each month. His knowledge of the railroad industry, strong journalistic instincts, and enthusiasm for telling meaningful stories have made him an important and valued member of our small editorial team.

While we are sorry to see Justin go, we are also excited for him as he begins this next chapter and continues his work documenting and sharing railroad history and photography. We are grateful for everything he has contributed to our magazines and wish him every success in his new role.

—Steve Barry and Otto M. Vondrak

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The Fort Wayne Railroad Historical Society has acquired Nickel Plate Road Business Car 1, a remarkably intact Pullman-built executive car that once operated at the center of one of the most influential railroad systems in American history.

Constructed in February 1929 by the Pullman Company at Calumet, the car was built for Oris and Mantis Van Sweringen, architects of a railroad empire that spanned the Midwest and East Coast. The car later operated as Chesapeake & Ohio 1 and Norfolk & Western 1, tracing a direct line through the consolidation and evolution of American railroading in the mid-20th century.

A comprehensive overhaul is planned to address deterioration and modernize the car’s critical systems, with restoration costs expected to begin at $300,000. Once complete, Business Car 1 will enter service alongside Nickel Plate Road business car 7, the Kitchi Gammi Club, which the organization acquired in 2025, operating behind restored Nickel Plate steam and diesel locomotives.

“Opportunities like this are exceptionally rare, and this is one we have pursued for over 10 years,” said Kelly Lynch, executive director of the Fort Wayne Railroad. “This car sits at the intersection of multiple major railroads and a defining era of passenger rail travel and locomotive development. Alongside our other Pullman car, it opens a fantastic way for people to experience the craftsmanship and culture of American railroading in motion. We are grateful to Powell Felix for his recent guardianship of the car, and to Nickel Plate Heritage Railroad for providing it a safe harbor after the closure of the Indiana Transportation Museum.”

In 1971, the car was acquired from N&W by J. Henry Kegley, a Bristol, Virginia, businessman, at a time when historic railroad equipment was routinely scrapped or dispersed. He maintained the car on a siding at his Tenneva Foods facility in a quiet yet decisive act of preservation, ensuring its survival. 

Following Kegley’s passing, the car was transferred from his estate in 1999, continuing its preservation. In the decades that followed, the car remained in the care of dedicated private owners, David and Eleanor Wilcox and Steve and Mary DeVoe. During this time, its use was donated to the Indiana Transportation Museum for the enjoyment and education of thousands of passengers through museum train trips, many special dinners, and special events.

Most recently, the car has been owned by Powell Felix, president of Indiana Boxcar Corporation. Through a special arrangement with Felix, the car has now joined the Fort Wayne Railroad’s operating fleet, beginning its next chapter in preservation and public interpretation.

Designed to accommodate up to 16 guests in its original configuration, the all-steel car includes private quarters for staff, a full kitchen, a dining room, and a lounge. Inside, polished wood interiors and period details reflect the environment in which railroad leaders operated — a space where business, hospitality, and mobility were seamlessly combined.

While the car remains remarkably intact and retains its original fixtures, furnishings, and much of its historic mechanical fabric, its mechanical, electrical, and HVAC systems date to the 1970s, and years of moisture intrusion have taken a toll on portions of the lounge and private suites, where ceiling and window seal repairs are now necessary. A comprehensive overhaul is planned to modernize critical systems and address deterioration. The car has recently been trucked over 109 miles to the Fort Wayne Railroad’s restoration shop in New Haven, Indiana.

Only five Nickel Plate Road business cars are known to survive, with others located in Lima, Ohio; New Bremen, Ohio; and Los Angeles, California. With this acquisition, the Fort Wayne Railroad now stewards one of the most significant collections of Nickel Plate executive equipment in existence.

—Railfan & Railroad Staff

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The Rockhill Trolley Museum has nearly completed the restoration of an Aurora, Elgin & Chicago interurban car built in 1909 by the Kuhlman Car Company. Among the finishing touches is hand-crafted gold-leaf lettering.

Car 315 has been at the museum since 1963, when it was purchased from the Aurora, Elgin & Chicago for $500. The car was made operable in 1967 and was used on special occasions from then until 2001, when it was taken out of service because of a deteriorating platform. Initially, the plan was to rebuild just the platform, but it eventually turned into a 25-year total rebuild (although not all at once).

Among the finishing touches is gold-leaf lettering and numbering. 

The museum has contracted with a local artist, “Hot Rod Jen” from Hummelstown, Pennsylvania, to apply the gold-leaf lettering and numbering. The Rockhill Trolley Museum was the first railroad museum to hire Jen, and she has since gone on to do work for the Strasburg, McHugh Locomotive & Equipment, Fox River Trolley Museum and others.

Volunteers are also working on reupholstering the seats inside, installing upper clerestory windows and interior trim.

—Justin Franz 

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The McCloud Railway, one of California’s most famous short lines that has been closed for 16 years, is reopening. On August 4, the short line announced that it would soon resume operations, and sources close to the effort tell Railfan & Railroad that they hope to begin offering rail bike rides later this year and diesel-powered excursions in 2027.

The railroad was founded by the McCloud River Lumber Company in 1897 as the McCloud River Railroad Company. The railroad’s primary purpose was to move logs and connect the company’s sawmill near Mt. Shasta with the Southern Pacific. Eventually, the railroad operated a 130-mile route through the woods of Northern California. The railroad was owned by a number of companies before being sold to Jeff Forbis’ 4-Rails, Inc., which renamed it the McCloud Railway. In the 1990s, the railroad began offering excursions, including behind steam. Freight traffic continued to decline, and by the 2000s, it had become a struggling excursion railroad. In early 2010, McCloud ceased operations, and the following year it was purchased by Mike Williams Group. Little has happened on the railroad since. 

Recently, Williams was joined by a new business partner who wanted to revive the line, which today includes about 15 miles of main line between McCloud and Mt. Shasta. This year, workers have been slowly clearing the right-of-way of trees and brush. They have also been working on two McCloud SD38 locomotives and some ex-VIA Rail equipment that will be used on future excursions. The rail bike tours, operating under the name Shasta Railbike Experience, are expected to start even sooner out of McCloud. 

The railroad plans to host a volunteer weekend on September 25-27. Among the projects to be tackled are clearing the right-of-way, replacing ties, repairing buildings, prepping locomotives and cars, and getting three recently reacquired speeders up and running. For more information, visit McCloud Railway Company on Facebook. 

—Justin Franz 

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Amtrak is seeking public input on a major reorganization that would see the company split into three distinct organizations focusing on passenger service, infrastructure management and fleet management. If the board decides to proceed, the reorganization would be the biggest change to the company since Congress created it in 1971.

Amtrak officials said the changes were being “designed to bring greater visibility into performance and costs, enable faster and better-informed decisions, and align authority with responsibility and results, creating a more accountable, focused, and agile company built to carry more passengers, support more service, and deliver stronger financial performance.”

“Our management team developed this preliminary framework after extensive study and continues to seek input to be sure we get it right,” said Interim President Byl Herrmann. “Our goal is a more accountable, effective, and resilient Amtrak, one that delivers more riders, more revenue, and the best customer service in the transportation industry.”

In a separate press release, the Rail Passengers Association cautioned Amtrak’s board of directors against making rushed decisions or ones that would harm the traveling public. Rail Passengers Association President Jim Mathews also said that organizational reform was not a substitute for adequately funding the railroad.

“While it is too early to draw any definite conclusions, the Key Performance Indicators Amtrak decides to focus on may prove more important than the organizational chart itself,” said Mathews. “The right metrics reinforce Amtrak’s public-service mission. The wrong ones could unintentionally push the company toward priorities Congress never intended.”

—Justin Franz 

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Union Pacific 4-8-8-4 “Big Boy” 4014 wrapped up its historic cross-country tour on July 29 in Cheyenne, Wyo. The months-long tour began back in March, when the engine and crew made a round trip to California over the course of four weeks. Then, on May 25, the locomotive headed for the East Coast, bringing the world’s largest operating steam locomotive to iconic locations like Tunkhannock Viaduct and Horseshoe Curve. 

Along the way, tens of thousands of railroad enthusiasts and curious onlookers lined the tracks — sometimes getting a little too close — to witness the spectacle put on to celebrate America’s 250th anniversary. Equally important to UP officials, however, was to promote UP’s proposed merger with Norfolk Southern; east of Chicago, the locomotive mostly traveled over NS rails to Philadelphia, where it spent the July 4th weekend. After that, the engine headed back west over NS rails towards Chicago, before heading south for St. Louis and Kansas City. 

“Big Boy UP 4014 visited communities from Sacramento to Philadelphia, making more than 75 whistle-stops and 16 display day appearances, bringing railroad history to life for thousands across the nation,” UP wrote on social media. “To every person who waved, photographed, cheered and shared in the experience: thank you for helping make this tour one to remember.”

Along with that post was a photo of the locomotive’s smokebox door with the number 7,145.48: The number of miles the locomotive traveled during its historic tour. 

—Justin Franz 

The Union Pacific steam crew back home in Cheyenne, Wyo., with “Big Boy” 4014. Photo Courtesy of Union Pacific. 

7145.48: The final mileage of the historic cross-country tour. Photo Courtesy of Union Pacific. 

The post UP ‘Big Boy’ Wraps Up Historic Tour appeared first on Railfan & Railroad Magazine.

VIA Rail Canada has selected Swiss rail manufacturer Stadler to construct a fleet of 45 long-distance hybrid battery-diesel locomotives for use on long-distance and regional trains. The new locomotives are expected to replace VIA’s aging fleet of F40PH-3s, many of which are approaching 40 years old. 

The $1.95 billion deal calls for $1.6 billion to be spent on 45 new locomotives, plus an additional $357 million to construct a new assembly and maintenance facility in Montreal. Officials said that up to 36 locomotives would be assembled in Canada. The locomotives will be North America’s first hybrid-powered passenger locomotives. They will also be the first main line diesel locomotives produced by Stadler for the North American market. Until now, Stadler has mostly worked in the light rail market, although its KISS trainset was used to electrify Caltrain. 

“Today, for the first time in more than 25 years, we’re bringing passenger rail locomotive assembly back to Montréal,” said Minister of Transport Steven MacKinnon. “This investment means skilled manufacturing jobs, stronger Canadian supply chains, and a modern fleet that will keep Canadians connected for decades to come. By combining Canadian expertise with world-class European innovation, we’re strengthening our economy while building a more resilient passenger rail network for the future.”

Stadler officials said that the locomotives were being built specifically to handle Canada’s extreme weather and would be able to operate at -50°C (-58°F). The first units will be built in Spain and are expected to begin arriving in 2028. Construction will transition to Montreal once Stadler’s new manufacturing facility is completed. The full order is expected to be completed by 2033. 

—Justin Franz 

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The Lebanon, Mason & Monroe Railroad in Ohio will celebrate its 40th anniversary with the appearance of not one but two operating 0-4-0 steam locomotives: Jeddo Coal Company 85 and Little River Railroad 1. The visiting locomotives will lead excursions on September 12 and 13, during the Lebanon Train Fest. 

It’s believed to be the first time two steam locomotives have operated together in Lebanon in more than a century. 

“This is a once-in-a-generation opportunity for railfans, families, and history enthusiasts,” said LM&M Railroad President Ray Kammer Jr. “Bringing two historic steam locomotives together in Lebanon while celebrating the LM&M Railroad’s 40th anniversary creates an unforgettable experience that honors our community’s rich railroad heritage.”

The LM&M operates on a former Pennsylvania Railroad branchline. The operation is managed by the Cincinnati Scenic Railway. For more information, visit LebanonRR.com. 

—Justin Franz 

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Two months after the U.S. Surface Transportation Board tentatively accepted Union Pacific’s application to acquire Norfolk Southern, the Class I railroad has filed an “enhanced” application that it hopes will convince federal regulators to greenlight the largest railroad merger ever.

In May, the STB unanimously voted to accept UP’s application to acquire NS, although it said it still needed more information before it could fully consider the proposal. It gave the Class I until July 27 to provide that additional information. On July 7, the railroad filed the first part of that revised application, including a plan to partially divest from two key terminal railroads, Terminal Railroad Association of St. Louis and Kansas City Terminal Railway. That filing turned out to be a precursor to a deal with Canadian National announced on July 23, which would see the Canadian road take NS’s shares of the two terminal railroads if the UP-NS merger is approved. In return for dropping its opposition to the merger, CN is also getting overhead and trackage rights that will allow it to reach new markets.

On July 27, UP and NS filed a 407-page update to their previous application from earlier this year. In it, the railroads promised to expand their Committed Gateway Pricing promise that would guarantee a set rate for certain shipments; the combined railroad would preserve Class I rail options for 3-to-2 shippers as well as 2-to-1 shippers, where they can “legally grant access to another railroad;” in the event of a service meltdown during the merger, customers would be able to obtain temporary access to alternative rail routes; and if the benefits of the merger are not realized in a timely manner, customers would be able to gain access to a new rate relief process.

“We are more confident than ever that creating America’s first transcontinental railroad is good for America. The merger will provide our customers faster, more reliable and efficient coast-to-coast service from day one and create cost savings that will flow through to consumers,” said Union Pacific CEO Jim Vena. “We talk to our customers every day, and as we listened to them and reviewed the STB’s comments, we saw opportunities to provide additional assurances through an unprecedented set of voluntary commitments to our customers.”

While Vena has been talking about the advantages of his proposed merger, rival Class Is remained unconvinced. Not long after the enhanced application was submitted, the Stop the Rail Merger Coalition — a group spearheaded by BNSF Railway and CPKC — began to rail against it.

“Union Pacific and Norfolk Southern have had multiple opportunities to show that this merger serves the public interest and enhances competition. They have failed every time,” said the Stop the Rail Merger Coalition. “You cannot paper over a bad deal that fuels monopoly power by giving one company control over nearly half of the rail traffic in the U.S., raises costs on farmers and manufacturers, and puts thousands of rail jobs at risk.”

—Justin Franz 

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The Nevada State Railroad Museum in Carson City, Nev., will hold a weekend-long “Motor Car Rally” September 5 to 7. The event will feature more than half a dozen motor cars and mark the 100th anniversary of Tucson Cornelia & Gila Bend Car 401. 

TC&GB was constructed by the Edwards Railway Motor Car Company of Sanford, N.C., for service in Arizona. The car remained in regular service until the 1940s, when it was donated to Travel Town in Los Angeles for preservation in 1956. Short Line Enterprises eventually acquired it in the early 1970s. In 1976, the car was briefly used on the “new” Virginia & Truckee out of Virginia City, before being donated to the Nevada State Railroad Museum in Carson City in 1985. 

Other cars that will be on display or operating during the event will be V&T McKeen Motor Car 22; Rio Grande Southern “Galloping Goose” 7 on loan from the Colorado Railroad Museum; Death Valley Railroad Brill Motor Car 5 from the Laws Railroad Museum & Historic Site; Motor Car “Sarah Kidder” from the Nevada County Narrow Gauge Museum; and replicas of V&T Motor Car 24 and Nevada Central Motor Car 107-C. 

The event will feature motor car rides and behind-the-scenes tours. Tickets are on sale now. 

—Justin Franz

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Eighteen short line and regional railroads are expected to send locomotives to the America 250 Locomotive Celebration, joining the six Class I railroads already committed to the three-day event set for August 28-30 at the North Carolina Transportation Museum.

The short line roster spans the country, from regional operators to small carriers with deep ties to their local communities. They include Aberdeen Carolina & Western Railway; Carolina Coastal Railway; Cincinnati Scenic Railway; East Penn Railroad; Florida Central Railroad; Genesee & Wyoming’s Buffalo & Pittsburgh Railroad; Genesee Valley Transportation; Lake State Railway; Minnesota Commercial Railway; Morristown & Erie Railway; Naugatuck Railroad; New York, Susquehanna & Western Railway; OmniTRAX’s Chicago Rail Link; Prairie Lines; Reading & Northern; R.J. Corman Railroad Group; and Wheeling & Lake Erie Railway.

Florida East Coast Railway, a Class II railroad, has also confirmed its participation and will send its America 250 locomotive to the event.

The short line and regional railroad locomotives will be displayed alongside nine specially painted locomotives from the six Class I railroads: BNSF Railway, Canadian National, CPKC, CSX, Norfolk Southern, and Union Pacific.

Locomotives from passenger railroads and from museums and preservation societies participating in the event will be announced soon.

The America 250 Locomotive Celebration is organized by the North Carolina Transportation Museum, White River Productions and Railfan & Railroad, and Trains magazine, to mark the 250th anniversary of American independence. Scale Trains and Virtual Railfan are sponsors of the event.

 Tickets are on sale now through the museum website, https://www.nctransportationmuseum.org/america-250-locomotive-celebration/.

 The America 250 Locomotive Celebration will include unique photo opportunities, rotating locomotive displays on the Bob Julian Roundhouse turntable, and train rides pulled by a museum diesel locomotive.

 Each day will feature a different lineup of locomotives and photography opportunities as equipment is rotated and repositioned throughout the event, ensuring a unique experience for returning visitors.

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A former Maine Central business car that was hidden from public view for decades has been purchased by the 470 Railroad Club of Portland, Maine, and is expected to be moved to the Conway Scenic Railroad in New Hampshire.

Maine Central 333 was long considered the pride of the Pine Tree Route and was used for years by the railroad’s presidents, most significantly E. Spencer Miller, one of the longest-serving Class I railroad presidents in history. The car was built by the Pullman Company for New England industrialist R.T. Crane. The car was initially named “Nituna.” After Crane’s death, his wife renamed the car “Lone Pine.”

In 1929, the car was sold to the Boston & Maine and renumbered 333. In the 1930s, the B&M and MEC were jointly managed, and during that time, business car 333 was transferred to the latter road. The car would be frequently used by executives, including Miller, Edward S. French and John F. Gerity. During the MEC years, the car wore a dark green livery highlighted with gold stripes. Inside, the car featured mahogany woodwork, four private bedrooms, a full kitchen, a central dining/meeting room and a small sitting area at the rear. MEC employees recalled that it was a big deal when the “three-3s” was on the road.

“Taking out the 333 was like bringing out a rare piece of family china,” railroader Geoffrey Doughty once said. “The car was an eye catcher; it was elegant as all get out, and when it rolled past the general office building, windows were filled with faces. It is not an overstatement to say that the 333 was the pride of the Maine Central. It was, in fact, the crown jewel.”

In 1981, Maine Central was purchased by Guilford Transportation Industries, and car 333 was occasionally used by owner Timothy Mellon and railroad president David A. Fink Sr. (father of current Federal Railroad Administrator David A. Fink Jr.). In the 1980s, not long after Guilford acquired the Delaware & Hudson, the railroad began using the D&H’s business cars, and car 333 was placed in storage in Waterville, Maine. The car would remain out of sight for the next three decades. The car finally saw daylight again a few years ago when it was sold to the Hobo Railroad in New Hampshire. But eventually, the Hobo decided to put the car up for sale, which is when the 470 Club jumped at the opportunity to save the iconic passenger car. The group plans to move the car to the Conway Scenic, where the rest of its equipment is maintained, including a pair of B&M F7As and a GP9. The group said it plans to restore 333 to operating condition and use it on the former MEC’s famed Mountain Division, which hosts Conway Scenic’s regular excursions to Crawford Notch.

The 470 Club is presently raising money to move the car to North Conway. Donations can be made online.

—Justin Franz 

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Canadian National has signed an agreement with Union Pacific to drop its opposition to the proposed UP-Norfolk Southern merger in return for overhead rights, access to new customers and ownership stakes in two different terminal railroads. In addition, UP and CN are now swapping trackage rights in a deal that will give UP a new route around Chicago and CN access to markets in Mexico.

The sweeping set of agreements comes as UP continues to push for its acquisition of NS to create the largest railroad in North America, one that will stretch more than 50,000 miles and reach 43 states. The binding Memorandum of Understanding is a win for UP, but it’s particularly lucrative to CN, allowing it to better compete with its Canadian counterpart, CPKC, for traffic going to and from Mexico.

According to the agreement, if the UP-NS merger is approved, the Canadian road will gain access to shipper facilities where Class I railroad operations would be reduced from 2-to-1 or 3-to-2; CN would acquire NS’s ownership stakes in the Kansas City Terminal Railway and the Terminal Railroad Association of St. Louis; and CN will get overhead rights between Tuscola and East St. Louis, Ill., as well as the right to serve customers between St. Louis and Kansas City, Mo., giving the railroad a new foothold in the Midwest. In return for all that, CN will drop its opposition to the merger. In a separate agreement that will have a more immediate impact, CN is getting trackage rights between Memphis, Tenn., and Eagle Pass, Tex., in return for UP getting trackage rights over the former Elgin, Joliet & Eastern, giving it a new route around Chicago.

UP CEO Jim Vena, the man who’s been pushing for the merger, said the agreement with CN proved that a combined UP-NS would be good for competition.

“From day one, we’ve said our merger with Norfolk Southern will preserve and enhance competitive options and create a stronger railroad industry that delivers better service for customers,” Vena said. “This settlement agreement reinforces those commitments by giving expanded access and operating rights to a tough competitor.”

While BNSF and CPKC have vigorously opposed the proposed UP-NS merger, CN had been noticeably reserved in its opposition, mostly encouraging a thorough review of the combination.

“As the rail industry considers significant structural change, it is essential that customers continue to benefit from meaningful competition and choice,” said CN President and CEO Tracy Robinson. “This framework would preserve competitive access to key markets, including Kansas City, while positioning CN to continue providing reliable and efficient options for customers across North America.”

—Justin Franz

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A pair of Pullman-built railcars that helped the Illinois Central electrify its commuter operations out of Chicago a century ago have come “home” for the annual Pullman Railroad Days, being held this weekend at the Pullman National Historic Park. The historic rail cars are on loan from the Illinois Railway Museum and were moved to the park last month. 

The event is expected to draw rail enthusiasts, historians, families, and visitors from across the nation. The presenting sponsor of the event is Alstom, the successor to Pullman’s rail manufacturing legacy. 

“Alstom is a natural partner in the stewardship of Pullman National Historical Park,” said Peggy Parfenoff, Executive Director of the Friends of Pullman National Historical Park. “This partnership connects Pullman’s historic legacy with the future of rail innovation and helps us continue building a world-class destination that celebrates transportation history and community.”

The event will feature walking tours of the Pullman park, exhibitors, rides on CPKC’s Puffer Belly Express, and more. The IC electric cars will be open for ticketed tours from 10 a.m. until 4:30 p.m. each day.

Additionally, the South Shore Line announced that it had restored one of its Nippon Sharyo cars to its 1982 as-built appearance. The car was expected to make its debut during the event as well. 

For more information, visit friendsofpullman.com/special-events/

—Railfan & Railroad Staff

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The Rockhill Trolley Museum is teaming up with local animal shelters on July 25 and 26 to “stuff the trolley” and help local cats and dogs awaiting adoption. 

Throughout the weekend, visitors are encouraged to bring much-needed supplies for the Huntingdon County Humane Society. As a thank-you for supporting the shelter, every visitor who donates will be eligible to purchase an unlimited-ride trolley ticket at half price. Discounted fares are $6.00 for adults, $5.00 for children ages 2 and older, and free for children under 2.

Requested items include cat litter, Purina-brand dog and cat food, toys, collars and more. The event will run from 11 a.m. to 5 p.m. each day. For additional information about the event, visit www.rockhilltrolley.org or follow Rockhill Trolley Museum on social media. 

—Justin Franz 

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by Eric Cortinas and Parker Gibson/photos as noted

How do you say goodbye to a historic route that has shaped its region for more than 150 years? The former Southern Pacific Siskiyou Line, connecting southern Oregon with northern California, has drawn railfans for generations with its rugged scenery and fascinating operations. With a major freight customer closing its doors, operator Central Oregon & Pacific had no choice but to shut down the south end of this storied line. There are more than 150 years of history to unpack, which are essential to understanding the significance and resilience of the Siskiyou Line.

Beginning in the mid-1800s, Oregon & California Railroad’s desire to connect the upper Sacramento Valley in California to the lower Columbia River Valley in Oregon resulted in a survey effort to establish the optimal route between the two regions. Two potential routes were outlined, one of which became the Siskiyou Line. The other route, built later, became the Natron Cutoff, which took the place of the Siskiyou Line as SP’s preferred north-south route. The latter survives today as Union Pacific’s Black Butte and Cascade subdivisions. At the time of the Siskiyou Line’s initial construction, O&C determined that this route was the preferred choice despite traversing drastically more rugged terrain.

ABOVE: One of the last chores performed by the Weed crew was gathering empty bulkhead flats from the 3,500-foot siding at Hornbrook. Later, two GP38-3s and an SD40-2 from Medford, Ore., would tie onto the head end. —Parker Gibson

Work began in 1868, and over the next four years, the right-of-way was built as far south as Roseburg, Ore. In 1872, efforts halted and wouldn’t restart until the early 1880s. The eventual renewal of construction would be short-lived, though, lasting only from 1881 to 1884, and this proved to be O&C’s final stand. Plagued with issues from the start, O&C declared bankruptcy, with the topography of the region and financial struggles both playing substantial roles in the decision.

Seeing opportunity in the unfinished route, Southern Pacific moved to expand its growing system by assuming control of the faltering O&C and the Siskiyou Line. When construction resumed, SP took a different approach, choosing a steeper route through the Siskiyous that resulted in a rigorous climb and sharp descent over the mountain range. Near the summit, trains faced grades greater than 3 percent, among the steepest on the Southern Pacific system. Construction crews battled the elements until 1887, when the line was finally completed.

ABOVE: Style B semaphores were synonymous with railfanning along the Siskiyou Line during the 1980s and 1990s. Although none remain in service, one still stands beside the Medford yard office. After receiving clearance on December 11, 2025, the final train rolls into the yard, where the Medford Switcher will break up the consist and sort the cars. —Parker Gibson

According to SP’s timetable, the Siskiyou Line spanned nearly 93 miles between Weed, Calif., at mile 348.4, and Medford, Ore., at mile 441.8. Each mile reflects the distance from the company’s headquarters in downtown San Francisco.

The line became a vital source of freight and passenger revenue throughout the end of the 19th century as the only direct route between California and Oregon. As profitable as the route was, it was difficult and expensive to operate due to the steep grades paired with numerous sharp curves that put a strain on equipment and infrastructure. Despite these challenges, the route remained an asset to the SP into the 20th century, ultimately leading to the company’s outright purchase of the defunct O&C and transferring ownership of the Siskiyou Line fully into the hands of SP in 1926.

ABOVE: Nearly 50 cars trail behind CORP SD40-2 No. 3497 as the train begins climbing out of the sag on December 11, 2025. In the background stands the new high-wide detector near the former location of one of California’s last Style B semaphores. —Parker Gibson

After 1927, traffic began to decline as most passenger service shifted to the newly constructed Natron Cutoff, leaving the Siskiyou Line primarily to freight. In 1955, SP discontinued passenger service over the route. The lumber industry, however, kept trains moving for nearly 40 years after passenger trains disappeared. As SP neared its own end (purchased by Union Pacific in 1996), the line over the pass was embargoed in 1992. Traffic from Weed continued by way of Black Butte, Calif., handled by a local operating over the southernmost segment of the line.

In December 1994, SP leased the entire route to Central Oregon & Pacific, which lifted the embargo and resumed traffic over the pass in 1995. Over the next two decades, the Siskiyou Line and CORP faced repeated changes and periods of uncertainty. Between 1995 and 2012, CORP moved between parent companies RailTex and RailAmerica before becoming part of Genesee & Wyoming. During this period, traffic on the southern end of the Siskiyou Line came to a halt for nearly seven years beginning in 2008, as deteriorating track conditions required extensive rehabilitation. The future of the line became a subject of debate, though a multimillion-dollar project ultimately replaced rail and ties and repaired numerous bridges. When the work was completed in 2015, Roseburg Forest Products’ shipments out of Weed became the primary source of revenue on the southernmost portion of the route, remaining so until December 11, 2025.

ABOVE: A galaxy of stars watches overhead on December 10, 2025, as CORP 2068 sits silently in the heart of Weed, Calif., awaiting its final trip across the Siskiyou Line the following morning. —Eric Cortinas

Through Eric’s Lens
It was the night of December 10, 2025, and the winds of change were especially fierce in the Northern California town of Weed. A sharp winter chill swept across my face as I photographed a pair of EMD GP38-3 locomotives silently basking in the glow of the streetlights. Owned by Central Oregon & Pacific Railroad, these locomotives had become a familiar part of life in Weed, serving one of the last pieces of heavy industry supporting the town’s economy. As I captured images of the engines resting beneath a blanket of stars, a surreal feeling came over me. This would be the final night the CORP name would grace Weed.

A few short weeks earlier, Roseburg Forest Products, the railroad’s last customer in town, announced the closure of its veneer production facility. The shutdown would mean the loss of roughly 150 jobs at RFP, employment changes at CORP, and collateral economic damage throughout the town. With no other viable freight customers in Weed, the RFP closure would spell the end for the southernmost portion of CORP…

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by Kevin Gilliam/photos as noted

Southern Railway marked the official end of steam with a ceremonial run of 2-8-2 6630 from Oakdale to Chattanooga, Tenn., on June 17, 1953. Upon the locomotive’s arrival, Southern became the largest railroad in the U.S. to complete dieselization. President Harry DeButts marked the occasion by declaring, “It has taken us 123 years to put out that fire.” For anyone present in Chattanooga that day, it would have been hard to imagine that just 10 years later, another Southern 2-8-2 would roll over that same busy main line and help launch a 28-year program of steam excursions.

To understand the importance of that program, and how it came to be, we need to turn back to the early 1960s. Southern Railway was then a thoroughly modern railroad that neither wanted nor welcomed steam on its tracks. The catalyst for change was Chattanooga businessman Paul Merriman. Seeing the end of steam approaching rapidly, Merriman purchased ex-Southern 2-8-2 4501 from the coal-hauling Kentucky & Tennessee Railway at Stearns, Ky., located near Southern’s busy Cincinnati–Chattanooga main line. Against the odds, Southern agreed to move 4501 to Chattanooga under steam as a one-time exception. Huge crowds lined the route to see the locomotive, resplendent in authentic Southern freight livery, roll down the main line.

ABOVE: Rolling through Rural Retreat, Va., a location made famous by O. Winston Link’s recordings in the steam era, Southern 4501 is bound for Radford in June 1985 with an excursion from Bristol. —Ron Flanary

Three months later, on August 29, 1964, the first Southern Railway steam excursion departed Atlanta, Ga., when Savannah & Atlanta 4-6-2 750 powered the first of three successful round trips over the Central of Georgia main to Jonesboro. It was a closely guarded secret, but the company’s official policy toward steam had begun to change. A few excursions followed in 1965, and soon the big show was ready to begin.

4501 and Friends
On August 18, 1966, the rebuilt Southern 4501 left Chattanooga for a three-month tour of the Southern system. Now resplendent in Southern’s passenger green livery, it made a pretty sight as it headed north. Its main point of call was in Richmond, Va., for the annual convention of the National Railroad Historical Society. At the banquet, Graham Claytor, the vice president of law for Southern Railway, made the proclamation that steam was “here to stay.” In 1967, Graham Claytor became president of Southern Railway, and the new Steam Program kicked into full swing.

ABOVE: The Southern Berkshire — Southern never purchased a Super Power steam locomotive, so Bill Purdie had work to do making Chesapeake & Ohio 2-8-4 2716 look right. It’s drawing a crowd at Yuma, Va., in May 1982. —Ron Flanary

In June 1967, something unexpected showed up in Roanoke, Va. To celebrate the opening of the Roanoke Transportation Museum, East Tennessee & Western North Carolina Railroad sent one of its engines for several days of trips around the Roanoke Belt Line. No. 207 must have looked awfully familiar to a Southern man like Graham Claytor; before going to ET&WNC, it had been Southern 630.

It did not take long for Southern to offer a pair of Alco RS-3 diesels in exchange for the Tweetsie’s two steam locomotives, and the growing steam program gained two new additions — Southern 630 and 722. The 630 remained in Southern black freight livery, while 722 received green paint to match 4501. With the two 2-8-0s, S&A 750, 4501, and a new steam shop outside Birmingham, Ala., the steam program was becoming a more serious endeavor.

ABOVE: Southern 2-8-0 630 may not have received much notice during the original program, but it was a familiar face in the Norfolk Southern 21st Century Steam program, operating trips from 2011-14. The Consolidation is heading west near Atkins, Va., on July 12, 2012. —Ron Flanary

As the late 1960s gave way to the 1970s, the program found its footing. Mikado 4501 became the primary road engine, operating a season that stretched from April through November, while the other locomotives filled in as needed. A quick look at the schedules shows 4501 racked up plenty of miles during this period, traveling as far as Milwaukee, Wis., to pull the Circus World Museum train in 1973.

The year 1976 was a banner one for the Southern Steam Program. With the country celebrating its 200th birthday, an ambitious slate of trips was announced, including regular excursions from the Washington, D.C., area into northern Virginia. All three Southern locomotives — 630, 722, and 4501 — were scheduled for operation.

ABOVE: Texas & Pacific 610 rolls east towards Asheville, N.C., in July 1977. —Ron Flanary

It did not take long for problems with the original the plan to become evident. In one particularly rough month, April, all three failed. Southern’s Master Mechanic of Steam Bill Purdie and his crew worked their usual miracles, and soon 630 and 4501 were back on the road as a doubleheader around the system. In the meantime, the program was becoming more popular, and the demands were taxing the aging motive power. Consolidations 630 and 722 were good for 10 or 11 cars. The 4501 was pushed about as far as it could go — 16 cars unassisted was not uncommon. On one trip out of Chattanooga, it had 24 cars behind the drawbar. Southern needed bigger power…

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A recently reopened branch line in northeastern Oregon has ceased operations after being heavily damaged in a wildfire on July 15.

The Lower Dry Creek Fire burned more than 8,000 acres south of Milton-Freewater, Ore., destroying six homes and 40 other structures. The fire also burned five miles of Columbia Rail’s Weston Branch between Walla Walla, Wash., and Weston, Ore., damaging ties and destroying at least one bridge. Columbia Rail officials tell Railfan & Railroad that the branch will be closed “indefinitely,” but they hope to reopen it eventually.

After: The same scene three and a half months later, after the Lower Dry Creek Fire destroyed a small wooden trestle north of Weston, Ore. Photo Courtesy of the Oregon Department of Forestry. 

Built in the 1880s, the line between Walla Walla and Weston was once part of Union Pacific’s secondary route between Pendleton, Ore., and Spokane, Wash. Eventually, the line became a branch line that predominantly served the region’s agricultural industry, specifically a frozen-food producer in Weston. Since the 1990s, UP has leased it to a series of short-line operators. Due to insufficient traffic, the 15 miles south of Milton-Freewater were taken out of service in 2020. During that time, frozen produce from Lakeside Foods in Weston was trucked north to Milton-Freewater and loaded into reefers. In early 2026, at the urging of Lakeside Foods, Columbia Rail reopened the line all the way to Weston. The first loads departed Weston on March 26. Since then, hundreds of carloads have originated in Weston. With the south end of the line closed, frozen food is again being trucked to Milton-Freewater.

—Justin Franz

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Specially-painted Semiquincentennial locomotives from across America will gather at the North Carolina Transportation Museum in Spencer, N.C., August 28 to 30 for what is being billed as a once-in-a-lifetime event to celebrate the country’s 250th anniversary. The event is being sponsored by White River Productions, NCTM, and Trains Magazine. 

While the exact list of locomotives that will appear at the event has not yet been released, officials say Class Is, short lines and passenger railroads will all be represented. 

“White River Productions is thrilled to participate with the North Carolina Transportation Museum to bring America’s 250th celebration to the forefront,” said Kevin EuDaly, owner of White River Productions and publisher of Railfan & Railroad. “This will be a rare opportunity to see a tremendous group of specially painted locomotives in one place.”

The “America 250 Locomotive Celebration” is the third major gathering of locomotives at Spencer in the last 15 years, following 2012’s Norfolk Southern Heritage Locomotive Family Portrait and 2014’s Streamliners at Spencer event. 

“The North Carolina Transportation Museum has been honored to host landmark events like the Norfolk Southern Heritage Locomotive Family Portrait in 2012 and Streamliners at Spencer in 2014,” said Museum Director Kelly Alexander. “The America 250 Locomotive Celebration continues that tradition and gives the American public a chance to witness a piece of living railroad history.”

“We’re pleased to partner with the North Carolina Transportation Museum on this extraordinary event,” Trains Editor Bill Stephens said. “The America 250 Locomotive Celebration will allow us to recreate the memorable 1975 Trains photo of Bicentennial locomotives in Chicago. But unlike that event in the Belt Railway of Chicago’s Clearing Yard, which was closed to the public, the America 250 Locomotive Celebration will allow everyone with a paid admission ticket to get in on the fun.”

With the Bob Julian Roundhouse as its backdrop, the resulting image of red, white, and blue locomotives is expected to become one of the defining railroad photographs of the semiquincentennial year.

Each day of the three-day event will feature different photo opportunities, with locomotives rotated on the turntable and arranged in groupings by railroad. Night photography sessions sponsored and coordinated by Railfan & Railroad, and train rides pulled by a museum diesel locomotive will be offered. A list of participating locomotives in the America 250 event will be released as details are firmed up. 

Ticket details and additional information are available at nctransportationmuseum.org. Tickets go on sale Monday, July 20 at 9:00 a.m. Eastern Time for museum members and Tuesday, July 21 at 9:00 a.m. Eastern Time for everyone.  The North Carolina Transportation Museum is located at 1 Samuel Spencer Dr., Spencer, N.C.

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Six months before it is slated to celebrate the 200th anniversary of American railroading, the B&O Railroad Museum announced it would be renamed the National Museum of Railroad History & Innovation. In a press release on July 14, museum officials said the new name would reflect its “expanded national mission to preserve and interpret America’s railroad heritage while exploring the innovations shaping the future of rail transportation.” 

“Nearly 200 years ago, a bold vision launched from this very place transformed our nation,” said Kris Hoellen, executive director of the National Museum of Railroad History & Innovation. “As we prepare to commemorate the bicentennial of American railroading, we are embracing a name that reflects both our responsibility to preserve one of America’s greatest transportation stories and our commitment to exploring where rail transportation is headed next.”

Located on a 40-acre campus where the Baltimore & Ohio Railroad—the nation’s first common carrier railroad—was founded, the museum occupies one of the most significant railroad sites in the United States. The campus is recognized as a National Historic Landmark, a Smithsonian Affiliate, and a National Underground Railroad Network to Freedom site. At the heart of the museum is a collection of historic equipment that was once owned by the B&O. The B&O opened the museum in 1953. 

Museum officials said while the name is changing, it remains dedicated to the history of America’s first common carrier. 

“The B&O is not being left behind—it is the foundation upon which the museum’s expanded role as a nationally significant institution is built,” Hoellen said. “With today’s announcement, we celebrate the past, the present and the possible.”

The announcement comes as the museum plans to open a new $38 million campus expansion in early 2027, just in time for the B&O’s 200th anniversary. 

—Justin Franz 

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