Ice House and Oil House.
The North Carolina Transportation Museum is located on South Salisbury Avenue in
Spencer, NC, about 2 miles off the I-
The museum is largely devoted to North Carolina’s railroad history (although the collection also includes exhibits of automobiles and aircraft) and it holds almost 30 locomotives. However, only about a third of these have any direct historical connection with the Spencer Shops. The museum also has a heritage railroad, which operates passenger excursion trains several times a day during the tourist season. Trains are powered either by steam or diesel locomotives from the collection.
I visited the museum in September 2008 and June 2009. The photographs on this page are from both visits.
The Spencer Shops were opened by the Southern Railway’s then President, Samuel Spencer,
in 1896. It was the primary steam locomotive shop on the eastern side of the Southern
system and one of the service points for the Ps-
At the height of operations in WWII, about 3,000 staff worked in the shops, providing most of the employment in Spencer and surrounding areas.
Following dieselisation in the 1940s and 1950s, the yard was run down and Southern moved to a new yard at Linwood, NC, in 1979. It donated the old site in two stages to the state of North Carolina. The first part was gifted in 1977, when the North Carolina Transportation Foundation was established. The second part was gifted in 1979.
Water Tanks
YMCA
Radio Shop
Ice House
Oil House
Flue Shop
Storehouse No.3
Master Mechanic’s Office
Back Shop
Power House
Paint Shop
Roundhouse Office
100’ Turntable
Robert Julian Roundhouse
Lye Pit
Car Repair Shed
Fuelling Tracks
Wheel Balancing Shed
Sand House
Coal Dock
47 Track Yard
Built by Lima in 1925, #1925 is a 70 ton, three truck Shay numbered by the Graham County Railroad for the year in which it was built. It operated at a boiler pressure of 190 psi, had 36" drivers and three 12” x 15” vertically mounted cylinders. Tractive effort was 30,350 lbs.
This is a Consolidation type (2-8-0) locomotive originally built for the National Railway of Mexico as oil burner #200 by Baldwin in 1926, but never delivered. Instead, it was converted to coal and sold to the Buffalo Creek and Gauley Railroad in West Virginia as #4.
The Buffalo Creek and Gauley was chartered in 1904 and ran for 18.6 miles along Buffalo Creek between Dundon and the Rich Run Mine at Widen, WV. Primarily a coal hauling line, it never operated a diesel and, in 1960 because of the progressive dieselisation of other railroads, it had become the largest all-steam railroad in the U.S.
On 30th December 1963, the last coal train left Widen and the Rich Run Mine was finally closed. There had been a rail fan trip in summer that year and, during its final years, as many as 20,000 rail fans visited the Buffalo Creek & Gauley. The last steam train ran from Swandale to Dundon on 27th February 1965.
In 1964, #4 was sold to the Quakertown and Eastern, a tourist line operating out of Quakerstown, PA. It was then purchased by the Southwest Virginia Scenic Railroad in Hilton, VA., and the museum finally bought the locomotive in 1978. It was restored to operating condition in 1987 and pulled the on-site museum train ride lettered as Southern #604. On 4th November 1995, the museum hosted a commemorative event celebrating the 30th anniversary of #4's final run from Swandale, for which it was restored to its Buffalo Creek & Gauley livery.
When I visited in 2009, the locomotive bore #604.
The Buffalo Creek and Gauley was chartered in 1904 and ran for 18.6 miles along Buffalo Creek between Dundon and the Rich Run Mine at Widen, WV. Primarily a coal hauling line, it never operated a diesel and, in 1960 because of the progressive dieselisation of other railroads, it had become the largest all-
On 30th December 1963, the last coal train left Widen and the Rich Run Mine was finally closed. There had been a rail fan trip in summer that year and, during its final years, as many as 20,000 rail fans visited the Buffalo Creek & Gauley. The last steam train ran from Swandale to Dundon on 27th February 1965.
In 1964, #4 was sold to the Quakertown and Eastern, a tourist line operating out of Quakerstown, PA. It was then purchased by the Southwest Virginia Scenic Railroad in Hilton, VA., and the museum finally bought the locomotive in 1978. It was restored to operating condition in 1987 and pulled the on-
When I visited in 2009, the locomotive bore #604.
Primarily used to haul both freight and passenger services in the Fayetteville, Rocky Mount and Wilmington, NC, district they nevertheless worked as far afield as Richmond, VA, and Jacksonville, FL. As dieselisation gathered pace on the ACL, many of these locomotives served on smaller subsidiary lines.
#1031 operated mainly out of Florence, SC, hauling freight and passenger trains for most of its life. It was taken out of service in 1952, but was then lent it to its subsidiary Virginia & Carolina Southern Railroad and later to the East Carolina Railway. In 1959, it went on display behind the Florence, SC, passenger station but, after continuing deterioration in its condition, the City of Florence donated it to the museum in 1994. Two years later, it was cosmetically restored to its 1940s appearance.
#1031 operated mainly out of Florence, SC, hauling freight and passenger trains for most of its life. It was taken out of service in 1952, but was then lent it to its subsidiary Virginia & Carolina Southern Railroad and later to the East Carolina Railway. In 1959, it went on display behind the Florence, SC, passenger station but, after continuing deterioration in its condition, the City of Florence donated it to the museum in 1994. Two years later, it was cosmetically restored to its 1940s appearance.
A total of 857 of this Decapod type (2-10-0) were built by Baldwin and Alco for export to Russia but, when the Russian government was overthrown after the 1917 Revolution, about 200 were diverted to railroads in the U.S. by the USRA. Before they could be used, however, wider tires had to be fitted as Russian railroads used 5’ gauge.
When built for the Russian Railway by Alco in 1918, #544 was numbered #E1198. It was assigned by the USRA to the Wheeling & Lake Eire Railroad as #1088 and then sold to the Detroit, Toledo & Ironton Railroad in 1926, when it became #311. The Seaboard acquired the locomotive in 1935 and renumbered it #544. The SAL eventually rostered 38 of this type of locomotive. It has 52” drivers, a grate area of 64.7 sq ft and operated at a boiler pressure of 180 psi. The cylinders are 25” x 28” and the locomotive had a tractive effort of 51,490 lbs.
Known as “Russians” by their crews, the Decapods were suited to light rail (minimum 62 lb) and undulating terrain, and served on branch lines throughout the Seaboard system, operating mainly out of Hamlet and Raleigh, NC. During the 1950s, they were transferred to the Gainesville Midland, a Seaboard subsidiary in Georgia.
When built for the Russian Railway by Alco in 1918, #544 was numbered #E1198. It was assigned by the USRA to the Wheeling & Lake Eire Railroad as #1088 and then sold to the Detroit, Toledo & Ironton Railroad in 1926, when it became #311. The Seaboard acquired the locomotive in 1935 and renumbered it #544. The SAL eventually rostered 38 of this type of locomotive. It has 52” drivers, a grate area of 64.7 sq ft and operated at a boiler pressure of 180 psi. The cylinders are 25” x 28” and the locomotive had a tractive effort of 51,490 lbs.
Known as “Russians” by their crews, the Decapods were suited to light rail (minimum 62 lb) and undulating terrain, and served on branch lines throughout the Seaboard system, operating mainly out of Hamlet and Raleigh, NC. During the 1950s, they were transferred to the Gainesville Midland, a Seaboard subsidiary in Georgia.
On the right is the tender of Southern J class Consolidation type (2-8-0) locomotive #542. It was built for the Southern in 1903 by Baldwin and is the only survivor of 90 J class Consolidations rostered by the railroad. It served mainly in freight service around Statesville and Winston-Salem, NC, and repairs were carried out at the Spencer Shops.
In 1954, following its retirement together with the few remaining Southern steam locomotives, #542 was donated to Tanglewood Park, near Clemmons, NC. In 1991, the museum traded ex-Illinois Central 0-8-0 #1894 for #542.
It was cosmetically restored and used in the 2008 Leatherheads movie, starring George Clooney, as Southern #604.
In 1954, following its retirement together with the few remaining Southern steam locomotives, #542 was donated to Tanglewood Park, near Clemmons, NC. In 1991, the museum traded ex-
It was cosmetically restored and used in the 2008 Leatherheads movie, starring George Clooney, as Southern #604.
#501 was the first of two diesel units purchased by the ACL for its New York to Miami train, The Champion in 1939. Built by the Electro-Motive Corporation of La Grange, IL, it was part of the E series, one of the company’s first high production models. Each locomotive produced 2,000 hp from two 567A 12 cylinder prime movers and could reach a top speed of 117 mph. The ACL chose purple and silver to decorate #500 and #501, partly because of long time use of the colour on ACL timetables.
Compared with other EMC/EMD locomotives, the front ends of E3, E4, E5 and E6 units have pronounced slants when viewed from the side, which earned them the nickname "slant nose" or “shovel nose” units.
The Champion began as a daily service in 1939, competing with the Seaboard Air Lines Silver Star and Silver Meteor services. In 1941, the ACL added a St. Petersburg train called the Tamiami Champion (West Coast), at which time the Miami train became the Tamiami Champion (East Coast). In 1943, the names were simplified to the East Coast Champion and West Coast Champion. After the merger of the Atlantic Coast Line and Seaboard Air Line into the Seaboard Coast Line in 1967, the Champion remained as a New York–St. Petersburg service. After joining the initial Amtrak system in 1971, the Champion was discontinued in 1979.
#501 served until 1970, operating over 6 million miles, making it the most travelled E unit in U.S. history.
Compared with other EMC/EMD locomotives, the front ends of E3, E4, E5 and E6 units have pronounced slants when viewed from the side, which earned them the nickname "slant nose" or “shovel nose” units.
The Champion began as a daily service in 1939, competing with the Seaboard Air Lines Silver Star and Silver Meteor services. In 1941, the ACL added a St. Petersburg train called the Tamiami Champion (West Coast), at which time the Miami train became the Tamiami Champion (East Coast). In 1943, the names were simplified to the East Coast Champion and West Coast Champion. After the merger of the Atlantic Coast Line and Seaboard Air Line into the Seaboard Coast Line in 1967, the Champion remained as a New York–St. Petersburg service. After joining the initial Amtrak system in 1971, the Champion was discontinued in 1979.
#501 served until 1970, operating over 6 million miles, making it the most travelled E unit in U.S. history.
A total of 303 H-12-44s were built for U.S. railroads between 1950 and 1961, as well as 30 by the Canadian Locomotive Company for Canadian railroads between 1951 and 1956 and 1 unit exported to Mexico.
Initially, they were slant nosed and carried a roof visor at the rear like the earlier FM H-10-44 type but, from 1952 as a cost saving exercise, these Raymond Loewy designed features were removed. From 1956, the car bodies were shortened and a deeper side skirt was fitted.
Initially, they were slant nosed and carried a roof visor at the rear like the earlier FM H-
#620 noses out of the shop and onto the turntable ready to make its way to connect to the morning’s passenger excursion. On the right, the locomotive is waiting for passengers to board.
#620 is one 3,444 GP9 units built for U.S. railroads by the Electro-Motive Division of General Motors between 1954 and 1963. Another 646 were built for Canadian railroads, as well as 25 for other railroads in South America. They developed 1,750 horsepower from a 16 cylinder 567C prime mover and, on the Norfolk & Western, hauled both freight (kitted out in basic black livery) and passenger trains (kitted out in NW’s signature Tuscan Red, black and gold livery).
#620 was outshopped in 1958 and operated out of Roanoke, VA, to Ohio until retired in 1985, when it was donated to the museum. Using funding provided by Norfolk Southern, it was painted in the N&W passenger livery and is now used for on-site train rides. According to the museum, it receives more use than any of the other locomotives available for on-site trains because of crew favouritism!
#620 is one 3,444 GP9 units built for U.S. railroads by the Electro-
#620 was outshopped in 1958 and operated out of Roanoke, VA, to Ohio until retired in 1985, when it was donated to the museum. Using funding provided by Norfolk Southern, it was painted in the N&W passenger livery and is now used for on-
#2601 is a GP30. 946 of these were built by the Electro-Motive Division of General Motors between 1961 and 1963 for U.S. railroads, and 2 for Canada. They were all equipped with 567D3 16 cylinder prime movers connected to turbochargers that generated 2,250 hp.
In order to achieve a stylistic step change for the GP30, GM turned to their Automotive Styling Center in Troy, MI, to created the characteristic hump-and-cab profile. The hump started at the rear of the cab, encompassing air intakes for the central air system and tapering towards the rear of the body. The design also incorporated a low, short hood. A high, short hood could be ordered, but only Norfolk & Western and Southern did so. Southern ordered 120 units, the largest number of any railroad. N&W ordered 44.
Many railroads, including Southern, used 4 or 5 GP30s coupled together to haul fast, time-limited freight trains, and Southern continued their use until the late 1980s. Most had been retired by 1993 and Norfolk Southern donated #2601 to the museum in 1992 and then took it to Chattanooga, TN, in 1995 for restoration to Southern’s early 1980s paint scheme.
#2601 pulls on-site trains when needed.
In order to achieve a stylistic step change for the GP30, GM turned to their Automotive Styling Center in Troy, MI, to created the characteristic hump-
Many railroads, including Southern, used 4 or 5 GP30s coupled together to haul fast, time-
#2601 pulls on-
20 FP7s were supplied to the Southern, and were used on small branch-line passenger trains throughout the system. By the late 1970s, however, very few remained on the roster as Southern had eliminated many of its passenger trains. Those that were left were sometimes used on excursion trains as part of Southern’s Steam Program begun in 1966.
#6133 was donated to the museum in 1980 and restored to its original green and aluminium paint scheme. It is sometimes used to haul on-site train rides.
#6133 was donated to the museum in 1980 and restored to its original green and aluminium paint scheme. It is sometimes used to haul on-
Originally numbered #2923, this was the first of 7 E8 units ordered by the Southern from the Electro-Motive Division of General Motors in 1951. The E8 had two 567B 12-cylinder prime movers, developing a total of 2,250 hp. A total of 495 E8s (449 E8As and 46 E8Bs) were built by EMD between 1949 and 1953. The nose of E8 cab units had the appearance of a bulldog's snout when viewed from the side, and the E7, E8 and E9 units therefore earned the nickname “bulldog nose”.
Southern used E8s to haul passenger trains, including the Southerner, Crescent, Tennesseean and Royal Palm. They were initially painted green with aluminium striping but changed to black in the late 1950s. In 1972, Southern President W. Graham Claytor had all E8s returned to green and aluminium to reflect pride in the railroad’s history. At the same time, #2923 was renumbered #6900.
#6900 ended its career hauling the Southern Crescent from Washington, DC, to Atlanta, GA. The year after Southern ended passenger services in 1979, #6900 was donated to the museum. Norfolk Southern Corporation restored the exterior of the locomotive in 1995 at Chattanooga, TN.
Southern used E8s to haul passenger trains, including the Southerner, Crescent, Tennesseean and Royal Palm. They were initially painted green with aluminium striping but changed to black in the late 1950s. In 1972, Southern President W. Graham Claytor had all E8s returned to green and aluminium to reflect pride in the railroad’s history. At the same time, #2923 was renumbered #6900.
#6900 ended its career hauling the Southern Crescent from Washington, DC, to Atlanta, GA. The year after Southern ended passenger services in 1979, #6900 was donated to the museum. Norfolk Southern Corporation restored the exterior of the locomotive in 1995 at Chattanooga, TN.
Piedmont & Northern #5103 standing alongside ACL #501 in the roundhouse.
Built by General Electric in 1913 as an electric locomotive, power was supplied to #5103 either through a 600 volt DC trolley pole or a 1,500 volt DC overhead catenary. It had four 250 hp engines and could haul up to thirty freight cars.
The Piedmont & Northern was the only mainline, Class 1 railroad in the south to use electric locomotives and was the first electric railroad in the U.S. to operate both passenger and heavy freight services. It also had a divided right-of-way, with part operating Charlotte to Belmont, NC, and the other Spartanburg to Greenwood, SC. Competition from other railroads kept it from linking the two parts.
Built by General Electric in 1913 as an electric locomotive, power was supplied to #5103 either through a 600 volt DC trolley pole or a 1,500 volt DC overhead catenary. It had four 250 hp engines and could haul up to thirty freight cars.
The Piedmont & Northern was the only mainline, Class 1 railroad in the south to use electric locomotives and was the first electric railroad in the U.S. to operate both passenger and heavy freight services. It also had a divided right-
Water Tanks.
The Paint Shop (on the right of this photograph) was built in 1902, originally as a tender repair facility. It became a paint shop in 1950, when the overhead fans were installed for ventilation.
The Power House.
The Back Shop was built in 1905 to service locomotives.
The Master Mechanics Office was built in 1911.
The Master Mechanic, Payroll, Clerk and Southern’s Danville Division officials occupied the north end of the building (front of this view).
Restored issue window at the Master Mechanics Office.
The south end of the building was used as a warehouse for tools and other supplies.
North end of Storehouse No.3. Built in 1896, this was first used as the Master
Mechanics Office. After 1911, it was used as a storehouse and, in 1916-
South end of Storehouse No.3.
Two views of the south end of the Flue Shop. One end of the Back Shop gantry can be seen on the right.
South end of the Back Shop.
The gantry crane was built in 1924 to carry equipment and locomotive parts to the Lye Pit.
Original location of the lye pit. Locomotive parts were dipped in lye to remove grease and accumulated dirt.
Accidents were inevitable in a large yard like Spencer. Perhaps the most gruesome is recorded in this display panel: in 1911, a young apprentice fell into the lye pit. Most of his skin was burned off, and he died after a few hours in extreme pain
The 600 ft long Back Shop was where workers stripped and rebuilt locomotives on a
line. At its peak, 2-
The building is undergoing renovation and will become a major focus for the museum’s collection once the work is complete.
The 100’ turntable.
The renovated roundhouse was rededicated in 1996, on the centenary of the opening of the Spencer yard.
Water standpipe.
With its chopped nose, the F40PH became the face of Amtrak for 25 years but, from the 1990s, they were progressively replaced by P42s from General Electric. By 2000, most had been removed from service, although several were converted into baggage cars by removing their diesel engines and installing roll-up side doors.
F40PHs were designed to haul passenger trains anywhere in the U.S., and often operated in multiples of 2 or 3. Equipped with a turbocharged EMD 645E3 16 cylinder, two-stroke, water-cooled "Vee" prime mover, they developed 3,000 hp. Because of the high pitched sound emanating from their prime movers, however, they gained the unfortunate nickname of "screamers"!
#307 was purchased by the museum from Amtrak in 2004 for $1.00.
F40PHs were designed to haul passenger trains anywhere in the U.S., and often operated in multiples of 2 or 3. Equipped with a turbocharged EMD 645E3 16 cylinder, two-
#307 was purchased by the museum from Amtrak in 2004 for $1.00.
#307 was built by the Electro-Motive Division of General Motors in 1979. These are views of the rear of the unit.
Two hundred F40PHs were produced by EMD between 1976 and 1991.
Two hundred F40PHs were produced by EMD between 1976 and 1991.
a firebox and boiler. It could be charged from a stationary boiler in about 15 minutes and would run for two to five hours, depending on working conditions. These locomotives were used in power plants, lumberyards, textile mills and other areas where a large, ready supply of steam was available or burning cinders were dangerous.
When I visited in 2008, #3 was stored inside the roundhouse, which made photographing it a little difficult.
It weighs 140,000 lbs, operated at 150 psi with 44” drivers and 18½” x 16” cylinders. Total tractive effort was 23,000 lbs.
It weighs 140,000 lbs, operated at 150 psi with 44” drivers and 18½” x 16” cylinders. Total tractive effort was 23,000 lbs.
#1616 is one of 25 AS-416 diesel-electric switchers built by Baldwin between 1950 and 1955. 17 were purchased by the Norfolk Southern.
After 1974, Southern sold all its remaining Baldwin locomotives, and #1616 went to the Peabody Coal Company in Lentzburg, IL. They donated the locomotive to the State of North Carolina in 1981, and museum volunteers then restored it to its late 1950s/ early 1960s appearance.
After 1974, Southern sold all its remaining Baldwin locomotives, and #1616 went to the Peabody Coal Company in Lentzburg, IL. They donated the locomotive to the State of North Carolina in 1981, and museum volunteers then restored it to its late 1950s/ early 1960s appearance.
#3 was built by the H. K. Porter Locomotive Company in 1937, It is a “fireless” or “steam storage” locomotive, with an insulated tank instead of
#3 arrived at the Carolina Power & Light’s Lumberton Plant in 1949 and continued in service until March 1980, soon after which it was donated to the State of North Carolina for display at the museum.
Completed in 1924, the 37 stall roundhouse named after foreman Robert Julian
was one of the largest ever built. On a typical day, 75-
#111 weighs 79,000 lbs empty. It operated at 200 psi, had a tractive effort of 15,121 lbs, 38” drivers and 13” x 20” cylinders.
Duke Power used #111 at their Mt. Holly and Cliffside plants, NC, as well as the Buck Steam Plant on the Yadkin River north of Spencer, NC.
Not much is known of its service record before 1942 or after 1953.
Duke Power used #111 at their Mt. Holly and Cliffside plants, NC, as well as the Buck Steam Plant on the Yadkin River north of Spencer, NC.
Not much is known of its service record before 1942 or after 1953.
Alco built #111 in about 1922 and sold it to the Stewart-Jones Company of Great Falls, SC, in February 1922. In July 1924, it was sold to the Wateree Power Company, which later became part of the Duke Power Company.
#111 was donated to the State of North Carolina in the late 1970s.
#544 went on display in Atlanta, GA, in 1965 and was sold to the North Carolina Railroad Company in 1980, which donated it to the State of North Carolina. # 544 was cosmetically restored in 1996.
When I visited the museum in 2008, #544 was parked in the roundhouse.
When I visited the museum in 2008, #544 was parked in the roundhouse.
The 45 ton North Carolina Ports Authority switcher L-3 was built by General Electric in 1943. It is equipped with two 150 hp Cummins diesel engines.
L-3 was used by the Ports Authority in Wilmington, NC, its entire life.
Donated to the state of North Carolina in 1980, L-3 and U.S. Army Transportation Corps #7497 are the oldest diesel locomotives in the museum's collection. It was recently restored by the museum to its late 1970s condition with the help of a $2,000 heritage grant from the National Railroad Historical Society.
Donated to the state of North Carolina in 1980, L-
This is one of 25 Ten Wheeler type (4-6-0) locomotives built for the Atlantic Coast Line by Baldwin in 1913. It operated at a boiler pressure of 200 psi, had 64” drivers and 20” x 26” cylinders. Total tractive effort was 27,600 lbs.
The locomotives quickly earned the nickname “Copperheads”, because of the polished copper rims around the tops of their smokestacks.
The locomotives quickly earned the nickname “Copperheads”, because of the polished copper rims around the tops of their smokestacks.
When I visited the museum in 2008, #1031 was parked in the roundhouse.
In pre-civil rights years, African-Americans on trains like the Champion had to travel in "colored" coaches in the South (whites could, and did, also travel in these “Jim Crow” cars). They were often combined baggage/passenger carriages hauled behind the locomotive. African-Americans also had to eat at designated tables in curtained off areas next to kitchens in the dining cars and could not enter observation or lounge cars at the rear of the trains.
SOU Coach #1211 was built in about 1922. It had 44 seats, 22 in the white area and 22 in the “colored” part. The rest rooms for African-American passengers were much smaller, had less light and no foyers.
By 1964, coaches like #1211 were no longer used by the Southern. #1211 was retired in 1969. It was purchased from the Atlanta chapter of the NRHS by the North Carolina Railroad in 1980 and donated to the museum.
SOU Coach #1211 was built in about 1922. It had 44 seats, 22 in the white area and 22 in the “colored” part. The rest rooms for African-
By 1964, coaches like #1211 were no longer used by the Southern. #1211 was retired in 1969. It was purchased from the Atlanta chapter of the NRHS by the North Carolina Railroad in 1980 and donated to the museum.
#501 was bought by a Colorado entrepreneur for a private ski train in 1972. In 1977, it was sold to run excursions in Wisconsin. The North Carolina Department of Transport Rail Division then purchased #501 in 1999 for long term loan to the museum. It is the only surviving E3A.
The Spencer Shops employed a large number of African-American workers. The panel above, on exhibit at the museum, describes their life in their own words.
Until the 1960s, African-American employees at Spencer faced discrimination and segregation. The panel above gives a glimpse of this, as well as the barriers faced by women.
There were separate washrooms for white and “colored” workers. The white washrooms were in the roundhouse, while the “colored” washrooms were in the Back Shop.
Wash rooms were equipped with basins like this. The foot pedal controlled the flow of water to the sprinkler at the centre. Soap dispensers were attached to the top of each sprinkler.
Wash rooms were equipped with basins like this. The foot pedal controlled the flow of water to the sprinkler at the centre. Soap dispensers were attached to the top of each sprinkler.
African-Americans carried out much of the heavy labour on southern railroads, such as grading and laying track. They most often worked under white foremen.
The gang foreman used the yellow “velocipede” shown above to inspect the right of way, spot defects and issue orders to track gangs like the one shown in the background of this display.
The gangs used the equipment also displayed here to replace worn rails and relay sleepers. It was physically demanding work, sometimes leased to local prisons using convict labour.
The gang foreman used the yellow “velocipede” shown above to inspect the right of way, spot defects and issue orders to track gangs like the one shown in the background of this display.
The gangs used the equipment also displayed here to replace worn rails and relay sleepers. It was physically demanding work, sometimes leased to local prisons using convict labour.
Inside the cab of #5103.
#5103 worked first in South Carolina but shifted to North Carolina in 1950 when the South Carolina section converted to diesel power. Electric power ended on the North Carolina section in 1954.
#5103 ended its life operating on old trolley tracks on Mint Street in downtown Charlotte, NC, in 1958. It was chosen for restoration by the Piedmont & Northern at their Greenville, SC, shops in 1963 and was donated to the Atlanta chapter of the NRHS. The museum purchased it in 1995.
#5103 worked first in South Carolina but shifted to North Carolina in 1950 when the South Carolina section converted to diesel power. Electric power ended on the North Carolina section in 1954.
#5103 ended its life operating on old trolley tracks on Mint Street in downtown Charlotte, NC, in 1958. It was chosen for restoration by the Piedmont & Northern at their Greenville, SC, shops in 1963 and was donated to the Atlanta chapter of the NRHS. The museum purchased it in 1995.
The distinguishing characteristic of Shay locomotives is their vertically mounted cylinders, which transfer power through vertical crank shafts and horizontal drive shafts fitted with bevelled gears on the wheels.
#1925’s three cylinders are shown in the two photographs above.
The siting of the cylinders on the right hand side of the locomotive also means that the boiler is off-set. This is evident in the photograph of the front end of #1925 above left.
You can see Shays on the B&O Museum Roundhouse page of this website, as well as the Northwest Railway Museum, Snoqualmie page
#1925’s three cylinders are shown in the two photographs above.
The siting of the cylinders on the right hand side of the locomotive also means that the boiler is off-
You can see Shays on the B&O Museum Roundhouse page of this website, as well as the Northwest Railway Museum, Snoqualmie page
#1925 hauled lumber out of the Snowbird Mountains to the Bemis Lumber Company mill in Robbinsville, NC.
The logging portion of the railroad closed in 1948, but the remainder carried general freight between Robbinsville and Topton, NC, to an interchange with the Southern Railway. Because of falling demand and deteriorating track conditions, however, the Graham County ceased operations in 1970. Until then, it had been the last commercially operating steam freight line in the U.S.
The logging portion of the railroad closed in 1948, but the remainder carried general freight between Robbinsville and Topton, NC, to an interchange with the Southern Railway. Because of falling demand and deteriorating track conditions, however, the Graham County ceased operations in 1970. Until then, it had been the last commercially operating steam freight line in the U.S.
In 1974, a tourist operation, the Bear Creek Scenic Railroad, tried to re-open the line to Robbinsville, but this also ceased operation within a few years.
#1925 was donated to the museum in 1988, and restored to operation in 1998 to pull the on-site train ride. It has also hauled excursions on the Smoky Mountain Railroad out of Bryson City, NC.
When I visited in 2009, it was awaiting a mechanical overhaul and was not in service.
#1925 was donated to the museum in 1988, and restored to operation in 1998 to pull the on-
When I visited in 2009, it was awaiting a mechanical overhaul and was not in service.
The Raleigh is a replica of the first steam locomotive to operate in North Carolina. It was made in the 1920s and is on display in the indoor exhibition area.
The original Raleigh was built by C. Tayleur & Co., in England in 1836. After being shipped to the U.S., it was operated by the Raleigh and Gaston Railroad and saw three decades of service, including working for both the Confederate and Union forces during the American Civil War.
The Raleigh and Gaston was the state’s second railroad. Construction began in 1836 and was completed in April of 1840 at a total cost of $1,343,380.00 including locomotives and cars. The laying of the 86 miles of track was largely the work of leased slaves. In 1900, the Raleigh and Gaston merged with the Seaboard Air Line and the tracks eventually became part of the CSX System.
The original Raleigh was built by C. Tayleur & Co., in England in 1836. After being shipped to the U.S., it was operated by the Raleigh and Gaston Railroad and saw three decades of service, including working for both the Confederate and Union forces during the American Civil War.
The Raleigh and Gaston was the state’s second railroad. Construction began in 1836 and was completed in April of 1840 at a total cost of $1,343,380.00 including locomotives and cars. The laying of the 86 miles of track was largely the work of leased slaves. In 1900, the Raleigh and Gaston merged with the Seaboard Air Line and the tracks eventually became part of the CSX System.
This panorama takes in part of the Work Shop next to the indoor exhibition area.
On the left, W. R. Bonsal #7 is undergoing an overhaul. Built by the H. K. Porter Locomotive Company in 1943, the US Army used this 0-6-0 switcher until it was purchased by the W. R. Bonsal Company, a gravel operation in Lilesville, NC, in 1947.
H. K. Porter started operations in 1866 in Pittsburgh, PA, manufacturing light-duty locomotives and became the largest producer of industrial locomotives in the U.S., building almost eight thousand of them. The last locomotive was built by H. K. Porter in 1950 for a company in Brazil.
H. K. Porter built Carolina Light & Power #3, which is also part of the museum’s roster.
On the left, W. R. Bonsal #7 is undergoing an overhaul. Built by the H. K. Porter Locomotive Company in 1943, the US Army used this 0-
H. K. Porter started operations in 1866 in Pittsburgh, PA, manufacturing light-
H. K. Porter built Carolina Light & Power #3, which is also part of the museum’s roster.
Also in the Work Shop when I visited was Southern EP-7 #6133.
Built by the Electro-Motive Division of General Motors in 1950, #6133 is one of 324 FP7 units built for U.S. railroads between 1949 and 1953, along with 59 FP7B units (a further 57 FP7s and 29 FP7Bs were built in Canada).
They used a 567B 16 cylinder prime mover, generating 1,500 hp. Incorporating water tanks and steam generators, they could haul passenger trains, but also hauled freight.
Built by the Electro-
They used a 567B 16 cylinder prime mover, generating 1,500 hp. Incorporating water tanks and steam generators, they could haul passenger trains, but also hauled freight.
#1860 is an FM H-12-44 switcher, one of 20 built by the Fairbanks Morse Company of Beloit, WI, for the U.S. Army some time in the 1950s. It served at the Sunny Point Military Ocean Terminal, NC, before moving to the Beaufort & Morehead Railroad, where it was based in Morehead City State Ports, NC.
It was acquired by the museum in 2004 after disposal by State Ports and has been used by the museum for on-site train rides.
It was acquired by the museum in 2004 after disposal by State Ports and has been used by the museum for on-
There are four books on Southern Railway’s motive power by Curt Tillotson Jr: Southern Railway Steam Trains Volume 1, Passenger; Southern Railway Steam Trains Volume 2, Freight; Southern Railway Diesel Locomotives & Trains, and Southern Railway Diesel Locomotives & Trains, 1950-1980. All four are published by TLC.
Atlantic Coast Line, by William E. Griffin Jr. is also published by TLC.
Douglas B. Nuckles’ Seaboard Coast Line Railroad is published by Motorbooks International, (click on the cover to search for any of these books on Bookfinder.com).
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