k-59

Not real sure on that specific locomotive, but the C&NW used smaller steam engines like that in commuter service out of Chicago in addition to the more common branch line assignments.

One Canada-USA thing that might be an interasting detail for some operation schemes: Canada use to have a law that if a locomotive built outside Canada was inside Canada for more than x hours (Not sure how many it was, 48 maybe?) then the railroad had to pay duties as if it had been imported permanently. I'm unsure if the USA had an equivalent law. The purpose of the law was of course to protect Canadian locomotive building. So locomotives that did make the border crossing had to get back quick! And railroads like the Wabash bought engines from GMD and others to use in Canada. The N&W, which had no F-units before they bought the Wabash, keep the Canadian Fs into the 70s because of the problem of either having to buy new Canadian replacements or having to pay duties on reassigned older engines. I'm not sure when the law was lifted. Either by NAFTA or some time earlier.

There really wasn't much of a used diesel market until at least the mid 60s. Before that the diesels class ones were getting rid of were early designs that had reached the end of their useful lives. Often the locos would be traded in for new units and some parts might be reused. There were some exceptions to this of course. For example the New Haven sold off a number of their 44 tonners with one ending up in Trinidad of all places. There was a bit of a used steam engine market in the 40s and 50s but I don't think many short lines partook. But the Interstate Railroad did buy 2-8-8-2, 2-8-0, and 2-8-2s in this period as one example. http://www.interstaterailroad.net/id66.html The Interstate then dieselized completely with RS-3s from ALCO. There were good number of short lines who dieselized without EMDs, partly because EMD was over booked with orders from bigger railroads. But also a fair number who were able to secure EMDs like the Aberdeen & Rockfish. Some lines went with one or two types in one order as the Interstate did, or a number of smaller orders and different types like the Aberdeen & Rockfish (Which even had a cab unit, a rarity for a short line.) Some even had locos from different builders like the MN&S which started with a few FM switchers, then finished dieselizeing with Baldwins including the very rare center cab. They then got EMDs for second generation power.

Most short lines and regionals are one builder railroads and most of the time that builder is EMD. EMD's have always been more sought after in the used market. A non EMD short line generally also sticks to one builder which they have the experiences to maintain. Two exceptions come to mind are: 1) railroads that were non-EMD railroads (often ALCO strongholds) and no longer can meet their needs with just the other builder and they give in and get some EMDs. And end up, for at least a few years, running the two side by side. 2) Recently GE dash 8s have come on to the used market and have proven more popular than previous GEs with short lines. For example Pan Am just got a bunch of old CSX dash 8s after being an almost exclusive EMD railroad for a number of years.

Great video! For anyone who want to give it a go in N-scale, there is a 3d print available on shapeways of the light weight ex-C&LE car. https://www.shapeways.com/product/6QTJD5Y28/160-1002-liberty-bell-limited-lvt-1000-series?optionId=61206711&li=user-wishlist

The slogan was adopted right around the time of the SP merger. It took on a hillarious irony since the Union Pacific was ground to near total halt from the gridlock and confusion the merger caused.

One of the big economies of diesels is there are much less labor intensive to maintain. Even the most modern steam engine would eventually need to have its boiler cleaned for example. This wasn't as much of a problem with pre-war wage levels but after the war saving labor was a chief concern.

This is generally true, but the reason EMD was allowed to produce mainline diesels through the war was they were the only company that had a proven design before the War Production Board took control. IIRC all locomotive companies, including EMD, were severely restricted in how much resources they could put into design work during the war.

I'm not exactly an expert on the South but in general a lot will depend on the era. Before trucks came into use starting in 20s basically all milk traffic would go by trains (either steam roads or many cases interurban.) Trucks were able to compete effectively for the short haul and low destiny hauls, the interurban being first to lose out. But it was only in 20s (or maybe some early examples in the teens?) that the glass lined tank railcar came into use. Certainly, the traffic didn't disappear overnight and many contradicting examples can probably be found for how long it lasted in different places.

Personally I do forget about them because they are the only class one which doesn't serve Chicago, so I don't see their locos/trains hardly at all. Tho when a Southern Belle does run through it becomes a bit of a event with the local railfans.

I think part of it is a lot KCS's network is their subsidiary KCS de Mexico and many observers either don't count Mexico as part of the US rail network or forget it exists completely. Which is unfortunate since there is a lot of rail traffic across the southern border, including automotive and intermodal.

I'd consider making the cross street at the left an overpass and angling it so it's on a diagonal going right as it goes to the black drop. This would cut off the sight line into the staging/lead track.

Hmm I suppose there are. I guess I just associate it more as a New England, Midwest, and yes an oversight on my part not to mention Canada. That's video is a good example of what I mean about having a layout which could fit anywhere. You could model that scene exactly, run a Pan Am loco instead of the Chicago Terminal one and I don't think anybody could fairly say you weren't accurately modeling somewhere in the Boston area. This video came up in watch next section for me: Personally I rather like the encroachment of condo high rises on a light industrial area. The Morton Salt facility is reached via switch back: https://www.google.com/maps/@41.90656,-87.6599901,204m/data=!3m1!1e3

Paper is a good choice for an industry that would place the railroad in the either the Northeast or upper Midwest. Not many paper mills in Florida or California. There are still many places all over which receive a few car loads at a time and via trains which might only switch that industry at a time or maybe a few others. For example there is candy factory near to where I live in Chicago which receives about four covered hoppers every Thursday. It's the only customer left on a disused mainline, which is now basically a two mile long spur. At a basic level it's perfectly possible to have a layout which a few generic industries and minimal landscaping which could just as easily be in any part of country depending on which locomotives you use. The trick is to find something like an industry or other feature which narrows it down, but there are an abundance of such things out there.

Fair, I'd probably have a worst feeling about it if I lived near the MMA. Tho I will say it just works better on a SD45 than a class 66. True. I saw a GTW engine still in red and blue the other week.