1948 Rail Fair

Not too long before the fair opened (on July 20, 1948), GM-EMD advertisements were touting the 4.3 million HP of locomotives EMD had delivered since 1934, noting that 1.74 billion passenger train car-miles had been accumulated behind their products over those 13 years. In April 1948, "Trains" noted that CB&Q 9900 was then holding down the 456-mile round-trip assignment between Lincoln and McCook, NE. The four-car consist (including a coach-dinette since 1938) was taken into the shop and restored to its original three-car trainset appearance for the fair.

After the fair had closed for its 1949 season, "Trains" reported that CB&Q 9900 had run 2.3 million miles. The Winton 201-A-powered trainset was reassigned to the CB&Q-C&S Denver-Cheyenne run around that time. Active until March 20, 1960, today the fully-restored "Pioneer Zephyr" is on display in Chicago's Museum of Science and Industry.

Camden & Amboy "John Bull" - July 31, 1948

From the perspective of 2025, the 1939-40 Altoona-built replica of the Camden & Amboy locomotive "John Bull" is an historic artifact in its own right. The "genuine article" locomotive was completed by Robert Stephenson & Co. of Newcastle, United Kingdom on June 18, 1831. Shipped in kit form across the ocean, the locomotive arrived in Bordentown, New Jersey on September 4, 1831. In service from late 1831 until 1866, the "John Bull" was donated to the Smithsonian in 1884. Remarkably, the "real" locomotive was steamed up and run for its 150th Birthday, securing the honor of being the world's oldest operable steam locomotive!

PRR's replica first appeared at the New York World's Fair on May 25, 1940, participating in the "Railroads on Parade" pageant, where it replaced the original locomotive, which had been a static display. Today, this locomotive is part of the State of Pennsylvania collection, housed at Strasburg.

IC #201 - September 4, 1948

Illinois Central always had a grasp on its role in the history of the development of the Midwest, so it was no surprise that the road would be a key player in the 1948-49 "Railroad Fair."" Delivered by Rogers in 1880 as Illinois Central 213, the 1401 (as it was numbered in 1926) was selected to run the last steam-powered suburban train on the mainline on August 7, 1926. Re numbered to 201 from 1928, this engine participated in ceremonies at the Chicago World's Fair d uring 1933-34.

Sold into private ownership, the locomotive was displayed at Vonachen's Junction between 1966 and 1975. From 1975 until 2002 it was on display in Owatonna, IA. During 2002, it was acquired by IRM, where it can be found today.

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B&O #5304 - C&O #501 - September 25, 1948

This was the second fling at streamlining for B&O P7d 5304. It had briefly worn streamlined garb between 1937 and 1940. In 1946, the first four P7s (5301-5304) were selected to receive s tream-styling for the "Cincinnatian" service, at first connecting Baltimore to Cincinnati (from January 19, 1947). Disappointing results on that original run would result in the 5304, its sisters and their trainsets being shifted to Detroit-Cincinnati service. The 5304 would finish off a 30-year career with the B&O in 1957.

Facing off with the 5304 is another one of Robert R. Young's daring, innovative ideas for the railroad industry - the 1.3-million-pound Class M-1 steam turbine-electric 501. Meant to showcase that the days of coal-burning locomotives were not over, these 6,000 hp behemoths (C&O shopmen affectionately called them the "sacred cows") were the star exhibit at the AAR Mechanical meeting in Atlantic City in 1947. The 501 operated at the Railroad Fair during 1948 and was replaced by the 500 for the 1949 season. Both the "Chessie" train they were intended to pull and their own careers quietly ended. By February 1950, readers to "Trains" were reporting that locomotives 501 and 502 had been in storage in Clifton Forge "for some time.""

SR "Best Friend of Charleston"- September 25, 1948

Famous as the first American-produced steam locomotive for revenue service, the original "Best Friend of Charleston" was a product of the West Point Foundry of New York. Recognizing that they needed to provide inland transportation from their harbor to remain competitive, the City Fathers of Charleston chartered the South Carolina Canal and Rail Road in 1827.

The locomotive arrived by ship in Charleston in 1830 and by Christmas Day of that year began operating over a six-mile line. Destroyed by a boiler explosion just six months later, parts were salvaged to build another locomotive, appropriately named the "Phoenix.""

Southern Railway built a replica of the "Best Friend" in its shops in 1928. In addition to these appearances at the "Railroad Fair,"" the locomotive participated in on-line events, including, South Carolina's centennial in April 1935. It was a participant in SR's commemoration of the end of steam in 1953, though not fired-up for that occasion.

Restored to operating condition in 1967, coincident with SR's active mainline steam program, the locomotive was donated by Norfolk Southern to the City of Charleston in 1993.

American Freedom Train - July 1948 - Photo couretesy of Chicago Nostolgia and Memorability

American pride was at an all-time high in the years immediately following the end of World War II, and there was much for which to be thankful. Additionally, the U.S. economy was growing and on a solid footing, and the future looked bright ahead. It was an ideal time to further build an appreciation for the country's heritage and national pride.

A red/white/blue American Freedom Train left Philadelphia to begin a 16-month journey across the U.S. it carried important historic documents, such as the Magna Carta, Declaration of Independence and Constitution of the United States, along with other historically important artifacts: The Flag that flew over Iowa Jima and the Japanese surrender documents signed on the deck of the U.S.S. Missouri.

The train's journey, which covered 37,100 miles with stops in 324 large and small towns across the nation, included a visit to the Chicago Rail Fair in 1948.

Milwaukee #E-3 - 1949

For its then-new Pacific Coast Electrification (Othello-Tacoma), Milwaukee Road looked to the successful track record of the New York Central's S-class locomotives and adapted the bi-polar, gearless design to its own particular needs. Milwaukee's five locomotives delivered from GE in 1918 were designed to maintain a 25 mph speed on the 2.22% grade that prevailed west from the Columbia River crossing, while hauling a 1,000-ton passenger train. Simplicity of the mechanical design, along with the expected greater locomotive efficiency at high speeds owing to eliminating the gear drive were the expectations the Milwaukee had for the bi-polars.

Equipped with storage batteries and its own personal hunk of captive, overhead wire, the E3 was part of the fair's pageant from August 1949, adorned in the stunning "Olympian Hiawatha" scheme. Few locomotives as well fit the "Diesel Spotter's Guide" description of "unlikely to be confused with anything else" as these massive round-hooded creatures!

PRR GG1 #4926 - July 10, 1949 - Henry.M. Stange Photo

Over the period 1941-1943, the Pennsy took delivery of 49 additional GG1 locomotives, with the 4926 being released from Altoona in September 1942. These engines arrived on the property just in time for the PRR to handle its record Northeast Corridor passenger volume of 179,000 passengers (between Philadelphia and Washington) on Christmas Eve 1943. The 4926 would go on to become Amtrak 921 and later adopt the 4921 number. Sister locomotive 4927 is preserved today at IRM.

Throughout its 1948 and 1949 seasons, the Fair had theme days, honoring various railroads. As it happens, the day Henry shot this beautifully-turned-out "G" was a day that the PRR and the UP were the honorees at the Fair. For the 1949 season, the Fair opened on June 25 and closed its doors on October 2nd.

Off to the right is the grand-daddy of all the Santa Fe freight F7s - set 202 LABC was delivered in June 1949.

Union Pacific F3 #1457 - July 10, 1949 - Henry M Stange Photo

It cost just a quarter to enter the Fair grounds, while admission to the grandstands (enlarged for the 1949 season) for the pageant cost $0.60. The Fair drew 2.5 million attendees during its 1948 run.

EMD's production of the F3A/B diesels had just wrapped up in February 1949, with over 1,800 of these models produced. Immaculate UP 1457 was a September 1948 graduate of LaGrange, one of 233 diesels the UP bought during that year. The F3s were an essential part of UP's plan for dieselization of the Idaho and Oregon Divisions, with their multiple summits of the Blue Mountains, as well as other operating challenges.

Renumbered to 1506 in October 1950, this locomotive returned to LaGrange in April 1959 to be remanufactured into F9A 536. The locomotive was ultimately traded-in to EMD in December 1966.

ACF-Talgo - Talgo II Train - 1949 - George Krambles Photo

The divergent directions and the challenges facing passenger rail in the late 40s are captured in this view that includes the ACF-Talgo demonstrator set and one of the C&O Budd-built passenger cars during the 1949 Fair.

In 1945, ACF and Talgo announced their partnership to develop the two low center of gravity trainsets and provide three locomotives to RENFE, the Spanish national railways. This third trainset and locomotive were built for US market demonstration purposes and from July 15, 1949, was added to the Fair's displays. RENFE would begin revenue service with its Talgo sets from March 1950.

The C&O Budd-built car to the right was one of 48 delivered during 1948. Delays in deliveries (there were 2,855 passenger cars on order as of November 1, 1947) meant that C&O waited two years to receive these cars. Owing largely to a sharp decline in passenger-miles (off 50% in 1948, compared to 1943), C&O sold 44 of the Budd-built cars during the period 1949-1951. Nearly simultaneous with the delivery of its conventional Budd streamlined car order, C&O was already toying with its own low center of gravity trainset, the "Train X" concept.

Renumbered to 1506 in October 1950, this locomotive returned to LaGrange in April 1959 to be remanufactured into F9A 536. The locomotive was ultimately traded-in to EMD in December 1966.

Acknowledgements: There are so many fans that shared their knowledge in order to make this piece come together - among them were Ray Breyer, Doug Harding, Doug Kisala, Clark Propst, Bruce Smith, Rich Stoving and Richard Wallis. A couple of Paul Stringham's books, the ones on Peoria streetcars and on the TP&W, were also essential to this story. Wes Barris' "Steam Locomotive" site was also an excellent reference. Several other on-line sources were also consulted. The "Official Guide" from September 1930 was also used extensively to document train operations and consists, while the February 1924 "Guide" was of use in determining how train operations had changed over that time period.

1948 Chicago Railroad Fair Locomotives
Text by Art Peterson - all photos by B.L. Stone, from the Krambles-Peterson Archive, unless noted otherwise.
Details on the Chicago Railroad Fair appeared in the pages of the April 1948 issue of "Trains." The fair would commemorate the centennial anniversary of the first railroad to run west from Chicago (the Galena & Chicago Union); Edward Hungerford was commissioned to write the script for the pageant "Wheels-A-Rolling," while Major Lenox R. Lohr (who had managed Chicago's 1933-34 World"s Fair) would plan and operate the railroad exposition. Sadly, Mr. Hungerford died on July 29, 1948, just days after the fair first opened. The pageant, an historic review of railroads in the US and their fundamental role in its development, would be presented four times per day, with the fair occurring on a 50-acre site a long Chicago's stunning Lakefront. Locomotives/cars and other displays would parade across a stage that measured 450 feet wide by 100 feet deep. Three tracks ran the length of the stage, allowing equipment to operate past the grandstands. These images are presented in chronological order, with those having specific dates presented ahead of those where just a year had been identified. Chicago Burlington & Quincy #9900 "Pioneer Zephyr" - July 30, 1948 Not too long before the fair opened (on July 20, 1948), GM-EMD advertisements were touting the 4.3 million HP of locomotives EMD had delivered since 1934, noting that 1.74 billion passenger train car-miles had been accumulated behind their products over those 13 years. In April 1948, "Trains" noted that CB&Q 9900 was then holding down the 456-mile round-trip assignment between Lincoln and McCook, NE. The four-car consist (including a coach-dinette since 1938) was taken into the shop and restored to its original three-car trainset appearance for the fair. After the fair had closed for its 1949 season, "Trains" reported that CB&Q 9900 had run 2.3 million miles. The Winton 201-A-powered trainset was reassigned to the CB&Q-C&S Denver-Cheyenne run around that time. Active until March 20, 1960, today the fully-restored "Pioneer Zephyr" is on display in Chicago's Museum of Science and Industry. Camden & Amboy "John Bull" - July 31, 1948 From the perspective of 2025, the 1939-40 Altoona-built replica of the Camden & Amboy locomotive "John Bull" is an historic artifact in its own right. The "genuine article" locomotive was completed by Robert Stephenson & Co. of Newcastle, United Kingdom on June 18, 1831. Shipped in kit form across the ocean, the locomotive arrived in Bordentown, New Jersey on September 4, 1831. In service from late 1831 until 1866, the "John Bull" was donated to the Smithsonian in 1884. Remarkably, the "real" locomotive was steamed up and run for its 150th Birthday, securing the honor of being the world's oldest operable steam locomotive! PRR's replica first appeared at the New York World's Fair on May 25, 1940, participating in the "Railroads on Parade" pageant, where it replaced the original locomotive, which had been a static display. Today, this locomotive is part of the State of Pennsylvania collection, housed at Strasburg. IC #201 - September 4, 1948 Illinois Central always had a grasp on its role in the history of the development of the Midwest, so it was no surprise that the road would be a key player in the 1948-49 "Railroad Fair."" Delivered by Rogers in 1880 as Illinois Central 213, the 1401 (as it was numbered in 1926) was selected to run the last steam-powered suburban train on the mainline on August 7, 1926. Re numbered to 201 from 1928, this engine participated in ceremonies at the Chicago World's Fair d uring 1933-34. Sold into private ownership, the locomotive was displayed at Vonachen's Junction between 1966 and 1975. From 1975 until 2002 it was on display in Owatonna, IA. During 2002, it was acquired by IRM, where it can be found today. blank B&O #5304 - C&O #501 - September 25, 1948 This was the second fling at streamlining for B&O P7d 5304. It had briefly worn streamlined garb between 1937 and 1940. In 1946, the first four P7s (5301-5304) were selected to receive s tream-styling for the "Cincinnatian" service, at first connecting Baltimore to Cincinnati (from January 19, 1947). Disappointing results on that original run would result in the 5304, its sisters and their trainsets being shifted to Detroit-Cincinnati service. The 5304 would finish off a 30-year career with the B&O in 1957. Facing off with the 5304 is another one of Robert R. Young's daring, innovative ideas for the railroad industry - the 1.3-million-pound Class M-1 steam turbine-electric 501. Meant to showcase that the days of coal-burning locomotives were not over, these 6,000 hp behemoths (C&O shopmen affectionately called them the "sacred cows") were the star exhibit at the AAR Mechanical meeting in Atlantic City in 1947. The 501 operated at the Railroad Fair during 1948 and was replaced by the 500 for the 1949 season. Both the "Chessie" train they were intended to pull and their own careers quietly ended. By February 1950, readers to "Trains" were reporting that locomotives 501 and 502 had been in storage in Clifton Forge "for some time."" SR "Best Friend of Charleston"- September 25, 1948 Famous as the first American-produced steam locomotive for revenue service, the original "Best Friend of Charleston" was a product of the West Point Foundry of New York. Recognizing that they needed to provide inland transportation from their harbor to remain competitive, the City Fathers of Charleston chartered the South Carolina Canal and Rail Road in 1827. The locomotive arrived by ship in Charleston in 1830 and by Christmas Day of that year began operating over a six-mile line. Destroyed by a boiler explosion just six months later, parts were salvaged to build another locomotive, appropriately named the "Phoenix."" Southern Railway built a replica of the "Best Friend" in its shops in 1928. In addition to these appearances at the "Railroad Fair,"" the locomotive participated in on-line events, including, South Carolina's centennial in April 1935. It was a participant in SR's commemoration of the end of steam in 1953, though not fired-up for that occasion. Restored to operating condition in 1967, coincident with SR's active mainline steam program, the locomotive was donated by Norfolk Southern to the City of Charleston in 1993. American Freedom Train - July 1948 - Photo couretesy of Chicago Nostolgia and Memorability American pride was at an all-time high in the years immediately following the end of World War II, and there was much for which to be thankful. Additionally, the U.S. economy was growing and on a solid footing, and the future looked bright ahead. It was an ideal time to further build an appreciation for the country's heritage and national pride. A red/white/blue American Freedom Train left Philadelphia to begin a 16-month journey across the U.S. it carried important historic documents, such as the Magna Carta, Declaration of Independence and Constitution of the United States, along with other historically important artifacts: The Flag that flew over Iowa Jima and the Japanese surrender documents signed on the deck of the U.S.S. Missouri. The train's journey, which covered 37,100 miles with stops in 324 large and small towns across the nation, included a visit to the Chicago Rail Fair in 1948. Milwaukee #E-3 - 1949 For its then-new Pacific Coast Electrification (Othello-Tacoma), Milwaukee Road looked to the successful track record of the New York Central's S-class locomotives and adapted the bi-polar, gearless design to its own particular needs. Milwaukee's five locomotives delivered from GE in 1918 were designed to maintain a 25 mph speed on the 2.22% grade that prevailed west from the Columbia River crossing, while hauling a 1,000-ton passenger train. Simplicity of the mechanical design, along with the expected greater locomotive efficiency at high speeds owing to eliminating the gear drive were the expectations the Milwaukee had for the bi-polars. Equipped with storage batteries and its own personal hunk of captive, overhead wire, the E3 was part of the fair's pageant from August 1949, adorned in the stunning "Olympian Hiawatha" scheme. Few locomotives as well fit the "Diesel Spotter's Guide" description of "unlikely to be confused with anything else" as these massive round-hooded creatures! PRR GG1 #4926 - July 10, 1949 - Henry.M. Stange Photo Over the period 1941-1943, the Pennsy took delivery of 49 additional GG1 locomotives, with the 4926 being released from Altoona in September 1942. These engines arrived on the property just in time for the PRR to handle its record Northeast Corridor passenger volume of 179,000 passengers (between Philadelphia and Washington) on Christmas Eve 1943. The 4926 would go on to become Amtrak 921 and later adopt the 4921 number. Sister locomotive 4927 is preserved today at IRM. Throughout its 1948 and 1949 seasons, the Fair had theme days, honoring various railroads. As it happens, the day Henry shot this beautifully-turned-out "G" was a day that the PRR and the UP were the honorees at the Fair. For the 1949 season, the Fair opened on June 25 and closed its doors on October 2nd. Off to the right is the grand-daddy of all the Santa Fe freight F7s - set 202 LABC was delivered in June 1949. Union Pacific F3 #1457 - July 10, 1949 - Henry M Stange Photo It cost just a quarter to enter the Fair grounds, while admission to the grandstands (enlarged for the 1949 season) for the pageant cost $0.60. The Fair drew 2.5 million attendees during its 1948 run. EMD's production of the F3A/B diesels had just wrapped up in February 1949, with over 1,800 of these models produced. Immaculate UP 1457 was a September 1948 graduate of LaGrange, one of 233 diesels the UP bought during that year. The F3s were an essential part of UP's plan for dieselization of the Idaho and Oregon Divisions, with their multiple summits of the Blue Mountains, as well as other operating challenges. Renumbered to 1506 in October 1950, this locomotive returned to LaGrange in April 1959 to be remanufactured into F9A 536. The locomotive was ultimately traded-in to EMD in December 1966. ACF-Talgo - Talgo II Train - 1949 - George Krambles Photo The divergent directions and the challenges facing passenger rail in the late 40s are captured in this view that includes the ACF-Talgo demonstrator set and one of the C&O Budd-built passenger cars during the 1949 Fair. In 1945, ACF and Talgo announced their partnership to develop the two low center of gravity trainsets and provide three locomotives to RENFE, the Spanish national railways. This third trainset and locomotive were built for US market demonstration purposes and from July 15, 1949, was added to the Fair's displays. RENFE would begin revenue service with its Talgo sets from March 1950. The C&O Budd-built car to the right was one of 48 delivered during 1948. Delays in deliveries (there were 2,855 passenger cars on order as of November 1, 1947) meant that C&O waited two years to receive these cars. Owing largely to a sharp decline in passenger-miles (off 50% in 1948, compared to 1943), C&O sold 44 of the Budd-built cars during the period 1949-1951. Nearly simultaneous with the delivery of its conventional Budd streamlined car order, C&O was already toying with its own low center of gravity trainset, the "Train X" concept. It cost just a quarter to enter the Fair grounds, while admission to the grandstands (enlarged for the 1949 season) for the pageant cost $0.60. The Fair drew 2.5 million attendees during its 1948 run. EMD's production of the F3A/B diesels had just wrapped up in February 1949, with over 1,800 of these models produced. Immaculate UP 1457 was a September 1948 graduate of LaGrange, one of 233 diesels the UP bought during that year. The F3s were an essential part of UP's plan for dieselization of the Idaho and Oregon Divisions, with their multiple summits of the Blue Mountains, as well as other operating challenges. Renumbered to 1506 in October 1950, this locomotive returned to LaGrange in April 1959 to be remanufactured into F9A 536. The locomotive was ultimately traded-in to EMD in December 1966. Acknowledgements: There are so many fans that shared their knowledge in order to make this piece come together - among them were Ray Breyer, Doug Harding, Doug Kisala, Clark Propst, Bruce Smith, Rich Stoving and Richard Wallis. A couple of Paul Stringham's books, the ones on Peoria streetcars and on the TP&W, were also essential to this story. Wes Barris' "Steam Locomotive" site was also an excellent reference. Several other on-line sources were also consulted. The "Official Guide" from September 1930 was also used extensively to document train operations and consists, while the February 1924 "Guide" was of use in determining how train operations had changed over that time period.
New: 1 February 2022

1948 Chicago Railroad Fair Locomotives