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Tennessee Central Railway: Map, Logo, Rosters, History

Last revised: October 16, 2026

By: Adam Burns

The Tennessee Central was the east-west railroad across the middle of Tennessee. It ran from Harriman, on the plateau side of the Tennessee River, through Nashville to Hopkinsville, Kentucky. J. Allen Hicks’s history for the Tennessee Central Railway Museum gives that line as 248 miles. The company’s own July 13, 1947, timetable page prints a total mileage of 295, branches included. Reporting mark TC. On that 1947 page the slogan is The Road of Personal Service. The railroad was also called the Nashville Route.

The final company, the Tennessee Central Railway Company, was chartered on January 26, 1922, and took the property at midnight on January 31. It ceased operation at midnight on August 31, 1968.

Tennessee Central C420s 401 and 400 near the turntable pit in Nashville on August 18, 1967. William White photograph. American-Rails.com collection. The railroad’s only two Centuries. Alco order 3438, units 3438-02 and 3438-01, February and January 1966. They became Louisville & Nashville 1317 and 1316.

On this page: Nashville & Knoxville · Jere Baxter · The 1922 company · At a glance · The 1948 map · July 13, 1947 · Steam · Thirty-one diesels · August 31, 1968

Nashville & Knoxville

The Nashville & Knoxville Railroad was organized in March 1884. It built from Lebanon toward Monterey, with a branch from Carthage Junction toward the Cumberland River opposite Carthage and a branch from Monterey toward Crawford. A deed of 1889 covers those branches. Alexander Crawford was the man behind that railroad. The section from Lebanon to Gordonsville opened on August 11, 1888, and the Carthage branch was finished that December. Crawford died in 1890, with the railroad at Cookeville. His sons carried the line on to Monterey, and a branch from Monterey to Hanging Limb was finished in 1894. Baxter bought the Nashville & Knoxville in late 1901.

Baxter was a Nashville capitalist who had been president of the Memphis & Charleston. He organized the Tennessee Central Railroad in 1893 to cross the Cumberland Plateau and reach Knoxville, and to give Nashville a railroad that was not the Louisville & Nashville. The panic of that year stopped the work. In June 1897 a reorganized Tennessee Central Railway took up the line from Monterey toward South Harriman.

Jere Baxter

The companies multiplied, which is how a railroad of this kind was finished. The Cumberland Plateau Railroad was chartered on January 22, 1901, from Campbell Junction to Isoline, and was sold at foreclosure in the summer of 1902. The Nashville & Clarksville was organized on March 1, 1901, and chartered on April 16, to build from Nashville through Clarksville to the Kentucky line. On February 5, 1901, Baxter organized a Tennessee Central Railway Company to build from the Nashville terminal down to the Nashville & Knoxville at Lebanon. The Nashville Terminal Company’s depot and yards were leased for 99 years on May 1, 1902.

On April 30, 1902, the Nashville & Clarksville changed its name to the Tennessee Central Railroad Company and began buying the other pieces. In May it took the 1901 railway company, the 1897 Tennessee Central Railway, and the Nashville & Knoxville. In July it took the Tennessee Central Railroad. In September it took the Cumberland Plateau Railroad. The state archives’ chronology dates the Lebanon–Nashville completion to 1902, and the first train at South Harriman to May 27, 1902.

Baxter resigned the presidency on May 4, 1903. N. C. Chapman succeeded him. Baxter stayed on the board. The first train from Nashville to Ashland City ran in 1903, and the track reached Clarksville late that year. In 1904 the western line was finished to Hopkinsville, 95.4 miles from Nashville, and a connection with the Illinois Central. The same year the eastern end was extended from Emory Gap to Harriman and a connection with the Southern. Harriman was also the Cincinnati, New Orleans & Texas Pacific, the lessee of Cincinnati’s railroad between Cincinnati and Chattanooga. The Tennessee Central never laid its own rail into Knoxville. On the 1947 card, Knoxville is a Southern connection beyond Harriman.

A coal spur from Hanging Limb to Crawford was finished in June 1903 and extended to Wilder that December. The railroad remade Cookeville and Crossville, and the town of Baxter, in Putnam County, took Jere Baxter’s name. He died in February 1904.

In 1905 the eastern section was leased to the Southern and the western section to the Illinois Central, which wanted the Clarksville connection. The Louisville & Nashville answered in Nashville by building Cummins Station, a concrete and brick warehouse beside Union Station, and pulling business away from the Tennessee Central’s own houses. The Tennessee Encyclopedia says both lessees gave the property back in 1908. The company’s own chronology dates the recovery of operation to 1909.

On December 31, 1912, the Mercantile Trust Company of St. Louis put the railroad back in receivership. It stayed there until the sale of January 10, 1922. The United States Railroad Administration operated it from January 1, 1918, to March 1, 1920, and then handed it back to the receivers. H. W. Stanley was the receiver from 1917.

The 1922 company

C. M. Hovey bid the property in at the court sale. A new Tennessee Central Railway Company was organized on January 21, 1922, chartered on January 26, bought the railroad from Hovey, and took possession at midnight on January 31. The Commercial and Financial Chronicle of February 4, 1922, put the new capital at $3,000,000. Stanley, the receiver, was elected president. Claud K. Boettcher and George C. Morse, both of Denver, were the vice presidents named in that report. P. D. Houston was treasurer. He was still vice-president and treasurer on the July 13, 1947, card, and Stanley was still chairman and president.

The last new piece of railroad was the Old Hickory Branch, from Stone River down to the DuPont plant on the Cumberland. It is on the 1947 card as a freight branch. Coal remained the originating traffic. In 1954 the Tennessee Valley Authority opened the first unit of the Kingston steam plant, near Harriman, and for a time the mines on the Tennessee Central filled it. The company borrowed from the Reconstruction Finance Corporation. Hicks puts the mid-1950s right-of-way borrowing at almost $5 million, and says it was never repaid.

At a glance

Logo

The Tennessee Central Railway logo. Author’s work. The July 13, 1947, Official Guide page prints the slogan under the name: The Road of Personal Service.

The 1948 map

An official 1948 system map of the Tennessee Central Railway. Author’s collection. Harriman is the east end. Hopkinsville is the west end. Nashville is the office, the yard, and the place the two divisions met. The Crawford Branch runs north from Monterey. The Carthage Branch leaves the main line at Carthage Junction. The Old Hickory Branch leaves at Stone River.

July 13, 1947

The Tennessee Central’s page in the Official Guide. The Eastern Division card is dated July 13, 1947. The sheet prints a total mileage of 295. H. W. Stanley is chairman of the board and president. P. D. Houston is vice-president and treasurer. General offices, Nashville.

Four passenger trains are on the Eastern Division, Nos. 1, 2, 3, and 4, daily, on Central time. They run between Nashville and Harriman. The card carries the same columns on to Knoxville, 215.8 miles from Nashville, via the Southern, and notes connections there with Southern trains of coaches, sleeping cars, and dining cars for Bristol, Roanoke, Washington, and New York. Stations on the Tennessee Central’s own line include Donelson, Hermitage, Lebanon, Watertown, Carthage Junction, Cookeville, Algood, Monterey, Baxter, Crossville, and Emory Gap.

The Western Division is freight only. Nashville to Hopkinsville is 95.4 miles, by way of Ashland City, Clarksville, and Edgoten, at Camp Campbell. Passenger trains 11 and 14, Nashville to Hopkinsville, had been discontinued in November 1930. The Carthage Branch, the Crawford Branch, and the Old Hickory Branch are freight only on this card. The Crawford Branch runs from Monterey through Obey City, Hanging Limb, Crawford, and Highland Junction to Wilder. The Old Hickory Branch runs from Stone River through Hopewell to Old Hickory.

Scheduled passenger service on the Eastern Division ended in 1955. Excursion trains were still being run in the railroad’s last years. After 1955 the timetable was freight.

Steam

Drury’s guide has no Tennessee Central chapter, and the railroad did not use a class-letter system of the Norfolk & Western kind. What follows is the engines on the January 1946 roster, thirty-six of them, plus the earlier Consolidations that roster does not include. The diagram figures are from the Tennessee Central’s own locomotive diagrams of about 1941.

Twelve Alco-Manchester Consolidations of 1902, and a single Brooks Consolidation of 1899, No. 35, were already off that 1946 list. Two later Consolidations stayed. Alco built them in 1914, works numbers 54632 and 54635. They had been Nos. 33 and 34, and the 1946 list carries them as 333 and 334.

Five Alco Ten-Wheelers, 502–506, are on the 1946 list as engines of 1903. Their works numbers are not on the diagrams.

The four Mountains were the modern power. Alco-Brooks works numbers 66572–66575 are Nos. 551–554. The construction-number list dates them 1925. The railroad’s diagram is dated 1926. They are small for a 4-8-2, and the drivers are 63 inches, a freight diameter on a passenger wheel arrangement. Cylinders are 24 by 28 inches. The diagram rates the boiler at 217.6 pounds, which is 15 bar, an odd figure on an American card and the figure the tractive effort is calculated from. Tractive effort is 47,350 pounds. The engine weighs 273,000 pounds, with 180,500 on the drivers. The tender carries 9,000 gallons and 14 tons and weighs 158,800 pounds. Engine and tender together weigh 431,800 pounds. Walschaert valve gear. Evaporative heating surface is 2,795 square feet, the superheater 752, and the combined surface 3,547. The grate is 59.95 square feet.

The Mikados the railroad bought new came in two sizes. Alco-Brooks built 601–608 in 1922, works numbers 63317–63324. Drivers are 56 inches, cylinders 22 by 28, pressure 200 pounds, tractive effort 41,140 pounds. The engine weighs 208,050 pounds, with 158,000 on the drivers and an axle load of 39,500. The tender carries 8,000 gallons and 14 tons. Engine and tender together weigh 367,350 pounds. The firebox is 165 square feet. Evaporative heating surface on the 1941 diagram is 2,536 square feet, the superheater 652, and the combined surface 3,188. They were gone by 1952.

Alco’s Richmond works built 701–704 in June 1924, works numbers 65282–65285. They are the larger engines, closer to a United States Railroad Administration light Mikado, with drivers still kept short for the plateau. The 1941 diagram gives the loaded weight as 283,536 pounds at 200 pounds pressure. No. 704 carried an 11,500-gallon tender and was drawn on its own page in that book. All but 703 were off the roster by January 1953. No. 703 was carried as a standby engine.

Six more Mikados came secondhand, and the 1946 list’s build dates of 1913 and 1914 for them are not the years they were built. Three came from the New York Central in 1937. No. 725 was New York Central 3850, renumbered 1312 in 1936, built in 1906. No. 726 was New York Central 4122, renumbered 1430 in 1936, built in 1905. No. 727 was New York Central 3777, renumbered 1277 in 1936, built in 1905. Three came from the Cleveland, Cincinnati, Chicago & St. Louis. No. 728, former 6717, built in 1907, and No. 729, former 6063, built in 1907, were acquired in 1938. No. 730 was Big Four 6057, built in 1906. The same note has it as Alton & Southern 17, acquired in 1939. All six were off the roster by the late 1940s.

Four 2-6-6-2s on the 1946 list kept their Norfolk & Western numbers. No. 1341 sits in the Richmond Z-1a block of 1912–1913. Nos. 1385, 1390, and 1396 sit in the Baldwin Z-1a block of 1914. The sale year is not in the lists used here.

Three Pacifics close the 1946 list. No. 2062 is an Alco engine of 1906, No. 2064 an Alco engine of 1907, and No. 2065 an Alco engine of 1913. Which railroad they came from is not established.

The state archives’ chronology dates the last steam retirement to 1954. Hicks says a few steam locomotives were still on the property in 1952, when the railroad had 19 diesels, and that steam was gone from the roster by 1956. No. 703’s standby entry in January 1953 sits between those two statements.

Thirty-one diesels

The diesel fleet is 31 locomotives. Twenty-eight are Alco. Three are Baldwin. Hicks’s count of 19 diesels on the property in 1952 is the switchers, the three Baldwins, eight of the RS3s, and the six cab-and-booster units. The rest arrived later: two more RS3s in 1956, five RS36s in 1962 and 1963, two C420s in 1966, and three secondhand Reading RS3s the same year.

No. 50 is an HH660, Alco serial 69079, November 1939, the first diesel, and it was scrapped in 1963. No. 51 is an S1, serial 69515, November 1941. It went to the Cadiz Railroad as No. 8 and was later preserved. Baldwin built road switchers 75–77 in July and August 1948, construction numbers 73706–73708. They went to Precision Engineering and were scrapped.

The FA-1s and the booster came in March 1949. No. 801, serial 76691, was later trade-in credit on the C420s. Nos. 802–805, serials 76692–76695, and booster 801B, serial 76723, were trade-in credit on the RS36s.

RS3s 251–254 are serials 78362–78365, October 1950. Nos. 252 and 253 were scrapped. No. 254 was trade-in credit on the C420s. No. 251 is not on the Louisville & Nashville diesel roster. RS3s 255–258 are serials 79633–79636, March 1952. No. 255 was scrapped. Nos. 256 and 258 went on to Precision, and 257 was scrapped. No. 259, serial 81898, April 1956, became Louisville & Nashville 259. No. 260, serial 81899, the same month, was wrecked and retired.

RS3s 248–250 were built for the Reading in 1951 and bought from Alco Products in 1966, the year the C420s arrived. Serials are 78565, 78571, and 78931, April and August 1951, former Reading 502, 508, and 518. They became Louisville & Nashville 248–250.

The RS36s are the last of that model. Nos. 301 and 302, serials 84114 and 84115, are August 1962, later Louisville & Nashville 910 and 911. Nos. 303–305, serials 84406–84408, are February, April, and June 1963, later 912–914.

The two C420s are order 3438. No. 400 is order-unit 3438-01, January 1966. No. 401 is 3438-02, February 1966. They were built without dynamic brakes. They became Louisville & Nashville 1316 and 1317. No. 400 later ran on the Apache Railway. In May 1968 the Louisville & Nashville bought these two, the five RS36s, and RS3s 248–250, ten locomotives, plus 25 freight cars, and leased the locomotives back. That purchase is what kept the trains running past a shutdown that had been expected on May 31.

The quantity column totals 31 locomotives.

August 31, 1968

The reorganization petition in the court file is dated December 13, 1967. On December 14, 1967, the United States District Court in Nashville placed the Tennessee Central Railway Company in reorganization under the railroad section of the Bankruptcy Act and appointed A. Battle Rodes trustee. On April 25, 1968, the Interstate Commerce Commission authorized abandonment of the entire line in Tennessee and Kentucky. The only way to keep trains running was a sale to other railroads.

Hicks’s account is that May 31, 1968, was the day the shutdown was expected, and that the Louisville & Nashville’s purchase of the ten locomotives and 25 freight cars, leased back, carried the operation through the summer. The Tennessee Central ceased all operation at midnight on August 31, 1968. The court’s memorandum says the Louisville & Nashville, the Illinois Central, and the Southern began operating the lines on September 2, 1968, under temporary certificates.

The deeds are dated March 18, 19, and 20, 1969. They went to the Illinois Central, the Louisville & Nashville, and the Harriman & Northeastern Railroad, which took the eastern piece as the Southern’s nominee. Hicks gives the division, and the prices, as the Illinois Central from Hopkinsville to Nashville for $600,000, the Louisville & Nashville from Nashville to Crossville for $525,000, and the Southern from Crossville to Harriman for $340,000. The Nashville belt line had already been released to the state in 1967, for Interstate 440. The company’s own closing date in the archives is August 31, 1969, a year after the last train.

What runs today on those rails is other people’s railroad. The Tennessee Central Railway Museum has sent its own passenger cars east from Nashville since 1989, from the former master mechanic’s office at 220 Willow Street, over the Nashville & Eastern toward Lebanon, Watertown, and Cookeville. Nashville Steam’s restoration of Nashville, Chattanooga & St. Louis No. 576 is the locomotive project the museum points to. The Tennessee Central company ended in 1968.

Related Reading

• Louisville & Nashville
• Southern Railway
• Illinois Central
• Nashville, Chattanooga & St. Louis
• Cincinnati, New Orleans & Texas Pacific
• New York, Ontario & Western
• Norfolk & Western Class Z
• Tennessee railroad museums

Sources

• Tennessee State Library and Archives, Tennessee Central Railway Company Records, 1884–1968, finding aid processed by Bob Bell, completed July 24, 1985. Company list and chronology: Nashville & Knoxville organized March 1884; Tennessee Central Railroad chartered 1893; Tennessee Central Railway organized June 1897; Cumberland Plateau Railroad chartered January 22, 1901, sold at foreclosure in the summer of 1902; Nashville & Clarksville organized March 1, 1901, chartered April 16, 1901, renamed Tennessee Central Railroad Company April 30, 1902; purchases of May, July, and September 1902; Lebanon–Nashville completed in 1902 and the first train at South Harriman on May 27, 1902; Nashville Terminal leased for 99 years on May 1, 1902; Ashland City in 1903; Hopkinsville in 1904; lease to the Illinois Central and the Southern in 1905; operation recovered in 1909, Contract 277; receivership from 1912 to the January 10, 1922 sale, on the claim of the Mercantile Trust Company of St. Louis; United States Railroad Administration from January 1, 1918, to March 1, 1920; reorganized January 21, 1922, chartered January 26, bought from C. M. Hovey, possession at midnight January 31; last steam retirement dated 1954; belt line released to the state in 1967; reorganization petition dated December 13, 1967, in the container list; operations ceased at midnight August 31, 1968; the company closed August 31, 1969.
• Commercial and Financial Chronicle, February 4, 1922. New capital $3,000,000. H. W. Stanley, receiver since 1917, elected president. Claud K. Boettcher and George C. Morse of Denver, vice presidents. P. D. Houston, treasurer. The road turned over to the new owners at the end of January.
• Tennessee Encyclopedia. Carroll Van West, “Tennessee Central Railroad,” and Jeanette Keith, “Jere Baxter.” Baxter organized the line in 1893, died in February 1904, and had used convict labor on the Monterey–Harriman work. The 1905 lease of the eastern section to the Southern and the western section to the Illinois Central, both ended in 1908. Cummins Station. The railroad’s effect on Cookeville, Crossville, and the town of Baxter. Receivership in 1912 and reorganization ten years later.
• J. Allen Hicks, “A Brief History of the Tennessee Central Railway Company,” Tennessee Central Railway Museum. Lebanon–Gordonsville opened August 11, 1888, and the Carthage branch was finished that December. Crawford died in 1890, the railroad then at Cookeville. His sons reached Monterey, and the Monterey–Hanging Limb branch was finished in 1894. February 5, 1901, Baxter organized a Tennessee Central Railway Company to build from Nashville to the Nashville & Knoxville at Lebanon, and he bought the Nashville & Knoxville in late 1901. Harriman to Hopkinsville, 248 miles. Hopkinsville, 95.4 miles, in 1904. Baxter’s resignation May 4, 1903, and N. C. Chapman. Hanging Limb–Crawford in June 1903, extended to Wilder in December. Receivership December 31, 1912, to the January 10, 1922 sale. Western Division passenger discontinued in 1930. Diesels 50 and 51. Nineteen diesels and a few steam locomotives in 1952. Steam off the roster by 1956. Eastern Division passenger ended in 1955. RS3s 259–260 in 1956. RS36s 301–302 in 1962 and 303–305 in 1963. C420s 400–401 and three ex-Reading RS3s from Alco Products in 1966. The mid-1950s Reconstruction Finance Corporation borrowing, almost $5 million, never repaid. The May 31, 1968 date, the ten locomotives and 25 cars, and the lease-back. Sale prices and the three segments.
• Official Guide page for the Tennessee Central, the Eastern Division card dated July 13, 1947. Total mileage 295. The Road of Personal Service. H. W. Stanley, chairman and president. P. D. Houston, vice-president and treasurer. Trains 1, 2, 3, and 4, daily, Central time. Knoxville, 215.8 miles, via the Southern. Western Division freight only, Hopkinsville 95.4. Carthage, Crawford, and Old Hickory branches freight only. Edgoten at Camp Campbell.
• Passenger Train Journal, the public account of Tennessee Central passenger trains. Trains 11 and 14, Nashville–Hopkinsville, discontinued in November 1930. Scheduled passenger service ended in 1955. Clarksville in late 1903. Eastern Division passenger service from 1902.
• In re Tennessee Central Railway Company, United States District Court, Nashville, memorandum of Chief Judge William E. Miller on the government’s petition of April 17, 1969. The court placed the company in reorganization on December 14, 1967, and appointed A. Battle Rodes trustee. The Interstate Commerce Commission authorized abandonment of the entire line on April 25, 1968. The debtor ceased all operations on August 31, 1968. The Louisville & Nashville, the Illinois Central, and the Southern began operating the lines on September 2, 1968, under temporary certificates. Deeds of March 18, 19, and 20, 1969, to the Illinois Central, the Louisville & Nashville, and the Harriman & Northeastern, nominee of the Southern.
• George W. Hilton, “Tennessee Central,” Trains, January 1946. The 36 road numbers on the 1946 steam list, as the previous page of this article carried them. The article was not reopened for traffic percentages or grades.
• Steve Llanso, Locobase, SteamLocomotive.com, from Tennessee Central locomotive diagrams of about 1941 in the Rail Data Exchange, supplied by Allen Stanley. Class 551, works 66572–66575, diagram dated 1926, 63-inch drivers, 24 by 28, 217.6 pounds, 47,350 pounds tractive effort. Class 601, works 63317–63324, 1922. Class 701, Richmond works 65282–65285, June 1924, builder’s card by way of Chris Hohl; 1941 weight 283,536 pounds at 200 pounds; 704’s 11,500-gallon tender; 703 standby in January 1953. Consolidations of 1914, works 54632 and 54635. The secondhand Mikado roster on the same site: New York Central 725–727, acquired 1937, and Big Four 728–730.
• Norfolk & Western steam roster on this site, for the Z-1a number blocks that contain 1341, 1385, 1390, and 1396.
• The Diesel Shop, Tennessee Central all-time diesel roster, revised April 21, 2022, roster by John Komanesky, with an update from Tom Berry. Serials, build months, and dispositions, except where this page follows the RS36 and C420 production lists on the build dates of 303–305 and of 400 and 401, and the RS3 production list on 255–258. RS3 production roster: 255–258, serials 79633–79636, March 1952. RS36 production roster, reformatted October 20, 2020: 301–302 in August 1962, and 303–305 in February, April, and June 1963. C420 production roster, reformatted October 18, 2020: 400 and 401, order-units 3438-01 and 3438-02, January and February 1966. Robert Sarberenyi’s original-owner list: the two Tennessee Central C420s were built without dynamic brakes.
• Louisville & Nashville diesel roster on this site, for the matching rows: RS3s 248–250 and 259, RS36s 910–914, and C420s 1316 and 1317.

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30. EMD "E9" Locomotives: Specs, Roster, History

    Oct 28, 26 10:37 PM

    
    EMD E9 cab units and boosters, 2,400 horsepower, built April 1954 through January 1964. Gear ratios, specifications, and the production roster by owner, serial, and order.

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31. NYC 4-6-4 #5344, "Commodore Vanderbilt"

    Oct 28, 26 04:31 PM

    
    NYC J-1e Hudson 5344, the Commodore Vanderbilt. Alco, November 1931. Carl Kantola’s shroud, December 1934, then a Dreyfuss bullet nose in 1939. Scrapped at Collinwood in 1954.

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32. New Jersey, Indiana & Illinois Railroad: A South Bend Shortline

    Oct 28, 26 11:05 AM

    
    The New Jersey, Indiana & Illinois, the Jersey Line, ran from South Bend to Pine. Singer built it in 1905. Wabash stock control came in 1926. Two diesels, and the steam the record names.

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33. Monon Diesel Roster (All-Time)

    Oct 28, 26 10:13 AM

    
    Monon diesel locomotives, each frame once. F3s, nine BL2s, the C420s, and eight U23Bs. The quantity column is 96. The 1951 fleet was 57.

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34. Monon Steam Roster (Built Since 1900)

    Oct 28, 26 10:09 AM

    
    Monon steam locomotives built since 1900. Twelve-Wheelers, Mikados, light Pacifics, and thirteen six-wheel switchers. The quantity column is 148.

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35. Monon Railroad: Map, Photos, History, Logo

    Oct 28, 26 09:55 AM

    
    History of the Monon, the Hoosier Line. The New Albany & Salem, the X at Monon, Barriger's streamliners, and the Louisville & Nashville merger of July 31, 1971.

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36. Missouri-Kansas-Texas Diesel Roster (All-Time)

    Oct 28, 26 09:48 AM

    
    All-time diesel roster of the Missouri-Kansas-Texas. 406 locomotives, each frame once. Baldwin switchers, Alco cab units, F units, Geeps, and the SD40-2s.

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37. Missouri-Kansas-Texas Steam Roster (Built Since 1900)

    Oct 28, 26 09:43 AM

    
    Missouri-Kansas-Texas steam locomotives built since 1900. Moguls, Mikados, Pacifics, and the narrow-gauge shop tanks. The quantity column is 715.

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38. Missouri-Kansas-Texas Railroad (Katy): Map, History, Rosters

    Oct 27, 26 11:02 PM

    
    History of the Missouri-Kansas-Texas, the Katy. The race into Indian Territory, Gould, the 1923 railroad, the Texas Special, and the 1988 sale. Steam and diesel rosters are linked.

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39. Soo Line Diesel Roster (All-Time)

    Oct 27, 26 10:55 PM

    
    All-time diesel roster of the Soo Line and the Wisconsin Central. 786 locomotives, each frame once. Cab units, Geeps, the Milwaukee Road engines, and the SD60s. The South Shore's 24 stay on that page.

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40. Soo Line Steam Roster (Built Since 1900)

    Oct 27, 26 10:49 PM

    
    Soo Line and Wisconsin Central steam locomotives built since 1900. Consolidations, Mikados, Pacifics, 21 Mountains, and four Lima 4-8-4s.

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41. Soo Line Railroad: Map, Logo, History, Rosters

    Oct 27, 26 10:24 PM

    
    The Soo Line, from the flour millers' railroad around Chicago to the Sault, the Wisconsin Central, and the Milwaukee Road. Steam quantity 422. Diesels 786. Canadian Pacific took full control in 1990.

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42. Minneapolis, Northfield and Southern Railway: Map, History, Rosters

    Oct 27, 26 10:32 AM

    
    The Minneapolis, Northfield & Southern, the Dan Patch Line that became a Twin Cities belt. Steam, gas-electric mules, motor cars, and the 22 diesels, through the Soo Line.

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43. Minneapolis & St. Louis Diesel Roster (All-Time)

    Oct 27, 26 10:27 AM

    
    All-time diesel roster of the Minneapolis & St. Louis. 97 locomotives, each frame once. Switchers from 1938, 35 RS-1s, the FT and F-unit cabs, two SD7s, and 23 GP9s. Builder numbers included.

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44. Minneapolis & St. Louis Steam Roster (Post 1900)

    Oct 27, 26 10:25 AM

    
    Minneapolis & St. Louis steam locomotives built since 1900. Moguls, Consolidations, 35 Mikados, and five Pacifics.

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45. Minneapolis and St Louis Railway: "The Peoria Gateway"

    Oct 27, 26 09:52 AM

    
    The Minneapolis & St. Louis, the Tootin' Louie, from the 1870 charter to the Peoria Gateway and the Chicago & North Western sale on November 1, 1960.

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46. Alco "PA" Locomotives: Restoration, Specs, Engine, Rosters

    Oct 27, 26 12:12 AM

    
    Alco's PA passenger cab, 297 locomotives built from 1946 to 1953. The 244 engine, the production roster, the Delaware & Hudson PA-4s, and Nickel Plate Road 190.

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47. Milwaukee Road Diesel Roster: (All Time)

    Oct 26, 26 01:44 PM

    
    All-time diesel roster of the Milwaukee Road. 1,208 locomotives, each frame once. Alco, Baldwin, Davenport, EMD, Fairbanks-Morse, General Electric, and Whitcomb, with builder numbers.

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48. Milwaukee Road Steam Roster (All-Time): Post-1900

    Oct 26, 26 01:38 PM

    
    Milwaukee Road steam locomotives built since 1900. Prairies, Mikados, the N-class articulateds, the S-class 4-8-4s, and the Hiawatha Atlantics and Hudsons. Quantity column 1,974. Unique frames 1,951.

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49. Milwaukee Road: Map, Electrification, Logo, History

    Oct 26, 26 01:20 PM

    
    The Milwaukee Road, from the Milwaukee & Mississippi of 1850 to the Pacific Coast Extension, the Hiawathas, and the Soo Line sale. Why Lines West should have stayed.

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50. Lake Superior & Ishpeming Railroad: Map, Roster, History

    Oct 25, 26 11:38 PM

    
    Lake Superior & Ishpeming Railroad, reporting mark LSI, from the Marquette Range to the Presque Isle ore dock. The 1954 steam list and the diesels the railroad owned.

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