Pennsylvania (PRR) Steam Roster: Post 1906

Last revised: September 22, 2026

Between 1910 and the early 1920s the Pennsylvania Railroad settled on five steam locomotives and then built them by the hundred. The E6s Atlantic and the K4s Pacific handled the passenger trains. The L1s Mikado, the I1s Decapod, and the M1 Mountain handled the freight. Around those five sat an enormous Consolidation fleet, a few experimental articulateds, two famous duplex classes, and one steam turbine. George H. Drury’s chapter in the revised Guide to North American Steam Locomotives is the class grid below.

Juniata, at Altoona, built more locomotives for its owner than any other American railroad built for itself. A Belpaire firebox, a keystone number plate, and an “s” for superheat were the marks of the system. The Belpaire has a flat crown and flat sides, so the staybolts between the crown sheet and the wrapper are straight and visible. It was easier to maintain, and Juniata could turn the boilers out in quantity. The firebox still depends on those stays. What the design gave the railroad was a staybolt a shopman could see, and a heating surface the company trusted enough to put under nearly everything it rostered after 1906.

Pennsylvania Railroad A5s 0-4-0 713 running light through Atlantic City New Jersey on April 25 1954

A5s #713, an 0-4-0, running light through Atlantic City, New Jersey, April 25, 1954. Doug Wornom photo. The A5s was the heavy street switcher, piston valves and power reverse, 131,750 pounds, built at Juniata from 1916 to 1924.

On this page: At a glance · Consolidations, Mikados, Decapods · Mountains, the J1, and the duplexes · Atlantics and the K4s · Switchers and articulateds · November 30, 1957 · Class roster

At a glance

Item	Detail
Railroad	Pennsylvania Railroad. Mark PRR. Company Pennsylvania Railroad
This roster	Locomotives built since 1906, after Drury, pages 267–271. Earlier power is outside the grid
Shops	Juniata, at Altoona, with a stationary test plant. Outside orders usually went to Baldwin at Eddystone
Freight, in quantity	1,233 class H8, H9, and H10 Consolidations. 574 L1s Mikados, 1914–1919. 598 I1s Decapods. 301 M1 and M1a Mountains. 125 J1 2-10-4s, 1942–1944
Passenger, in quantity	82 E6s Atlantics, plus one experimental E6. 425 K4s Pacifics, 1914–1928. Two K5s, 1929, not repeated. 90 G5s Ten-Wheelers, and 31 more for the Long Island
Duplex and turbine	S1 6-4-4-6, one engine, 6100. T1 4-4-4-4, 52 engines. Q1 4-6-4-4, one engine. Q2 4-4-6-4, 26 engines. S2 6-8-6 turbine, engine 6200
Lines West	Operated by the Pennsylvania Company until the 1920s, with its own number blocks and several of its own classes (K3s, N1s, the USRA engines)
Last steam	Declared finished November 30, 1957. The year-end report still listed 319 steam locomotives. 21 remained at the end of 1958
Preserved	K4s 1361 at Altoona, under restoration. K4s 3750 and L1s 520 at the Railroad Museum of Pennsylvania

Class table follows Drury, Guide to North American Steam Locomotives (revised edition), pages 270–271. Information compiled September 22, 2026.

The Consolidation, then the Mike, then the Decapod

The modern Pennsylvania Consolidation starts with the H6 of 1906, Baldwin, and then the H6b. The H8 of 1907 was the step up: 24-by-28-inch cylinders, 62-inch drivers, and more than 42,000 pounds of extra weight over the engines it replaced. Juniata and the commercial builders kept at them through 1913. As superheaters went on, many early H8s were reclassed H9 or H10. Cylinder diameter was the real difference. H9s on Lines East had 25-by-28-inch cylinders and the same 62-inch drivers. H10s on Lines West were Mikado-sized, 27-by-28-inch cylinders, about 320,700 pounds, in the range of a later USRA heavy Mikado, and they carried the same boiler as the K4s. Counted together, H8, H9, and H10 came to 1,233 locomotives. Coal and ore trains were still doubleheading 2-8-0s after the Mikado had arrived.

The L1s was the next standard freight engine. Between 1914 and 1919 the company acquired 574 of them: 344 from Juniata, 205 from Baldwin, and 25 from Lima. They shared a boiler, and a great many parts, with the K4s. Drury puts them first on the Central Region, then bumped east, to everything east of Altoona and Renovo, once the Decapods arrived. A long-distance tender on the later engines rode on sixteen wheels.

The I1s was the Decapod, and it was the Pennsylvania’s answer to those doubleheaded Consolidations. One test engine, 790, came out of Juniata in 1916. Juniata built 122 more in 1918 and 1919. Baldwin built 475, numbered 4225–4699, in 1922 and 1923. That is 598. The Baldwin engines carried Worthington BL feedwater heaters, unusual on a railroad that was slow to adopt feedwater heaters at all. Cylinders were 30½ by 32 inches, drivers 62 inches, tractive effort 90,000 pounds, about twice an H8, and the engine weight was 386,100 pounds. They were enormous for the rail they ran on. They also did the job. The class letter in the railroad’s own usage is I1s, the superheated Decapod. The three rows below are that class, including the 1916 test engine.

Lines West wanted a 2-10-2 and got the N1s: 35 from Brooks in 1918 and 25 from Baldwin in 1919, sixty engines. The grate was 79.9 square feet, which is why the firebox sat on a trailing truck. Drivers matched the I1s, the cylinders were half an inch smaller, and the weight went to 435,000 pounds. They were assigned to the Central Region and displaced L1s Mikados. The United States Railroad Administration also handed Lines West 130 heavy 2-10-2s, class N2s, same cylinder size as the N1s, drivers an inch larger, and about 55,000 pounds lighter. After four years the Pennsylvania replaced their radial-stay fireboxes with Belpaires. The same administration assigned 38 light 2-8-2s in 1919. All but five moved on to the Missouri Pacific and the St. Louis–San Francisco. The five that stayed were class L2s, numbered 9627–9631, and went to work on the Grand Rapids & Indiana.

The M1, a war 2-10-4, and the duplexes

The M1 of 1923 was an I1 boiler on a Mountain, with interchangeable parts, 27-by-30-inch cylinders, 72-inch drivers, and a weight of 385,000 pounds. Juniata built one, 4700, later renumbered 6699, and tested it. Baldwin and Lima delivered 200 M1s in 1926, engines 6800–6999. Lima, Baldwin, and Juniata built 100 M1as in 1930, engines 6700–6799. Some were dual-service, with a larger tender and a mechanical stoker. The first tender tried on the type was a low-sided tank more appropriate to an E6. A few M1s were stripped and painted for passenger trains. New York–Washington electrification then released Pacifics, and the Mountains were not needed in that service. They remained the fast freight engine.

World War II arrived with a traffic surge and almost no modern freight power. In May 1942 Juniata turned out a single duplex, class Q1, engine 6130, a 4-6-4-4 with one set of drivers set the other way under the firebox. It was not a success, and the idea went back to the drawing board. The War Production Board had frozen new designs, so the Pennsylvania borrowed a Chesapeake & Ohio 2-10-4, changed the drivers from 69 inches to 70, fitted a solid drop-coupler pilot and a keystone number plate, and built 125 class J1s at Altoona in 1942, 1943, and 1944: 100 engines numbered 6401–6500, and 25 numbered 6150–6174.

A second duplex, the Q2 4-4-6-4, was ready in 1944. Both sets of drivers faced forward. The prototype was 6131. The railroad canceled an order to Lima for 25 more 2-10-4s and built 25 Q2s at Altoona in 1945, engines 6175–6199. They were the most powerful two-unit duplexes anyone built, about 40,000 pounds heavier than a J1 and about 5,000 pounds stronger in tractive effort. They were also more complicated. Every Q2 was retired before any of the J1s.

The passenger duplexes were a separate disappointment. Baldwin built two T1 prototypes, 6110 and 6111, in 1942. Juniata and Baldwin built 50 more, 5500–5549, in 1945 and 1946. The S1, engine 6100, was a one-of-a-kind 6-4-4-6 of 1939. The S2, engine 6200, is the turbine: a Baldwin 6-8-6 of 1944, direct drive, retired in 1952. It is not a second S1.

From the Atlantic back to the Pacific

The Pennsylvania stayed with Atlantics until 1910, and it got more out of a 4-4-2 than most railroads got out of a light Pacific. In 1907 Alco’s Pittsburgh works delivered an experimental Pacific, class K28, engine 7067: 24-by-26-inch cylinders, 80-inch drivers, 273,600 pounds. That engine was the sketch for a Lines West K1 that was never built, and for the Lines West K2 that was. Between 1910 and 1913 the railroad acquired 227 K2 Pacifics. Most were built superheated, and the others were superheated later and reclassed. In 1913 Baldwin delivered 30 K3s Pacifics to Lines West, larger, and equipped with mechanical stokers, which the Pennsylvania adopted only reluctantly and years afterward.

The K2 was still not quite right. In 1910 the company returned to the Atlantic and produced the E6: 22-by-26-inch cylinders, 80-inch drivers, 231,500 pounds, in effect a middleweight Pacific with two pairs of drivers. The boiler was close to the H8’s. Superheating allowed the cylinders to go to 23½ inches and the tractive effort to 31,275 pounds. Juniata built two in 1912 and 80 in 1914, most of them for the New York–Philadelphia–Washington trains. One experimental E6, 5075, later 1067, dates from 1910.

In 1911 Alco delivered another experimental Pacific, class K29, engine 3395: 27-by-28-inch cylinders, 80-inch drivers, 317,000 pounds. The K4s combined that size with the E6’s manners and the L1s boiler. It was tested for three years. Between 1917 and 1927 Altoona built 324. Passenger trains kept growing, and doubleheaded K4s became ordinary practice, while other railroads were buying 4-8-2s, 4-6-4s, and 4-8-4s. In 1927 and 1928 the Pennsylvania ordered 100 more K4s, 25 from Juniata and 75 from Baldwin, still hand-fired. With the 1914 prototype the class is 425 locomotives, numbered in the 8–8378 series, built from 1914 through 1928. Engine 5495, Altoona, 1928, was among the last. For builder photographs the railroad painted the window frames and the lamp lenses white.

Suburban service needed something smaller. The G5s put an E6 boiler on 68-inch drivers. The Pennsylvania built 90 of its own, in two groups, and 31 for the Long Island Rail Road. Those 31 are on the Long Island steam roster.

In 1929 Juniata and Baldwin each built a heavy Pacific with M1-size cylinders, class K5, engines 5698 and 5699. The Baldwin engine had Caprotti poppet valves, removed in 1937. Both had Worthington feedwater heaters, and both were handed a Pennsylvania coal shovel. They offered about 10,000 pounds more tractive effort than a K4s and put about 6,000 pounds more weight on the drivers. They were slippery. They were not enough better to duplicate, and the Depression made a new passenger engine unnecessary.

Over the years the K4s received disk drivers, smoke lifters, solid pilots, and a little streamlining. Late in the steam era the headlight and the turbogenerator traded places, the generator moving onto the smokebox front just ahead of the stack. The change was small. The face of the locomotive was not. The early 1940s brought the S1 and the T1 for passenger work, and the S2 turbine. None of them replaced the K4s on the trains that still needed steam.

Switchers, and a few articulateds

Two classes dominated the six-wheel switchers. The B6 weighed about 170,000 to 180,000 pounds. The B8 weighed about 140,000. The Lines West B29 was lighter still, about 135,000 pounds. The United States Railroad Administration allotted 30 six-wheel switchers, class B28s, built in 1918 and 1919. Street track and the sharp curves of the eastern cities were an 0-4-0 job. The A4, 64 engines, was built from 1906 to 1913. The A5s, 47 engines, was built from 1916 to 1924, with piston valves and power reverse, at 131,750 pounds the heaviest 0-4-0s the railroad owned.

In the mid-1920s Juniata built 90 class C1 0-8-0s, engines in the 6550–6639 series, with 27-by-30-inch cylinders, 56-inch drivers, a weight of 278,000 pounds, and 78,107 pounds of tractive effort. A USRA 0-8-0, for comparison, had 25-by-28-inch cylinders, 51-inch drivers, a weight of 214,000 pounds, and about 51,000 pounds of tractive effort. The C1 was large, and the people who ran it did not like it.

Articulateds were experiments, with one exception. In 1911 Schenectady built a single 2-8-8-2, class HH1, engine 3396, which pushed near Pittsburgh. In 1912 Baldwin built a single 0-8-8-0, class CC1, engine 3397, meant to replace a pair of Consolidations in pusher service. It was not successful enough to repeat. In 1919 Juniata built a single-expansion 2-8-8-0, class HC1s, engine 3700. It was too big, it stayed a pusher, and it was not duplicated. The articulateds that worked were ten 0-8-8-0s, class CC2s, Baldwin, 1919, for Lines West pushers and humps. All ten eventually sat at Columbus, Ohio.

In 1943 the Pennsylvania bought six USRA 2-8-8-2s from the Norfolk & Western for Hagerstown and Harrisburg. Norfolk & Western classed them Y3. The Pennsylvania classed them HH1, reusing the classification of its 1911 articulated. After the war they went to Columbus to join the CC2s. Their road numbers are not in Drury’s post-1906 grid, which lists the original HH1 as the single engine 3396, so they are not given a row below.

November 30, 1957

By the late 1920s the mechanical department had turned from new steam to electrification. The wires reached Washington in 1935 and Harrisburg in 1938, and a surplus of steam locomotives followed. The intention to electrify on over the Alleghenies to Pittsburgh kept new steam on the shelf through the Depression. The war then had to be moved with Decapods, Mikados, and a crash program of 2-10-4s. After the war the company did buy duplex freight engines, which were good, and duplex passenger engines, which were not.

Steam was declared finished on November 30, 1957. Some of the last passenger assignments were on the New York & Long Branch, where a K4s still fit the railroad. The report to the Interstate Commerce Commission at the end of that year still included 319 steam locomotives, and 21 were left at the end of 1958. K4s 1361, built at Juniata in 1918, is under restoration at the Railroaders Memorial Museum in Altoona. K4s 3750 and L1s 520 are at the Railroad Museum of Pennsylvania.

Pennsylvania Railroad steam locomotives built since 1906

Numbers on the big classes were assigned in blocks, and the blocks were not consecutive. A quantity is the number of locomotives, not the span of the number series. An “s” in the class is superheat. Lines West engines carry the higher numbers. Retirement years are the span Drury prints for the class, not a single scrap date.

Type	Class	Numbers	Qty	Builder	Built	Retired	Notes
0-4-0	A4	50–6601	64	PRR	1906–1913	1927–1936	Not sequential
0-4-0	A5s	76–4039	47	PRR	1916–1924	1930–1956	Not sequential. Piston valves, power reverse, 131,750 lb
0-6-0	—	3687–3688	2	Baldwin	1907, 1913	1925–1926	Ex-Cornwall & Lebanon
0-6-0	—	5411	1	Baldwin	1912	1928	Ex-Baltimore & Sparrows Point
0-6-0	B6	7045–9354	49	PRR, Baldwin, Lima	1910–1913	1948–1952	Not sequential. About 170,000–180,000 lb
0-6-0	B6sa	3–6227	55	PRR	1913–1914	1949–1953	Not sequential
0-6-0	B6sb	31–6400	238	PRR	1916–1926	1949–1959	Not sequential
0-6-0	B8	15–9569	247	PRR, Lima	1913	1929–1956	Not sequential. About 140,000 lb
0-6-0	B23	8777–8782	6	Alco (Schenectady)	1907	1926–1934	—
0-6-0	B28s	7007–9405	30	Alco (Pittsburgh, Cooke, Schenectady)	1918–1919	1948–1953	Not sequential. USRA
0-6-0	B29	7028–9786	135	Alco (Pittsburgh, Richmond), Lima	1913	1926–1930	Not sequential. Lines West. About 135,000 lb
0-8-0	C1	6550–6639	90	PRR	1925–1927	1948–1953	Not sequential. 27×30 in, 56 in drivers, 78,107 lb tractive effort
0-8-8-0	CC1s	3397	1	Baldwin	1912	1931	Pusher. Not repeated
0-8-8-0	CC2s	7250–9359	10	Baldwin	1919	1947–1949	Not sequential. Lines West pushers and humps. Later all at Columbus, Ohio
2-6-0	F27s	8833–8843	11	Alco (Schenectady)	1907	1926–1928	—
2-8-0	H6b	1–9988	148	Baldwin, PRR, Alco (Pittsburgh)	1907–1913	1925–1953	Not sequential. First modern Consolidation family after the 1906 H6
2-8-0	H8	3193–3217	25	PRR	1907	1933–1956	24×28 in cylinders, 62 in drivers
2-8-0	H8a	7193–9886	117	PRR, Baldwin, Alco (Pittsburgh)	1907–1911	1937–1956	Not sequential
2-8-0	H8b	21–3577	352	PRR, Baldwin	1908–1913	1934–1957	Not sequential
2-8-0	H8c	7021–9989	192	Alco (Brooks, Pittsburgh), PRR	1908–1913	1934–1957	Not sequential
2-8-0	H9s	7–9999	312	—	—	—	Not sequential. Converted from H8
2-8-0	H9s	24–5174	274	Baldwin, PRR	1913–1914	1947–1958	Not sequential. Lines East. 25×28 in, 62 in drivers
2-8-0	H10s	6073–9999	200	—	—	—	Not sequential. Converted from H8
2-8-0	H10s	7001–9895	273	Alco (Pittsburgh, Brooks), Baldwin, Lima	1913–1916	By 1960	Not sequential. Converted from H8. Lines West, 27×28 in, about 320,700 lb. Same boiler as the K4s
2-8-0	H34a	9602–9605	4	Alco (Pittsburgh)	1908	1925–1926	—
2-8-0	H34b	9616–9619	4	Alco (Pittsburgh)	1910	1925–1926	—
2-8-2	L1s	2–9866	574	Juniata, Baldwin, Lima	1914–1919	1941–1959	Not sequential. Juniata 344, Baldwin 205, Lima 25. Same boiler as the K4s. 520 preserved
2-8-2	L2s	9627–9631	5	Alco (Schenectady)	1919	1948	USRA light. Five kept from an allotment of 38. Grand Rapids & Indiana
2-10-0	I1s	790	1	PRR	1916	1956	Test engine
2-10-0	I1s	30–6340	122	PRR	1918–1919	1949–1959	Not sequential. Juniata
2-10-0	I1s	4225–4699	475	Baldwin	1922–1923	1949–1960	Worthington BL feedwater heaters. 30½×32 in, 62 in drivers, 90,000 lb tractive effort, 386,100 lb. Class total 598
2-10-2	N1s	7008–9866	60	Alco (Brooks), Baldwin	1918–1919	1947–1950	35 Brooks, 1918; 25 Baldwin, 1919. Lines West. Grate 79.9 sq ft. 435,000 lb
2-10-2	N2s	7036–9859	130	Alco (Brooks), Baldwin	1919	1948–1953	USRA heavy. Belpaire fireboxes fitted after about four years
2-10-4	J1	6150–6174	25	PRR	1943–1944	1957–1959	C&O design. 70 in drivers, drop-coupler pilot, keystone number plate. Class total 125
2-10-4	J1, J1a	6401–6500	100	PRR	1942–1943	1957–1959	Altoona
2-8-8-0	HC1s	3700	1	PRR	1919	1929	Single-expansion. Pusher. Not repeated
2-8-8-2	HH1s	3396	1	Alco (Schenectady)	1911	1928	Pusher near Pittsburgh. Six ex-N&W Y3s were also classed HH1 in 1943; their numbers are not in this grid
4-4-0	D16	340–6460	40	PRR	1907–1908	1928–1935	Not sequential
4-4-0	D16d	9821–9825	5	PRR	1907–1910	1925–1931	—
4-4-2	E2b	7496–8634	70	PRR	1909	1924–1927	Not sequential
4-4-2	E2d	6001–6083	32	PRR	1908	1931–1938	Not sequential
4-4-2	E3d	10–6441	43	PRR	1908	1932–1946	Not sequential
4-4-2	E5	1002–9832	12	PRR	1910–1913	1937–1949	Not sequential
4-4-2	E6	5075, later 1067	1	PRR	1910	1950	Experimental
4-4-2	E6s	13–6085	82	PRR	1912–1914	1948–1953	Not sequential. 23½ in cylinders after superheat, 31,275 lb tractive effort. Two in 1912, eighty in 1914
4-4-2	E23s	8735–8738	4	Alco (Schenectady)	1907–1910	1928–1929	—
4-4-2	—	6504, 6532	2	Baldwin	1907	—	Class letter blank on the grid
4-6-0	G34b	9530–9539	8	Alco (Pittsburgh)	1907–1909	1927–1928	Not sequential
4-6-0	G5s	459–3832	40	PRR	1923	1948–1953	Not sequential. E6 boiler, 68 in drivers
4-6-0	G5s	5700–5749	50	PRR	1924–1925	1949–1955	Pennsylvania total 90. Another 31 were built for the Long Island
4-6-2	K2	23–9999	153	PRR	1910–1911	1931–1949	Not sequential
4-6-2	K2a	86–8543	72	PRR, Alco (Schenectady)	1911–1913	1931–1949	Not sequential. With K2 and K2sb, 227 Pacifics of the K2 family
4-6-2	K2sb	3371, 3375	2	PRR	1911	1934, 1931	—
4-6-2	K3s	7004–8663	30	Baldwin	1913	1947–1949	Lines West. Mechanical stokers
4-6-2	K4s	8–8378	425	PRR, Baldwin	1914–1928	1947–1959	Not sequential. 1914 prototype, 324 at Altoona 1917–1927, then 100 more (25 Juniata, 75 Baldwin) in 1927–1928. 1361 and 3750 preserved
4-6-2	K5	5698–5699	2	PRR, Baldwin	1929	1952–1953	One each. Baldwin engine had Caprotti valves, removed 1937. Both hand-fired. Not repeated
4-6-2	K21s	8701–8712	12	Alco (Schenectady)	1910–1913	1929–1930	—
4-6-2	K28	7067	1	Alco (Pittsburgh)	1907	1933	Experimental. 24×26 in, 80 in drivers, 273,600 lb
4-6-2	K29	3395	1	Alco (Schenectady)	1911	1929	Experimental. 27×28 in, 80 in drivers, 317,000 lb. The size the K4s started from
4-8-2	M1	4700, later 6699	1	PRR	1923	1950	Prototype. I1 boiler, 27×30 in, 72 in drivers, 385,000 lb
4-8-2	M1	6800–6999	200	Baldwin, Lima	1926	1949–1959	—
4-8-2	M1a	6700–6799	100	Baldwin, PRR, Lima	1930	1951–1959	Class total, with the prototype, 301
4-4-4-4	T1	6110–6111	2	Baldwin	1942	1953	Duplex prototypes
4-4-4-4	T1	5500–5549	50	PRR, Baldwin	1945–1946	1952–1956	Duplex
4-6-4-4	Q1	6130	1	PRR	1942	1952	Duplex. One driver-set reversed under the firebox. Not repeated
4-4-6-4	Q2	6131	1	PRR	1944	1952	Duplex prototype. Both driver-sets faced forward
4-4-6-4	Q2	6175–6199	25	PRR	1945	1953–1956	Duplex. Built at Altoona in place of 25 further J1s. All retired before any J1
6-4-4-6	S1	6100	1	PRR	1939	1949	Duplex
6-8-6	S2	6200	1	Baldwin	1944	1952	Direct-drive steam turbine
2-6-0	—	9663	1	Griffith & Wedge	1909	1928	Narrow gauge. Ex-Ohio River & Western
2-6-0	—	9684	1	Alco (Cooke)	1916	1934	Narrow gauge. Ex-Waynesburg & Washington
2-6-0	—	9687	1	Alco (Cooke)	1920	1934	Narrow gauge. Ex-Waynesburg & Washington
4-6-0	—	9661	1	Baldwin	1910	1929	Narrow gauge. Ex-Ohio River & Western

Sources

Drury, George H. Guide to North American Steam Locomotives. Revised edition. Waukesha: Kalmbach Books, 2015. Pages 267–271. The class grid and the fleet history.
Staufer, Alvin F. Pennsy Power: Steam and Electric Locomotives of the Pennsylvania Railroad, 1900–1957. Reprint, Brattleboro: Echo Point Books & Media, 2019.
Westing, Frederick. Apex of the Atlantics. Milwaukee: Kalmbach, 1963.
Edson, William D. Keystone Steam & Electric. Wayner Publications, 1974.
Morrison, Tom. The American Steam Locomotive in the Twentieth Century. Jefferson: McFarland, 2019.
Schafer, Mike, and Brian Solomon. Pennsylvania Railroad. Osceola: MBI Publishing, 1997.
Railroad magazine, published rosters: July 1941, p. 50; August 1941, p. 50; September 1941, p. 89; October 1941, p. 60; November 1941, p. 77; December 1954, p. 22; August 1957, p. 36.
Pennsylvania Railroad Technical & Historical Society. prrths.com.

Related pages: Pennsylvania Railroad · PRR diesel roster · Long Island steam · GG1 · Horseshoe Curve · 4-6-2 type

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