Kentucky Railway Museum

The L&N #152 was built in 1905 at Paterson, New Jersey by the Rogers Locomotive Works, with 6256 as its Rogers Construction Number. The Louisville and Nashville Railroad purchased #152 and four identical Pacifics at the cost of $13,406 apiece. Pleased with their five Pacifics, the L&N purchased forty more, which the Rogers Locomotive Works (by now owned by the American Locomotive Company) sold to the L&N between 1906 and 1910.

Originally, the L&N #152 serviced stations in Alabama, Georgia, Kentucky, and Tennessee. It pulled Theodore Roosevelt's campaign train between Louisville and Cincinnati in 1912. When more powerful locomotives were purchased by the L&N in the 1920s, the Pacifics were assigned to the Gulf Coast, a geographically flatter area. Railroad logs prove that #152 was one of the many "Pan American" passenger service. The #152 also pulled the car holding Al Capone on his way to Alcatraz. As time went on, the #152 was used for less and less important routes. On February 17, 1953, the #152, the last surviving "K" class Pacific, was retired by the L&N, with its fate uncertain. During this time it was stored at Mobile, Alabama. L&N President John E. Tilford personally ordered the locomotive to not be destroyed and turned to scrap.

Eventually the #152 was sent to the Kentucky Railway Museum, then located at 1837 East River Road in Louisville, Kentucky; it was one of the museum's first pieces. For thirty years it remained inoperative. After thirteen years of work, in September 1985 it was again in working condition, thanks to funding by the National Park Service and the Brown Foundation. On April 26, 1986 it was again in service, pulling seven railcars with a total of 365 passengers. While being refurbished, it stayed at the River Road location when the rest of the museum moved to its new location at Ormsby Station.

Wikipedia

The CF7 is an EMD F-unit railroad locomotive that has had its streamlined carbody removed and replaced with a custom-made, "general purpose" body in order to adapt the unit for switching duty. All of the conversions were performed by the Atchison, Topeka and Santa Fe Railway in their Cleburne, Texas workshops between October, 1970 and March, 1978. The program was initiated in response to a system-wide need for more than 200 additional four-axle diesel hood units to meet projected motive power demands on branch lines and secondary main lines.

Santa Fe's aging fleet of 200-series F-units were in dire need of overhaul, and were not suitable for switching service in their original configuration due to the poor visibility resulting from their full-width carbody; the engineer was required to stick their head out of the window in order to see the end of the train or locomotive when coupling and uncoupling cars. As new, state-of-the-art locomotives cost upwards of $150,000 each at the time, Santa Fe elected to experiment with modifying its existing F-units to serve their purpose, which they hoped they could accomplish for around $60,000 each.

Changes in business philosophy led the company to sell off its entire CF7 inventory by 1987, with most of the units (all but nine) ending up in the hands of regional and short-line railroads, and a few excursion lines. A number remain in service today.

Wikipedia