Digital Rail Artist

Part 1. Seaboard Coast Line - Merger Day to 1972 . This .pdf covers the initial merger in 1967 to the purging of F-units to 1972 Part 2. Seaboard Coast Line - 1973 to 1976 . This .pdf covers the delivery of U18B's and GP38-2's in 1973 until the transfer of GP30, RS11, C420, C430, C628 and C630 units to the Louisville & Nashville in 1976. Part 3. Seaboard Coast Line - 1977 . This .pdf covers transfer of SD35 and SDP35's to Louisville & Nashville, SD45's to Clinchfield, and the Clinchfield U36C's to SCL. Part 4. Seaboard Coast Line - 1978-1981 . This .pdf covers the last orders for new power, Alco and Baldwin switchers purging, and the Uceta GP16 program. Part 5. Seaboard Coast Line - 1982 . This .pdf covers the last year of SCL operation before being merged into Seaboard System, and includes the renumbering key. This module is not yet complete .

Part 1.  Louisville & Nashville - 1939-1946 . This roster covers the first deliveries until just before the E6 and E7 units are renumbered. Part 2.  Louisville & Nashville - 1946-1951 . This roster covers the period from the previous roster up to just before F-units are renumbered and equipped with Automatic Train Stop/Automatic Train Control for use on the Eastern end of the system. Part 3. Louisville & Nashville - 1951 . This roster covers the renumbering of several F7A's after they were equipped with ATS/ATC.  Part 4.  Louisville & Nashville - 1952-1957 . This roster covers the renumbering for ATC/ATS-equipped F-units until just before the merger with the Nashville, Chattanooga & St Louis. Part 5. Louisville & Nashville - 1957-1965 . This roster covers the period from the Nashville, Chattanooga & St Louis merger to the 1965 general renumbering. Part 6. Louisville & Nashville - 1965-1969 . This roster covers the period from the 1965 general renumbe

 The Chicago & Eastern Illinois was acquired by the Missouri Pacific in May, 1967, after quietly buying C&EI stock since 1961. The Interstate Commerce Commission imposed the condition that the eastern portion of the railroad, the Evansville line, would be sold to the Louisville & Nashville, which took place in 1969. Once under Missouri Pacific control, a new MP-compatible numbering system was imposed, and the C&EI continued as a separate subsidiary until 1976. Chicago & Eastern Ilinois diesel locomotive roster

Illinois Central Diesel Locomotive Rosters Below are links to the following rosters: Illinois Central 1929-1953 - This includes the AGEIR box cab diesels, the electric units, and the tri-power units. IC has not yet renumbered the diesel switchers out of the original 9000-series to clear new GP9 deliveries. Illinois Central 195 9 - Switchers are renumbered, and all of the GP9 deliveries are complete. Illinois Central 1960-1972 - Rebuild programs start, second generation power is delivered. Illinois Central Gulf 1972-1988 - The IC-GM&O merger, rebuild programs completed, purges of many models, etc.

Gulf Mobile & Ohio merged with Illinois Central on August 10, 1972, to form Illinois Central Gulf.  The Gulf Mobile & Ohio's corporate family dates to 1848. It was created by a merger between the Gulf Mobile & Northern and the Mobile & Ohio in 1940. The combined company acquired the Alton Railroad in 1947.  The combined system stretched 2000 miles from Kansas City to Chicago and St Louis, and south to Mobile, Alabama, and New Orleans.  Link to the Gulf Mobile & Ohio diesel roster (.pdf).

Alton Railroad diesel locomotive roster (.pdf) Corporate History Gulf Mobile & Ohio - GM&O acquires the Alton and merges the company into the GM&O. Alton Railroad - Baltimore & Ohio buys the Chicago & Alton in December 1930, and reorganizes it as the Alton Railroad on January 8, 1931. On January 24, 1931, the B&O filed papers with the Interstate Commerce Commission for control.  Bankruptcy - Alton enters bankruptcy on November 25, 1942 and the Baltimore & Ohio surrenders the company to the courts. Chicago & Alton Railroad - successor to the St Louis, Alton & Chicago Railroad, on October 10, 1862. Bankruptcy - Chicago & Alton enters bankruptcy on August 1, 1922. Harriman control - E.H. Harriman led a syndicate of over one hundred investors, including George Gould, Jacob Schiff, and James Stillman, to acquire the Chicago & Alton, which Harriman was convinced was mismanaged and undervalued. This syndicate acquired 97 percent of the capita

The Texas & Pacific was chartered in 1871 and came under the control of Jay Gould and the Missouri Pacific in 1881. It played center stage in a dramatic battle between Gould and C.P. Huntington as the T&P and Southern Pacific fought to control the southern transcontinental railroad route. Gould and Huntington reached a historic agreement in 1881 and the San Diego ambitions of the Texas & Pacific ended with trackage rights from Sierra Blanca, Texas, into El Paso, and traffic arrangements with the Southern Pacific. The Missouri Pacific leased the Texas & Pacific from 1881 to 1885 and continued with a cooperative agreement after that. In 1928 Missouri Pacific bought enough Texas & Pacific stock to have a controlling interest, but only acquired a seventy percent interest four decades later. For complicated reasons involving Missouri Pacific's own stock, Texas & Pacific remained a separate corporation until 1976. The Missouri Pacific general renumbering of Januar

 Link to the Nashville Chattanooga & St Louis map book (.pdf). This map book is based on USGS 1:250,000 scale maps and is geographically accurate.

 Here's a link to the Clinchfield Railroad Diesel Roster (.pdf)

 Here's a link to the Savannah & Atlanta diesel roster (.pdf)

The Atlantic & East Carolina ran 94 miles between Goldsboro, North Carolina, and the port of Morehead City. In 1854, the Atlantic & North Carolina Railroad was organized and completed the original line in 1858. In 1904 it was leased to the Norfolk & Southern Railroad but that company went into bankruptcy and defaulted on the lease payments in 1932. The Atlantic & North Carolina withdrew the lease in 1935 and began operating again as an independent company. It was leased once again in 1939 to the newly-formed Atlantic & East Carolina Railway Company, with company offices in Kinston, North Carolina. The A&EC became the shortest railroad in North America to operate mainline diesel power in 1946 and it became fully dieselized in 1951.  Southern Railway bought control of the A&EC in 1958. The Atlantic & North Carolina is still 70 per cent owned by the state of North Carolina, which merged the company into the North Carolina Railroad in 1989. Here is the link

The Nashville Chattanooga & St Louis was controlled by the Louisville & Nashville from 1880 until it was merged into the parent company in 1957. It began it's corporate existence in 1848. Here is the link to the Nashville Chattanooga & St Louis diesel roster (.pdf)

  Link to the Richmond Fredericksburg & Potomac roster (.pdf)

This is part I of a two part Atlantic Coast Line diesel roster. This first part covers the start of dieselization in 1939 to just before the 1955 general renumbering of switchers. Link to the Pre-1955 Atlantic Coast Line roster (.pdf) Link to the Atlantic Coast Line roster - 1955-1967 (.pdf)

 The Piedmont & Northern operated 128 miles between Greenwood, South Carolina, and Charlotte, North Carolina. It began as an interurban system.  The Anderson Traction Company was chartered on June 22, 1904, to build and operate within the city of Anderson. It extended east to Belton by 1910, when it was acquired by James B. Duke of Duke Power. The Greenville Spartanburg & Anderson Railway was chartered by Duke on March 20, 1909, and built from the Anderson Traction Company’s rails at Belton north to Greenwood by November, 1912. An extension to Spartanburg was completed in April, 1914.  On July 3, 1912, another segment was completed to Gastonia from Duke’s Piedmont Traction Company  at Charlotte. The Piedmont & Northern was chartered in 1914 to consolidate the Greenville Spartanburg & Anderson and the Piedmont Traction Company. The company tried several times to connect the two disconnected segments and extend to Durham, North Carolina. Stiff opposition for area railroad

The Jacksonville Terminal Company was chartered in 1894 to build Jacksonville Union Terminal in Jacksonville, Florida, as well as to manage the yards and coordinate train movements. By 1902, the company was owned by five railroads: Atlantic Coast Line, Seaboard Air Line and Florida East Coast, each with 25 percent ownership, and the Southern and Georgia Southern & Florida, which evenly split the remaining 25 percent. The Union Terminal opened in 1919. The company ceased operations in 1976 when the terminal closed, and Amtrak opened another station on the north of Jacksonville. Link to the Jacksonville Terminal diesel roster (.pdf)

The Durham & Southern operated 56.8 miles of line between Durham and Dunn, North Carolina, and dated back to 1891. Benjamin Duke and other businessmen in Durham bought the charter soon after it was chartered and built the line.  Duke was the son of the founder of the American Tobacco Company, founded in 1890. A few years later the family was involved in the first textile business in Durham. In 1905 he and his brother founded Southern Power, which later became Duke Power, now known as Duke Energy. The Duke family also owned the Piedmont & Northern. It became part of the Seaboard Coast Line on July 6, 1979. Link to the Durham & Southern roster (.pdf)

The Tennessee Central had a long history of financial trouble. It was under court protection for the second time from 1912 to 1922, when it was bought at bankruptcy sale by a group of investors led by Paul Davis. Except for 1932 and 1933, the company was profitable until 1946.  Another group of investors led by J. L. Armstrong bought the company that year. They returned the company to profitability in 1949. In 1952 the railroad borrowed $2.2 million from the Reconstruction Finance Corporation to complete dieselization and buy 200 new coal hoppers. In 1954, the Tennessee Valley Authority opened it’s coal fired Kingston power plant in Harriman, Tennessee, and mostly used coal from mines along the Tennessee Central.  Money loosing passenger service ended in 1955. In 1956, a second loan from the Reconstruction Finance Corporation was secured for more diesels and coal hoppers. In 1957, the TVA began buying coal from other mines than the ones along the Tennessee Central. Loses returned, and

The Monon was originally the Chicago Indianapolis & Louisville Railroad, "the Monon route," until 1956, when the corporate name was changed simply to "Monon." It was an X-shaped road that linked Chicago with Cincinnati, Ohio, and Michigan City, Indiana, with Louisville, Kentucky.  It became part of the Louisville & Nashville in 1971. Link to the pre-1947 Chicago Indianapolis & Louisville diesel roster (.pdf) Link to the 1947-1956 Chicago Indianapolis & Louisville diesel roster (.pdf) Link to the 1956-1963 Monon diesel roster (.pdf) Link to the 1963-1971 Monon diesels roster (.pdf)

The Lehigh & New England was abandoned in 1961 and most of it's locomotives were sold to the Louisville & Nashville in 1963.  Link to the  Lehigh & New England roster .pdf