Last revised: December 26, 2021
By: Adam Burns
While the Arkansas & Missouri Railroad (reporting marks, AM), based in Springdale, Arkansas is technically a Class III, short line railroad it largely operates as a Class I system with a well-maintained right-of-way, welded rail, and even new locomotives.
The railroad itself dates back to the 1980s when it took over approximately 140 miles of railroad owned by the Burlington Northern Railroad, which was originally a component of the old St. Louis-San Francisco Railway (better known as the Frisco).
Leased for nearly two decades, the A&M purchased the property directly from then-Burlington Northern Santa Fe in 2001.
This route was once a secondary Frisco line, providing service to Texas. Under the Arkansas & Missouri's direction the corridor was prospered and grown into a very successful operation.
So successful, in fact, the company purchased new SD70ACe locomotives in 2013. Needless to say, the future looks very good for the A&M.
To the general public the A&M is most well-known for its passenger excursions, operating four days a week between Springdale, Winslow and Van Buren, Arkansas from March through November.
These trips are quite rare because of their length; at over 60 miles it is one of the longest you can enjoy unless booking a long-distance Amtrak train, the nation's passenger rail service.
The history of the Arkansas and Missouri Railroad begins in 1986 when western giant Burlington Northern looked to shed trackage that it saw as redundant, with one of these lines being the Frisco's former route between Monett, Missouri and Paris, Texas.
The St. Louis-San Francisco Railway was Midwestern system that stretched from St. Louis to the deep south and as far west as Texas.
The company had an interesting, if a somewhat "roller coaster"-like history dating back to the Pacific Railroad of 1849.
In the 1860s it was renamed as the St. Louis & San Francisco Railway with an expectation of connected its namesake cities and actually reached into California by the late 19th century. However, after a lost fight with the Atchison, Topeka & Santa Fe the Frisco lost its California connection.
Perhaps most interesting is that despite the St. Louis-San Francisco Railway went through a number of bankruptcies and name changes during its history, it was actually quite profitable in its final years.
By the 1970s, the Frisco served numerous petroleum and chemical industries along its lines in Mississippi, Texas, and Alabama.
When the BN sold the former Frisco line to the Arkansas and
Missouri Railroad, it turned over about half of the route to the new
In total, the A&M received exactly 133.6 miles of main line from Monett, Missouri (at milepost 0.0 and a connection with BN, today the BNSF Railway) to Fort Smith, Arkansas (at milepost 133.6).
Additionally, it was granted the branch from Bentonville Branch Junction (Rogers) and Bentonville, totaling 5.7 miles length. In all, the A&M began as a 139.4-mile railroad.
Today, the A&M has upgraded the route to continuous welded rail (CWR), enabling it to handle the heaviest freight cars the industry now offers (286,000 pounds).
Near Fort Smith the A&M also now leases about 3.2 miles of track from Union Pacific to serve nearby customers and overall has interchanges with BNSF, UP, and Kansas City Southern.
It carries a wide variety of traffic today from steel, lumber, aluminum and food to plastics, sand, livestock feed, and paper.
Along with its freight services the A&M also offers transloading sites, railcar leasing, and port services. The Arkansas and Missouri Railroad currently offers three different excursion trips, using vintage heavyweight passenger cars and one, lightweight streamlined parlor car built in the 1950s.
All in all, the A&M affords some spectacular views of northwestern Arkansas that would not be available to us, the general public to see if it were not for the kindness and devotion of the railroad to put together its annual excursion trains.
According to the railroad their three different excursions include:
Perhaps most interesting for railfans was the A&M's once all-Alco fleet of locomotives.
These consisted primarily of C420 models although it also rosters T6s, and RS1, an RS32, two C424s, and M420s (built by the Montreal Locomotive Works).
The heritage of these locomotives ranged from the Lehigh & Hudson River and Lehigh Valley to Canadian National and Seaboard Air Line.
|Road Number||Model Type||Builder||Year Built||Notes|
|1/32||C424||Alco||4/1965||Built as Belt Railway of Chicago #601. Later renumbered as A&M #32.|
|2/34||C424||Alco||4/1965||Built as Belt Railway of Chicago #601. Later renumbered as A&M #34.|
|10||T-6||Alco||2/1959||Built as Norfolk & Western #14.|
|12||T-6||Alco||10/1959||Built as Norfolk & Western #46.|
|14||T-6||Alco||8/1959||Built as Norfolk & Western #43.|
|15||T-6||Alco||3/1958||Built as Pennsylvania #8429. Later renumbered as PRR #9849. Became Penn Central #9849, then Conrail #9849.|
|16||T-6||Alco||7/1959||Built as Norfolk & Western #34.|
|17||T-6||Alco||3/1958||Built as Pennsylvania #8424. Later renumbered as PRR #9844. Became Penn Central #9844, then Conrail #9844. Spent time on Delaware Coast Line as #17 before its acquisition by A&M.|
|18||T-6||Alco||3/1959||Built as Norfolk & Western #19.|
|20||RS-1||Alco||10/1951||Built as Rutland #400; later spent time of the Maryland & Delaware Railroad as #20.|
|22||RS-1||Alco||4/1943||Built as Atlanta & St. Andrews Bay #905; later spent time of the Maryland & Delaware Railroad as #22.|
|30||RS-32||Alco||6/1961||Built as New York Central #8031, became Penn Central #2031 then Conrail #2031. Was previously #42.|
|42||C420||Alco||12/1965||Built as Erie Mining Company #600, later spent time as Ohio Central #7220.|
|44||C420||Alco||5/1965||Built as Seaboard Air Line #112; became Seaboard Coast Line #1214. Acquired by Louisville & Nashville as #1353 before joining A&M.|
|46||C420||Alco||5/1965||Built as Seaboard Air Line #113; became Seaboard Coast Line #1216. Acquired by Louisville & Nashville as #1354 before joining A&M.|
|48||C420||Alco||8/1965||Built as Seaboard Air Line #125; became Seaboard Coast Line #1227. Acquired by Louisville & Nashville as #1366 before joining A&M.|
|50||C420||Alco||6/1963||Built as Lehigh & Hudson River #22; sold by Conrail to Essex Terminal Railway as #106 before joining A&M.|
|52||C420||Alco||12/1965||Built as Lehigh & Hudson River #23; became Conrail #2073.|
|54||C420||Alco||12/1965||Built as Lehigh & Hudson River #24; became Conrail #2074.|
|56||C420||Alco||12/1965||Built as Lehigh & Hudson River #25; sold by Conrail to British Columbia Railway as #631.|
|57||C420||Alco||12/1965||Built as Lehigh & Hudson River #26; sold by Conrail to British Columbia Railway as #632. Spent time on the Iowa Northwestern before its acquisition by A&M.|
|58||C420||Alco||7/1966||Built as Lehigh & Hudson River #29; became Conrail #2077. Sold by Conrail to Delaware & Hudson as #401. Renumbered by Guilford as #420 and subsequently acquired by A&M.|
|60||C420||Alco||12/1964||Built as Lehigh Valley #413. Sold by Conrail to Delaware & Hudson as #413.|
|62||C420||Alco||11/1964||Built as Lehigh Valley #406. Sold by Conrail to Delaware & Hudson as #406; later renumbered 416.|
|63||C420||Alco||9/1965||Built as Mississippi Export #63. Cannibalized for parts.|
|64||C420||Alco||12/1964||Built as Lehigh Valley #407. Sold by Conrail to Delaware & Hudson as #407; later renumbered 417.|
|66||C420||Alco||12/1964||Built as Lehigh Valley #412. Sold by Conrail to Delaware & Hudson as #412.|
|68||C420||Alco||11/1964||Built as Lehigh Valley #411. Sold by Conrail to Delaware & Hudson as #411. Sold by Guilford to Indiana Hi-Rail before is acquisition by A&M.|
|70 (1st)||C630M||MLW||7/1968||Built as Canadian National #4500. Acquired by A&M by never liked and was sold in 2003 to Western New York & Pennsylvania as #630.|
|70 (2nd)||SD70ACe||EMD||10/2011||Built as EMD demonstrator #1201. Acquired new.|
|71||SD70ACe||EMD||9/2011||Built as EMD demonstrator #1202. Acquired new.|
|72||SD70ACe||EMD||9/2011||Built as EMD demonstrator #1203. Acquired new.|
|74||M420W||MLW||9/1976||Built as Canadian National #2567; renumbered 3567. Spent time on the Ohio Central as #3567 before acquisition by A&M. Currently used for parts.|
|76||HR412W||Bombardier||11/1981||Built as Canadian National #2588; renumbered 3588. Spent time on Ohio Central as #3588 before acquisition by A&M. Stored.|
|80||TEBU||GE||4/1963||Built as Southern Pacific U25B #7512; renumbered as 6512 and then rebuilt as TEBU (Tractive Effort Booster Units), or slug, #1606 by Morrison-Knudsen.|
The future of this classic power, however, is in jeopardy as the railroad announced in July of 2013 that it was purchasing three new SD70ACe's from Electro-Motive, former demonstrators #1201-1203.
These new units have been a boon for the A&M providing increased horsepower and greater fuel efficiency which has enabled the railroad to save tremendously on overhead costs while moving more freight.
Unfortunately, only a year after receiving the locomotives all three were involved in a derailment during October, 2014. The units were slightly scuffed up and damaged but soon returned to service.
While the A&M plans to retire or sell many of its Alco's, most remain on the property as of this writing (2020). If you are planning a trip aboard the A&M it is quite an experience, aside from just the great scenery.
Riding the railroad will also offer you the rare experience of actually getting to see a working freight railroad in action, something not afforded on most other excursion trains!