Engines - Standard Gauge
- Switching & Industrial
- Freight
- Passenger & Dual Service

Engines - Narrowgauge
- 30 Inch Gauge
- Other Gauges

Rolling Stock
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- Narrow Gauge
- Standard Gauge
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Source Files
Standard Gauge Downloads


B&O Docksider

This should be familiar to most model railroaders. Technically it is a Baltimore & Ohio C-16 class 0-4-0T, one of four such engines built by Baldwin in 1912. This model shows #98 as it appeared in the late 1940s and early 1950s.

Northern Pacific F1
When the Northern Pacific's F1 class 2-8-0s were first built in 1888, they were some of the largest engines in the world. 33 were built over a period of two years. These engines were initally designed to work on Cascade Pass as helpers. Over time, the class spread out over the NP's Pacific Northwestern lines, doing all sorts of branchline jobs, often hauling log trains, or switching in smaller yards. 7 members of the class were sold to the Spokane, Portland, and Seattle. Thanks in part to their low 51 inch drivers and high tractive effort, the F1s enjoyed a long life. While many had been scrapped in the 1920s, the first of the class lasted until 1947, and some others lasted into the mid 1950s.

Northern Pacific F1 reskins
A few of my own reskins of the NP F1. I encourage others to reskin it, as well. The included reskins are C&S, CS&CCD, CM and D&RG, all circa the 1890s.

Gold Spike Set
This pack contains Union Pacific's #119, and Central Pacific's #60, Jupiter. These two locomotives were present at Promontory Summit on May 10th, 1869, for the joining of the Union Pacific and Central Pacific.
kuid:96914:6960, 6961, 6919, 6920

Harriman 4-4-2
A basic Harriman Standard 4-4-2. Harriman standard locomotives were used by Union Pacific, Southern Pacific, Illinois Central, Chicago & Alton, and Gulf & Ohio. Lettered for Union Pacific. Templates for reskinners included.

Baldwin Light 2-8-2
A light Baldwin 2-8-2, common on logging lines and short lines. While built in the 1910s-1920s, some remained in service on shortlines well into the 1960s. Unlettered. Templates for reskinners included.

V&T Common files
Cabin for Reno, Genoa
Cabin for Inyo
V&T #11, Reno
V&T #12, Genoa
V&T #22, Inyo

The three Virginia & Truckee Baldwin 4-4-0s: Reno, Genoa, and Inyo. Built between May 1872 and Febuary 1875. These were typical 4-4-0s of the era, with similar engines built by most US locomotive builders. All three have survived.

ALCo Stock 0-4-0T
Requires Whistle by Tony Weber. (trw1089)
An 0-4-0T, typical of the hundreds ALCo built for stock in the 1910s, 1920s, and 1930s.

Norfolk & Western Class J
Requires Whistle (kuid2:126323:54750:1) by Tony Weber. (trw1089)
Around the turn of the century, the Norfolk and Western was seeking faster passenger motive power. The engines in service were several classes of Americans, along with the V and A class Ten Wheelers. In 1903, the railroad purchased a group of six Atlantics, which were assigned numbers 600 to 605 and class J. These Atlantics introduced the N&W to the wide firebox over a trailing truck, which would be employed on many future locomotives. In addition, the class J employed the largest driving wheels that would ever be used on the N&W. In December 1904, the class grew to seven locomotives with the addition of engine 606.
The Atlantic type, while very popular at the turn of the century, quickly fell out of favor due a lack of tractive effort. Only fifty-one percent of the locomotive's weight was on the drivers. The large drivers made the problem worse. As trains grew longer and cars became heavier, most railroads replaced their Atlantics with Pacifics, downgrading Atlantics to local or commuter service. Even though the Pacific type was introduced to the N&W in 1905, the J class continued to operate expresses on the level sections of the system for years, until the introduction of the E3 class Pacifics in the early 1930s. The final J was retired in 1935.
Just as the retirement of a group of 1870s vintage Americans left class J open for the Atlantics, the retirement of the Atlantics left the class designation open for a group of streamlined Northerns put into service between 1941 and 1950.

Common files for Lima class B 28-2 Shays
Lima class B 28-2 Shay
A Lima class B 28 ton 2 truck shay. This was a pretty common design for shays between the 1890s and 1910s. Shays of this type were built into the 1920s, but many of the old units remained in service into the 1940s. This is a woodburner. It is based on SN 653, a boomer that operated in Washington State. The model represents the engine as it appeared in service on the Wisconsin Logging & Timber Company's operation in Washington. Before WL&T, this shay had operated for the Benson Logging & Lumbering Company, and it appears to be the prototype for the Pacific Fast Mail "Benson Shay" model of the 1960s.

Common files for FEC Pacifics
Savannah & Atlanta 750
Savannah & Atlanta 750 ala New Georgia Railroad
Requires Whistle (kuid2:126323:54750:1) by Tony Weber. (trw1089)
During January 1910, ALCo's Schenectady works rolled out a group of six Pacifics (4-6-2) for the Florida East Coast Railway, numbers 77 to 82. These were copies of an earlier class built in 1907, numbers 65 to 74. At the time they were not especially remarkable: they were on the small side of Pacifics, but they were as modern as any typical road engine. As time went on, the FEC did not order a larger type of Pacific, just more copies of these light ones. The last copies were built in 1922, and were considered very small and essentially obsolete at that time. Still, they served the FEC well on the name trains until increasing car weight required the 4-6-2s to be replaced with larger Mountains; even with this setback, the class continued to serve on secondary passenger trains.
A glut of power in the 1930s pushed many of these Pacifics off of the FEC's roster, but they all found homes on short lines and smaller class one carriers in the Southeast. The lines in the state of Georgia received the majority of these surplus engines. One of the lines in Georgia that received the 4-6-2s was known as the Savannah & Atlanta Railway. Actually, it only went from Savannah to Camak, its connection with the Georgia Railroad (which did go to Atlanta). The S&A bought three FEC Pacifics in 1935 and 1936, starting with FEC's 80, from the January 1910 group, which received the number 750.
On the S&A, like most of the operators of the FEC 4-6-2s, these engines were used in freight, passenger, or mixed service. The short, 69 inch drivers provided a better starting tractive effort than the taller drivers used on most Pacifics, which allowed the class to work in freight service without problems. This, coupled with being capable of negotiating poor trackwork, meant these Pacifics were often operated to the end of steam on the smaller roads. That was the case with 750. 750 was operational until it was stored after the S&A dieselized using Baldwin diesels. 750 remained in storage until donated to the Atlanta Chapter of the NRHS in 1962.
Almost as soon as the Atlanta Chapter received 750, they were using it on excursions. The Southern Railway started leasing the engine to operate on its excursions during the 1960s. The expanding number of cars used on the excursions during the 1970s often required 750 to doublehead with one of the two Southern Railway 2-8-0s. Eventually, demand for train length exceeded 750s capabilities, and it was replaced by larger power on the Southern excursions. After a few years of being dormant (or waiting for repairs, I've heard both), 750 returned to operation with the New Georgia Railroad excursions starting in 1986. This continued until 750 was taken out of service in 1989 (or 1988, I've heard both).
Since that time, 750 has been on display at the Southeastern Railway Museum.

Norfolk & Western Class J
Requires "N&W 611 Whistle" from here.
N&W 600, class leader of the famed 1941 J class of 4-8-4.

This page last updated December 21, 2014
Copyright B.D. Neal