Texas and Pacific 610: Difference between revisions - Wikipedia

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== Construction and design ==

During the 1920s, the Texas and Pacific Railway (T&P) was undergoing a restructuring process, under the guidance of the company's president, [[John L. Lancaster]].<ref name=":0Mizell22">{{Harvp|Mizell|1978|p=22}}</ref> Lancaster sought for the T&P to acquire faster and more powerful locomotives than their G-1 Class [[2-10-2]] "Santa Fe" types, to compete with intercity truck services and to assist [[Texas oil boom|the booming oil industry of Texas]].<ref name=":0Mizell22" /><ref name="Overview3" /> In 1925, the Lima Locomotive Works of [[Lima, Ohio]] constructed and demonstrated their prototype A-1 Class [[2-8-4]], which was designed by William E. Woodard and was proclaimed as a "Super Power" locomotive with its high horsepower output.<ref name="Overview4" /><ref name=":LaboratoryLoco">{{Cite magazine |date=February 1978 |title=News & Editorial Comment - The Laboratory Locomotive |url=https://www.trains.com/trn/magazine/archive-access/trains-february-1978/ |url-access=limited |access-date=February 17, 2024 |magazine=Trains |publisher=Kalmbach Publishing |page=7 |volume=38 |issue=4}}</ref><ref name=":34Boyd28">{{Harvp|Boyd|1978|p=28}}</ref>

The A-1 was tested on the T&P's future parent company, the [[Missouri Pacific Railroad|Missouri Pacific]] (MoPac), and T&P executives were impressed with the A-1's performance.<ref name=":0Mizell22" /><ref name=":1Mizell23">{{Harvp|Mizell|1978|p=23}}</ref> As a result, in June 1925, the T&P placed an order for ten copies of the A-1 to be built and delivered, but with ten driving wheels, instead of eight, and they would consequently become the world's first locomotives to be constructed with a 2-10-4 wheel arrangement.<ref name=":34Boyd28" /><ref name=":1Mizell23" /><ref name="Overview1" />{{efn|The Santa Fe Railroad had previously rostered 2-10-4 locomotive No. 3829, but it was modified from a 2-10-2 design.<ref name=":1Mizell23" />}} The new 2-10-4's (Nos. 600-609) were classified as I-1's, and the wheel arrangement was named the "Texas" type, on behalf of the T&P.<ref name=":34Boyd28" /><ref name="Overview1" /><ref name=":3Hancock1989">{{Cite news |last=Hancock |first=Orville |date=August 15, 1989 |title=Locomotive is deemed a landmark |work=Fort Worth Star-Telegram |page=10 |via=Newspapers.com}}</ref> They were equipped with several design features that were identical to those on the Lima A-1, including {{convert|63|in|mm|0|abbr=out|adj=on}} diameter driving wheels, articulated side rods, articulated trailing trucks, and Baker valve gear.<ref name="Overview1" /><ref name="Overview5" />

The I-1's were also equipped with {{convert|29x32|in|mm|0|abbr=out|adj=on}} cylinders and a boiler pressure of {{convert|250|psi|kPa|0|abbr=on|adj=on}}, and they were able to produce {{convert|83,000|lbf|kN|0|abbr=out}} of tractive effort, as well as {{convert|96,000|lbf|kN|0|abbr=out}} with the activation of their Franklin Railway Supply booster.<ref name="Overview1" /><ref name=":4Withuhn39" /> The T&P was satisfied with the performance of their I-1's, so in 1927, the railroad ordered fifteen more copies from Lima, and they were built and delivered during the summer.<ref name=":34Boyd28" /><ref name="Overview2" /> The fifteen locomotives (Nos. 610-624) were classified as I-1A's, since some of their design features were altered from those on the I-1's; their throttle type was changed to allow room for an ornate flange on the [[Chimney (locomotive)|smokestack]], and the boiler pressure was raised to {{convert|255|psi|kPa|0|abbr=on|adj=on}}, which boosted the locomotives' tractive effort to {{convert|84,600|lbf|kN|0|abbr=out}} ({{convert|97,900|lbf|kN|0|abbr=out}} via booster).<ref name="Overview2" />

The T&P ordered additional altered batches of 2-10-4's from Lima in ensuing years; the I-1B's (Nos. 625-639) in the spring of 1928, the I-1C's (Nos. 640-654) in the summer of 1928, and the I-1D's (Nos. 655-669) in the fall of 1929.<ref name="Overview2" /> At seventy locomotives, the T&P owned the largest fleet of 2-10-4's in the United States, until the introduction of the [[Pennsylvania Railroad]]'s [[Pennsylvania Railroad class J1|J1 Class]] in the early 1940s.<ref name=":4Withuhn39">{{Harvp|Withuhn|1978|p=39}}</ref><ref name="Overview2" /> The only major design flaw the T&P 600's had was their poorly counterbalanced driving wheels; at {{Convert|45|mph|km/h}}, the driving wheels would lift off the rails, so the locomotives received a speed restriction to travel at lower speeds, despite their abilities to travel at higher speeds.<ref name="Overview3" /><ref name=":34Boyd28" /><ref name=":2Mizell29">{{Harvp|Mizell|1978|p=29}}</ref>

In 1937, John Lancaster—envisioning the outbreak of [[World War II]] and the ensuing military traffic—ordered for all seventy of the T&P 600's to be rebuilt at the railroad's Lancaster shops in Fort Worth to fix their counterbalancing issues and to extend their speed limit to {{Convert|70|mph|km/h}}.<ref name=":2Mizell29" /><ref name=":35Boyd30">{{Harvp|Boyd|1978|p=30}}</ref> The locomotives received new valve pilots, lightweight nickel-steel main and side rods, and disc driving wheels shipped from the [[Baldwin Locomotive Works]], and the 600's became equipped with steam and signal line equipment for passenger service.<ref name=":2Mizell29" /><ref name=":35Boyd30" /><ref name=":5Mizell30">{{Harvp|Mizell|1978|p=30}}</ref> Each 600 received an "R" in their classification names, and the rebuilding process took place between December 1937 and August 1941.<ref name=":2Mizell29" />

== History ==

=== Revenue service ===

No. 610 was the first locomotive of the I-1A class, being built in June 1927 at a cost of $106,656.41, and it was delivered to the T&P that same month.<ref name=":3Hancock1989" /><ref name="Overview2" /><ref name=":7Vernetti1975">{{Cite news |last=Vernetti |first=Joanna |date=August 8, 1975 |title=Engine No. 610 Needs $60,000 To Put 'Steam' Into Bicentennial |work=Fort Worth Star-Telegram |page=4 |via=Newspapers.com}}</ref> No. 610 was mostly assigned in revenue service to pull heavy long-distance freight trains on T&P's {{Convert|860|mi|km|abbr=out|adj=on}} mainline between [[Texarkana, Texas|Texarkana]] and [[El Paso, Texas|El Paso]], and en route, the locomotive would travel through the cities of [[Marshall, Texas|Marshall]], [[Longview, Texas|Longview]], [[Dallas]], Fort Worth, [[Abilene, Texas|Abilene]], [[Midland, Texas|Midland]] and [[Odessa, Texas|Odessa]].<ref name=":3Hancock1989" /><ref name=":5Mizell30" /> No. 610 also regularly pulled freight trains out of [[Shreveport, Louisiana]].<ref name=":5Mizell30" />

No. 610 was originally restricted to operate below {{Convert|45|mph|km/h}}, due to its poorly counterbalanced driving wheels, but in August 1938, No. 610 was rebuilt at the Lancaster shops in Fort Worth with Baldwin disc driving wheels and lightweight nickel-steel rods to eliminate its speed restriction, and it was reclassified as an I-1AR.<ref name="Overview3" /><ref name=":2Mizell29" /><ref name=":35Boyd30" /> During World War II, No. 610 and other 600 locomotives were assigned to pull trains of military soldiers and war materials on the El Paso-Texarkana route and on the MoPac from Longview to Palestine, and beginning in 1939, they pulled trains from Fort Worth to [[Denison, Texas|Denison]].<ref name=":35Boyd30" /><ref name=":5Mizell30" /><ref name=":12Jones1970">{{Cite news |last=Jones |first=Spencer |date=October 21, 1970 |title=Train May Be Put Back Into Service |work=The Shreveport Journal |page=36 |via=Newspapers.com |volume=76}}</ref>

In 1945, John Lancaster retired from the T&P, and William G. Vollmer succeeded him as president.<ref name=":6Mizell32">{{Harvp|Mizell|1978|p=32}}</ref><ref name="Overview5" /> Under Vollmer's guidance, the railroad began to order diesel locomotives from the [[Electro-Motive Diesel|Electro-Motive Division]] (EMD) to replace their steam fleet.<ref name=":35Boyd30" /><ref name=":6Mizell32" /><ref name="Overview5" /> Having accumulated {{convert|1,152,872|mi|km|abbr=off|order=out}} in revenue service, No. 610 was removed from service in July 1949, and then it was officially retired from the roster in February 1950.<ref name=":3Hancock1989" /><ref name=":35Boyd30" /><ref name=":6Mizell32" /> The T&P completely dieselized their operations by the end of 1951.<ref name=":6Mizell32" /><ref name=":Lewis1981">{{Cite news |last=Lewis |first=Al |date=January 29, 1981 |title=Old 610 passing through city |work=Longview News-Journal |page=3 |via=Newspapers.com}}</ref>

=== First retirement ===

In January 1951, after Fort Worth city mayor F. Edgar Deen requested to Vollmer that the T&P preserve a steam locomotive, Vollmer had No. 610 withheld from scrapping and donated to [[Amon G. Carter]], who was a local publisher and a board chairman of the [[Fort Worth Stock Show & Rodeo|Southwestern Exposition and Fat Stock Show]].<ref name=":7Vernetti1975" /><ref name="Overview5" /><ref name=":8CityGift1951">{{Cite news |date=January 19, 1951 |title=T&P Steam Locomotive, Gift to City Will Keep Iron Horse Memories Alive |work=Fort Worth Star-Telegram |page=1 |via=Newspapers.com |volume=17 |issue=353}}</ref> Carter, in turn, donated No. 610 to the Southwestern Exposition, and arrangements were made to relocate the I-1AR to the exposition grounds near the Will Rogers Memorial Coliseum, with the [[St. Louis–San Francisco Railway|Frisco Railway]] providing a spur line to allow the locomotive to enter the new display site.<ref name="Overview5" /><ref name=":8CityGift1951" /><ref name=":9DallasEngineScrapped">{{Cite news |date=February 3, 1955 |title=Old No. 610 Rolling Right Along; Dallas Engine Heads for Junk Yard |work=Fort Worth Star-Telegram |page=12 |via=Newspapers.com |volume=75 |issue=3}}</ref> On January 27, No. 610 was put on static display at the show grounds, and a dedication ceremony was held where the locomotive was named after humorist and philosopher [[Will Rogers]].<ref name="Overview5" /><ref name=":8CityGift1951" /><ref name=":9DallasEngineScrapped" />

Following the ceremony, vandals began to remove parts from No. 610, but in 1952, Carter had a fence propped up around the locomotive for protection, and the exposition spent $500 to replace the missing parts.<ref name=":9DallasEngineScrapped" /><ref name=":36Boyd31">{{Harvp|Boyd|1978|p=31}}</ref> In 1955, No. 610 became the last remaining example of T&P's 2-10-4 fleet, since the rest of the 600 locomotives had been scrapped; I-1BR Class No. 638, which had been on static display at the [[State Fair of Texas]] in Dallas since December 1949, was scrapped after being heavily vandalized.<ref name=":3Hancock1989" /><ref name=":6Mizell32" /><ref name=":9DallasEngineScrapped" /> Also in 1955, Amon Carter died, and without his protection, No. 610 was slowly [[Tarnish|tarnished]] by the outdoor elements in ensuing years.<ref name=":9DallasEngineScrapped" /><ref name=":36Boyd31" /><ref name=":41Berryhill1981">{{Cite news |last=Berryhill |first=Michael |date=January 29, 1981 |title=Railroad buffs awaiting return of historic train |work=Fort Worth Star-Telegram |page=74 |via=Newspapers.com}}</ref> By 1968, both the Southwestern Exposition and Fat Stock Show and the city of Fort Worth had disavowed ownership of No. 610, and they were unable to maintain the locomotive.<ref name=":36Boyd31" /><ref name=":15OldEngine1974">{{Cite news |date=July 15, 1974 |title=Old Engine To Make '76 Trek |work=Fort Worth Star-Telegram |page=14 |via=Newspapers.com |volume=94 |issue=165}}</ref>

Local Fort Worth residents feared a repeat of No. 638's scrapping, and they launched a campaign for the city to donate No. 610 to a group of railfans and experts who would be able to keep the locomotive in good condition.<ref name=":36Boyd31" /><ref>{{Cite news |last=McLaughlin |first=E. Martin |date=June 19, 1968 |title=No. 610 Is a Unique Possession of City |work=Fort Worth Star-Telegram |page=10 |via=Newspapers.com |volume=88 |issue=140}}</ref> In April 1969, the [[Texas Christian University]], a fraternity of [[Phi Delta Theta]], began to redevelop their property alongside the Will Rogers Coliseum, and in doing so, they were to rip up a portion of the spur line that connected No. 610's display site to the National Rail Network.<ref name=":10Davis1970" /> In June, local machine shop owner David F. Pearson learned that No. 610 was going to be landlocked, and he also feared the locomotive would be scrapped.<ref name=":7Vernetti1975" /><ref name=":10Davis1970">{{Cite news |last=Davis |first=Linda |date=March 14, 1970 |title=No Steam, No Track Is Story of No. 610 |work=Fort Worth Star-Telegram |page=1 |via=Newspapers.com |volume=90 |issue=42}}</ref><ref name=":NewLeaseNewLease1977">{{Cite news |date=February 27, 1977 |title=610 gets a new lease on life |work=Fort Worth Star-Telegram |page=6 |via=Newspapers.com |volume=97 |issue=27}}</ref>

He and a small group of fellow railfans negotiated with the city of Fort Worth to obtain ownership of No. 610, and the city agreed to sell the locomotive to the group for a token fee of $1, with the stipulation that it be moved out of the display site.<ref name=":16Marrs1976">{{Cite news |last=Marrs |first=Jim |date=February 25, 1976 |title=Hundreds Due to Greet Engine 610 |work=Fort Worth Star-Telegram |page=4 |via=Newspapers.com}}</ref><ref name=":EngineCeremony1976">{{Cite news |date=February 14, 1975 |title=Ceremony Set For Engine 610 |work=Fort Worth Star-Telegram |page=5 |via=Newspapers.com}}</ref><ref name=":11Enginethatcant">{{Cite news |date=July 16, 1971 |title=D-FW Train: Little Engine That Can't? |work=Fort Worth Star-Telegram |page=2 |via=Newspapers.com |volume=91 |issue=166}}</ref> No. 610 was subsequently moved out of the Coliseum property and to the Frisco Railway’s north side yards for temporary storage, and then it was moved again to the Fort Worth Army Depot.<ref name=":10Davis1970" /><ref name=":11Enginethatcant" /><ref name=":19FWRestoration1969">{{Cite news |date=September 26, 1969 |title=FW Group Wants to Restore Locomotive |work=Fort Worth Star-Telegram |page=4 |via=Newspapers.com}}</ref> Dave Pearson had decided to restore No. 610 to operating condition and use it to pull excursion trains between Fort Worth and Dallas, and he created a nonprofit organization called the 610 Historical Foundation to begin the project.<ref name=":10Davis1970" /><ref name=":19FWRestoration1969" /><ref name=":13Harris1970">{{Cite news |last=Harris |first=Chuck |date=September 6, 1970 |title='All Aboard' For Ol' 610 Awaits Man's Skill |work=Longview News-Journal |page=71 |via=Newspapers.com |volume=40 |issue=214}}</ref> The foundation launched a fundraising campaign to cover the initial estimated restoration cost of $10,000, and they began searching for steam locomotive experts for help.<ref name=":12Jones1970" /><ref name=":10Davis1970" /><ref name=":13Harris1970" />

In 1970, the 610 Foundation began to negotiate with the T&P for permission to pull passenger excursions on their Dallas-Fort Worth mainline, but MoPac’s vice president-operations, E. L. Manion, declined to allow the group trackage rights, citing it would disrupt the safety and regular freight operations on the right-of-way, and all suitable facilities were unavailable.<ref name=":11Enginethatcant" /><ref name=":14Sherrod1984" /> The foundation also negotiated with other railroads—including the [[Atchison, Topeka and Santa Fe Railway|Santa Fe]] and the [[Chicago, Rock Island and Pacific Railroad|Rock Island]]—for trackage rights to operate No. 610, but to no avail.<ref name=":10Davis1970" /><ref name=":11Enginethatcant" /><ref name=":14Sherrod1984">{{Cite news |last=Sherrod |first=Katie |date=March 4, 1984 |title=610: We can't let a dream run out of steam |work=Fort Worth Star-Telegram |page=181 |via=Newspapers.com}}</ref> During the early-mid 1970s, the 610 Foundation struggled to raise the required funds.<ref name=":36Boyd31" />

=== Renovation and American Freedom Train service ===

In 1974, the cross-country American Freedom Train (AFT) was being developed to celebrate the [[United States Bicentennial|1976 Bicentennial of the United States]], and a nationwide search for a steam locomotive for use in pulling the train was underway.<ref name=":Preamble1975">{{Cite magazine |date=Spring 1975 |title=Railnews - The Preamble Express |magazine=Railfan & Railroad |publisher=Carstens Publications |page=16 |volume=1 |issue=2}}</ref> The 610 foundation negotiated with the AFT Foundation to allow No. 610 to pull the Freedom Train throughout Texas and possibly other parts of the southwestern United States.<ref name=":36Boyd31" /> By July 1974, Don Ball—the Vice President for Government and Business Relations for the AFT Foundation—promised that No. 610 would pull the Texas portion of the train in early 1976, on the condition that it's restoration be completed in time.<ref name=":36Boyd31" /><ref name=":15OldEngine1974" /><ref name=":17Teague1975" /> On August 1, a new fundraising campaign was launched, and No. 610's restoration was re-estimated to cost $100,000 to complete, with $75,000 being required to be donated from Texas residents.<ref name=":Old6101974">{{Cite news |date=August 2, 1974 |title=$100,000 Needed to Put 'Old 610 Back in Action |work=Fort Worth Star-Telegram |page=67 |via=Newspapers.com |volume=94 |issue=183}}</ref><ref name=":Old610Funds1974">{{Cite news |date=July 19, 1974 |title=Funds to Be Sought for 'Old No. 610' |work=Fort Worth Star-Telegram |page=4 |via=Newspapers.com |volume=94 |issue=169}}</ref>

Simultaneously, Dave Pearson had become close friends with Amon Carter, Jr., who was a local publisher and Amon G. Carter's son, and he had joined the 610 Foundation and began funding the project.<ref name=":14Sherrod1984" /><ref name=":39Risenhoover1981">{{Cite news |last=Risenhoover |first=C. C. |date=February 1, 1981 |title=The Old 610: History steams into town with hundreds at station |work=Fort Worth Star-Telegram |pages=27; 33 |via=Newspapers.com}}</ref> On February 16, 1975, No. 610 was moved to the [[Stockard, Texas|Fort Worth Stockyard Area]], where the restoration process began the following month, with assistance from the Stockyards Area Restoration Committee.<ref name=":7Vernetti1975" /><ref name=":16Marrs1976" /><ref name=":17Teague1975">{{Cite news |last=Teague |first=Raymond |date=February 17, 1975 |title=Engine 610 to pull Bicentennial Freedom Train |work=Fort Worth Star-Telegram |page=4 |via=Newspapers.com}}</ref> Dave Pearson hired [[Chicago metropolitan area|Chicago area]] railfan and steam locomotive mechanic Richard "Dick" Jensen to lead the restoration process.<ref name=":7Vernetti1975" /><ref name=":18TrainRoll1976">{{Cite news |date=July 31, 1976 |title=Bicentennial Freedom Train To Roll In 1976 |work=Longview News-Journal |page=7 |via=Newspapers.com}}</ref><ref name=":22DickJensen1991">{{Cite magazine |last=Conrad |first=Dave |date=November–December 1991 |title=Obituaries - Richard Jensen |magazine=Locomotive & Railway Preservation |page=60}}</ref> Jensen had to acquire around 3,000 new custom-made parts to replace those on No. 610, while other parts of the locomotive were cleaned and refurbished.<ref name=":7Vernetti1975" /><ref name=":16Marrs1976" /><ref name=":18TrainRoll1976" /> Many donations were made to the restoration, including $435 from a Western Hills Elementary School art show, and a private $50,000 loan was made for work to continue without stoppages.<ref name=":Texasproject1976">{{Cite news |date=February 8, 1976 |title=Texas project takes the lead |work=Longview News-Journal |page=68 |via=Newspapers.com}}</ref><ref name=":21Readiedengine1976">{{Cite news |date=January 29, 1976 |title=Old Steam Engine Readied For Run |work=The Odessa American |page=45 |via=Newspapers.com |volume=51 |issue=29}}</ref>

On October 2, the locomotive's boiler passed a state government-required hydrostatic test.<ref name=":16Marrs1976" /> Under Jensen's direction, No. 610's restoration was running behind schedule; the restoration was scheduled to be completed by December 1, but the deadline was postponed to January 1, 1976, and then to February.<ref name=":7Vernetti1975" /><ref name=":16Marrs1976" /> On January 28, No. 610's restoration was completed, and the I-1AR moved under its own power within the Fort Worth rail yards the following day.<ref name=":21Readiedengine1976" /><ref name=":SuperPowercomeback">{{Cite magazine |date=April 1976 |title=News & Editorial Comment - Super-Power back in steam |url=https://www.trains.com/trn/magazine/archive-access/trains-april-1976/ |url-access=limited |access-date=February 19, 2024 |magazine=Trains |publisher=Kalmbach Publishing |page=3 |volume=36 |issue=6}}</ref><ref name=":24Newssummer76">{{Cite magazine |date=Summer 1976 |title=Railnews |magazine=Railfan |page= |pages=16–17 |volume=1 |issue=7}}</ref> The [[Fort Worth and Denver Railway]] (FW&D) subsequently requested that No. 610 be fitted with liability insurance coverage, but the insurance cost was $10 million, and the 610 Foundation only held $2 million.<ref name=":20Roadblocks">{{Cite news |date=February 1, 1976 |title=Two roadblocks may loom in path of locomotive 610 |work=Fort Worth Star-Telegram |pages=1–2 |via=Newspapers.com}}</ref> The AFT Foundation quickly obtained the required coverage from their insurance brokers in California.<ref name=":testrun1976">{{Cite news |date=February 4, 1976 |title=610 test run planned today |work=Fort Worth Star-Telegram |page=4 |via=Newspapers.com}}</ref>

On February 4, No. 610 performed its first test run on the FW&D mainline from Fort Worth to [[Wichita Falls, Texas|Wichita Falls]] with an idling [[EMD SD7]], four boxcars, and a caboose, but en route, the locomotive broke down from one of its bearings near [[Alvord, Texas|Alvord]], and repairs delayed its arrival in Wichita Falls by two hours.<ref name=":24Newssummer76" /><ref name=":Enginesteamsin">{{Cite news |last=Coleman |first=Dan |date=February 5, 1976 |title=Engine 610 Steams In |work=Wichita Falls Record News |page= |pages=1–2 |via=Newspapers.com |volume=56 |issue=95}}</ref><ref name=":23Successfultest">{{Cite news |date=February 5, 1976 |title=Successful Test |work=Fort Worth Star-Telegram |page=3 |via=Newspapers.com}}</ref> On February 7, No. 610 returned to Fort Worth while pulling a freight train that approximated the weight of the Freedom Train, and the run occurred without incident.<ref name=":24Newssummer76" /><ref>{{Cite news |date=February 8, 1976 |title=Re-Arrival |work=Fort Worth Star-Telegram |page=62 |via=Newspapers.com}}</ref> The AFT Foundation's plan for the Texas portion of the Freedom Train tour was for No. 610 to travel to Odessa, where it would be swapped with [[Southern Pacific 4449]] at the lead of the train, but for unknown reasons, the locomotive-swap was moved to [[Austin, Texas|Austin]].<ref name=":20Roadblocks" /><ref name=":23Successfultest" /><ref name=":Readytoroll">{{Cite news |date=February 12, 1976 |title=Ready to Roll |work=Fort Worth Star-Telegram |pages=3 |via=Newspapers.com}}</ref> On February 13, No. 610 travelled to Austin, and two days later, it was swapped with No. 4449 in front of the AFT consist.<ref name=":Sendoff">{{Cite news |date=February 13, 1976 |title=A Smashing Sendoff |work=Fort Worth Star-Telegram |page=1 |via=Newspapers.com}}</ref><ref name=":610AFT">{{Cite news |date=February 16, 1976 |title='610' Pulls Freedom Train |work=Fort Worth Star-Telegram |page=7 |via=Newspapers.com}}</ref><ref name=":Whereis4449">{{Cite news |date=February 18, 1976 |title=Engine 4449, where are you? |work=Fort Worth Star-Telegram |page=2 |via=Newspapers.com}}</ref>

On February 18, No. 610—with assistance from MoPac Bicentennial [[EMD GP18|GP18]]'s Nos. 1776 and 1976—pulled the consist on MoPac's mainline from Austin to [[Houston]].<ref name=":24Newssummer76" /><ref name=":25Trainbill">{{Cite news |date=February 19, 1976 |title=Train bill pegged at $1,000 |work=Austin American-Statesman |page=23 |via=Newspapers.com |volume=105 |issue=145}}</ref> Prior to the Austin-Houston journey, it was discovered that the locomotive's [[Brake shoe#Railway tread brake|brake shoes]] did not meet federal regulations, and the I-1AR was temporarily equipped with brake shoes from the city of Austin's display locomotive, [[Southern Pacific 786]].<ref name=":25Trainbill" /><ref name=":Shoeoffer">{{Cite news |date=February 18, 1976 |title=Shoe offer too much for Freedom Train |work=Austin American-Statesman |page=12 |via=Newspapers.com |volume=62 |issue=184}}</ref> On February 25, No. 610 pulled the Freedom Train on the Santa Fe mainline from Houston to Fort Worth, with assistance from Santa Fe Bicentennial [[EMD SD45-2|SD45-2]] No. 5704, but the journey had been delayed by a long line of people touring the consist in Houston.<ref name=":24Newssummer76" /><ref name=":Trainsnews1976">{{Cite magazine |date=May 1976 |title=Railroad News Photos |url=https://www.trains.com/trn/magazine/archive-access/trains-may-1976/ |url-access=limited |access-date=February 22, 2024 |magazine=Trains |publisher=Kalmbach Publishing |page=14 |volume=36 |issue=7}}</ref><ref name=":Tipton1976">{{Cite news |last=Tipton |first=Dave |date=February 26, 1976 |title=Freedom Train led to FW berth by 610 |work=Fort Worth Star-Telegram |page= |pages=1–2 |via=Newspapers.com}}</ref>

On February 29, No. 610 pulled the AFT consist into Dallas.<ref name=":AFTflaggeddown">{{Cite news |date=February 29, 1976 |title=Flagging Down The American Freedom Train |work=Denton Record-Chronicle |page=10 |via=Newspapers.com |volume=73 |issue=181}}</ref> On March 5, the locomotive returned to Fort Worth again, and it was swapped back with No. 4449, which pulled the Freedom Train northbound to Wichita Falls.<ref name=":24Newssummer76" /><ref name=":Grauerholz1976">{{Cite news |last=Grauerholz |first=Larry |date=March 5, 1976 |title=Freedom Train rolls into city |work=Wichita Falls Times |page=1 |via=Newspapers.com |volume=69 |issue=296}}</ref> No. 610 was unable to operate beyond the Texas schedule, since extensive repairs on its crown brasses were required.<ref name=":36Boyd31" /> Following the end of the AFT's Texas tour, the 610 Foundation continued to explore ways to operate No. 610 in excursion service, but railroads in Texas still declined to host steam excursions on their mainline.<ref name=":NewLeaseNewLease1977" /><ref name=":24Newssummer76" /><ref name=":28Wrinn50">{{Harvp|Wrinn|2000|p=50}}</ref>

=== Southern Railway excursion service ===

During 1976, the Southern Railway (SOU), which hosted a mainline steam excursion program, decided to lease a larger steam locomotive than their existing fleet to meet demands for longer excursion trains, and they initially offered to lease No. 4449.<ref name=":26Wrinn48">{{Harvp|Wrinn|2000|p=48}}</ref> The AFT Foundation had to decline the offer, since they had already promised the [[Portland, Oregon|city of Portland]] that they return the locomotive to [[Oregon]] after the end of the Freedom Train tours, but Doyle McCormack—who was the engineer of Nos. 4449 and 610 during the Freedom Train tours—suggested to SOU executives that they lease No. 610, instead.<ref name=":26Wrinn48" /><ref name=":AFTengineer">{{Cite news |date=February 27, 1976 |title=Freedom Train engineer knows who's the boss |work=Fort Worth Star-Telegram |page=4 |via=Newspapers.com |volume=96 |issue=27}}</ref> SOU steam program manager James A. Bistline, Master Mechanic Bill Purdie, and Don Purdie subsequently travelled to Fort Worth to examine No. 610's condition.<ref name=":36Boyd31" /><ref name=":Boyd26">{{Harvp|Boyd|1978|p=26}}</ref> By February 1977, the SOU and the 610 Foundation reached an agreement where the former would lease the locomotive for two years; the lease was later extended to three years.<ref name=":NewLeaseNewLease1977" /><ref name=":28Wrinn50" /><ref name=":31Tripproblems">{{Cite news |last=Meem |first=Harry |date=August 29, 1977 |title=Problems Cloud Rail Trips |work=Richmond Times-Dispatch |pages=13;17 |via=Newspapers.com}}</ref>

In March, Bill Purdie had No. 610 operate under its own power via the MoPac, the [[Illinois Central Railroad#Illinois Central Gulf Railroad (1972–1988)|Illinois Central Gulf]], and the SOU from Fort Worth to [[Birmingham, Alabama]].<ref name=":28Wrinn50" /><ref>{{Cite news |last=Leach |first=Ted |date=March 3, 1977 |title=Recalling old engineers and railroading |work=Longview News-Journal |page=4 |via=Newspapers.com |volume=48 |issue=52}}</ref> At [[Mineola, Texas]], the locomotive experienced a [[hot box]] that subsequently had to be repaired while it stopped at Shreveport, and then it had to tiptoe through flooded areas in [[Mississippi]].<ref name=":28Wrinn50" /><ref name=":Shortbreather">{{Cite news |date=March 3, 1977 |title=Old 610 takes short breather |work=Longview News-Journal |page=1 |via=Newspapers.com |volume=48 |issue=52}}</ref><ref>{{Cite news |last=Still |first=Susan |date=March 3, 1977 |title=Old 610, Memories Pass Through Marshall Depot |work=The Marshall News Messenger |page= |pages=1;4 |via=Newspapers.com |volume=100 |issue=230}}</ref> Upon arrival in Birmingham, No. 610 was moved inside the SOU's steam locomotive workshop in nearby [[Irondale, Alabama|Irondale]] to be overhauled and repainted, in preparation for its first excursion runs on the Railway.<ref name=":36Boyd31" /><ref name=":28Wrinn50" /> The I-1AR received minor cosmetic decorations to symbolize its status on the SOU, including a brass eagle ornament above the front headlight, and a pair of round "SR" emblems on its air compressor shields.<ref name=":28Wrinn50" />

[[File:Southern 610 (postcard).jpg|thumb|T&P No. 610 pulling the ''Piedmont Limited/610'' special excursion while performing its dynamometer test on the SOU, on August 20, 1977]]

No. 610 pulled its first excursions for the SOU on July 9–10, 1977; two roundtrips between Birmingham and [[Chattanooga, Tennessee]], and each train carried over 800 passengers.<ref name=":28Wrinn50" /><ref>{{Harvp|Wrinn|2000|p=113}}</ref> ''[[Trains (magazine)|Trains]]'' magazine editor David P. Morgan subsequently requested to SOU president L. Stanley Crane that No. 610 operate with a test car in tow for a [[dynamometer]] test.<ref name=":27Withuhn34">{{Harvp|Withuhn|1978|p=34}}</ref> On August 20, while No. 610 pulled the ''Piedmont Limited/610'' special excursion from [[Alexandria, Virginia|Alexandria]] to [[Monroe, Virginia]], it towed SOU [[Dynamometer car|research car]] No. R-2, with a team of researchers—led by Bill Withuhn—recording the locomotive's horsepower output.<ref name=":28Wrinn50" /><ref name=":27Withuhn34" /> The end results revealed that No. 610 was capable of generating {{Convert|4,400|hp|kW}}; the same output as two [[EMD SD24]]’s.<ref name=":28Wrinn50" /><ref name=":29Wrinn51">{{Harvp|Wrinn|2000|p=51}}</ref><ref name=":30Withuhn41">{{Harvp|Withuhn|1978|p=41}}</ref>

The excursion was also plagued with various problems; No. 610 derailed in the Alexandria yard and damaged its pilot axle, and the rerailing process delayed its departure by 1¹⁄₂ hour; at Monroe, No. 610 had to be refueled, since the pump between its tender and auxiliary car seized up; at [[Remington, Virginia|Remington]], the locomotive burned out a brass and journal in its pilot truck, so it had to be sidelined for repairs, while a GP18 and a [[EMD GP38-2|GP38-2]] returned the train to Alexandria; the problems postponed the train's return to Alexandria to 3:30 am.<ref name=":31Tripproblems" /><ref name=":30Withuhn41" /><ref name=":37Boyd32">{{Harvp|Boyd|1978|p=32}}</ref> Crews subsequently had to replace No. 610's pilot bearings.<ref name=":37Boyd32" />

On September 1, No. 610 travelled to [[Roanoke, Virginia|Roanoke]] to participate in the 1977 [[National Railway Historical Society]] (NRHS) Convention, but hot box issues delayed its arrival by seven hours.<ref name=":29Wrinn51" /><ref name=":TrainsNews1978">{{Cite magazine |date=January 1978 |title=Railroad News Photos |url=https://www.trains.com/trn/magazine/archive-access/trains-january-1978/ |url-access=limited |access-date=February 27, 2024 |magazine=Trains |publisher=Kalmbach Publishing |page=17 |volume=38 |issue=3}}</ref><ref name=":Hoyle1977">{{Cite news |last=Hoyle |first=Bill |date=September 2, 1977 |title=Trouble Jinxes Locomotive On Excursion to Roanoke |work=Richmond Times-Dispatch |page=22 |via=Newspapers.com}}</ref> On September 3, No. 610 pulled a doubleheader excursion with [[Southern Railway 4501|SOU 2-8-2 No. 4501]] on the [[Norfolk and Western Railway|Norfolk and Western]] (N&W) mainline from Roanoke to [[Lynchburg, Virginia|Lynchburg]], and No. 610 returned to Roanoke with five cars.<ref name=":29Wrinn51" /><ref name=":38RailnewsNRHS">{{Cite magazine |date=February 1978 |title=Railnews - The National Railway Historical Society |magazine=Railfan |publisher=Carstens Publications |pages=14–15 |volume=2 |issue=2}}</ref> On September 4, No. 610 pulled an excursion from Roanoke to [[Bluefield, West Virginia]], but en route, as the locomotive travelled through Montgomery Tunnel, exhaust from its smokestack extinguished the fire in its firebox, and the locomotive's cab, crew, and first few passenger cars were blackened with fuel oil.<ref name=":29Wrinn51" /> After No. 610 drifted and stopped out of the tunnel, Bill Purdie had to relight the fire to continue the run to Bluefield.<ref name=":29Wrinn51" />

The locomotive had to stay at Bluefield for servicing on its pilot truck, while N&W Bicentennial [[EMD SD45|SD45]] No. 1776 pulled the excursion to [[Cedar Bluff, Virginia|Cedar Bluff]], and then No. 610 returned to Roanoke with No. 1776 and the excursion without incident.<ref name=":29Wrinn51" /><ref name=":38RailnewsNRHS" /> The I-1AR subsequently spent three days in the [[Roanoke Shops]] for necessary repairs, and oil from the Montgomery incident was cleaned off.<ref name=":29Wrinn51" /> The I-1AR was then moved back to Birmingham to determine the cause of its hot box issues; it was revealed that the pilot axle carried {{Convert|5|t|lb}} above its normal axle loading, after the locomotive was raised and lowered during its renovation for the AFT.<ref name=":38RailnewsNRHS" /> By the end of 1977, the SOU steam excursions had carried 76,157 passengers, many of whom rode in trains behind No. 610.<ref name=":Wrinn52">{{Harvp|Wrinn|2000|p=52}}</ref>

SOU executives became ambivalent to No. 610's performance; while it was able to pull long passenger trains across the Railway’s system at {{Convert|60|mph|km/h}}, it continued to suffer mechanical problems on some occasions.<ref name=":34Boyd28" /><ref name=":29Wrinn51" /><ref name=":32Wrinn53">{{Harvp|Wrinn|2000|p=53}}</ref> In 1979, the SOU began leasing [[Canadian Pacific Railway|Canadian Pacific]] [[Royal Hudson]] [[Canadian Pacific 2839|No. 2839]] to assist and eventually replace No. 610 in the program, but No. 2839 proved to be unsuitable in pulling the long excursions unassisted.<ref name=":32Wrinn53" /><ref>{{Harvp|Wrinn|2000|p=54}}</ref> In 1980, the SOU began leasing [[Chesapeake and Ohio 2716]] from the [[Kentucky Railway Museum]], and it was planned to replace Nos. 610 and 2839 in the steam program.<ref name=":Officialnews">{{Cite magazine |date=March 1980 |title=Arrivals & Departures - It's official |url=https://www.trains.com/trn/magazine/archive-access/trains-march-1980/ |url-access=limited |access-date=February 28, 2024 |magazine=Trains |publisher=Kalmbach Publishing |page=16 |volume=40 |issue=5}}</ref><ref name=":33Wrinn57">{{Harvp|Wrinn|2000|p=57}}</ref> Having accumulated {{convert|17,587|mi|km|abbr=off|order=out}} and carried 53,570 passengers on the SOU, No. 610 pulled its last excursion for the railway on January 24–25, 1981; a one-way excursion from Birmingham to [[Memphis, Tennessee]], and it subsequently travelled light to Fort Worth with a boxcar full of spare parts.<ref name=":33Wrinn57" /><ref name=":40TrainsNews1981">{{Cite magazine |date=June 1981 |title=Railroad News Photos |url=https://www.trains.com/trn/magazine/archive-access/trains-june-1981/ |url-access=limited |access-date=February 28, 2024 |magazine=Trains |publisher=Kalmbach Publishing |page=16 |volume=41 |issue=8}}</ref>

=== Location changes and second retirement ===

On January 29, No. 610 arrived at Fort Worth, and then it was put into temporary storage near the [[National Archives facilities|Federal Records Center]].<ref name=":39Risenhoover1981" /><ref name=":40TrainsNews1981" /><ref name=":42Rogge1981">{{Cite news |last=Rogge |first=Kara |date=July 9, 1981 |title=Locomotive 610 finds a home |work=Fort Worth Star-Telegram |page=39 |via=Newspapers.com |volume=76 |issue=159}}</ref> Since nearby mainline railroads still refused to host steam excursions on their right-of-way, the 610 Foundation decided to search for a location to display No. 610.<ref name=":41Berryhill1981" /><ref name=":39Risenhoover1981" /><ref name=":42Rogge1981" /> In July, the 610 Foundation reached an agreement with the [[General Services Administration]] (GSA) to lease some undeveloped land adjacent to the Records Center for twenty years, and they quickly began construction on a building to store the locomotive.<ref name=":42Rogge1981" /><ref name=":43Scott1982">{{Cite news |last=Scott |first=Michelle |date=March 28, 1982 |title=Locomotive 610 moving into its new home tomorrow |work=Fort Worth Star-Telegram |page=29 |via=Newspapers.com |volume=77 |issue=44}}</ref>

On April 4, 1982, following two delays from trackage issues, No. 610 travelled to the foundation's new building on the property—then called the Quartermaster Depot—where a dedication ceremony was held.<ref name=":43Scott1982" /> The 610 Foundation began to prop the locomotive on public display during June, and they cooperated with the Trinity Valley Railroad Club to redevelop the storage site into a museum attraction akin to the [[Galveston Railroad Museum]].<ref name=":42Rogge1981" /><ref name=":Locodisplay1982">{{Cite news |date=June 10, 1982 |title=Locomotive on display |work=Fort Worth Star-Telegram |page=27 |via=Newspapers.com |volume=77 |issue=130}}</ref><ref name=":Masters1983">{{Cite news |last=Masters |first=James |date=March 23, 1983 |title=Old engine dominates new home |work=Fort Worth Star-Telegram Neighborhood Extra |pages=1–2 |via=Newspapers.com}}</ref> Following the death of Amon Carter, Jr. in July, the 610 Foundation began losing money to keep No. 610 maintained, and while Dave Pearson still continued to explore ways to run it, he lost faith in using the locomotive for excursion service.<ref name=":14Sherrod1984" /><ref name=":Flemmons1982">{{Cite news |last=Flemmons |first=Jerry |date=July 25, 1982 |title=Star-Telegram publisher, Amon G. Carter Jr., dies |work=Fort Worth Star-Telegram |page=1 |via=Newspapers.com |volume=77 |issue=175}}</ref>

During 1984 and 1985, a group in Dallas developed a $3 million-project called the "''Texas Independence Express''"—an exhibit train that was planned to celebrate the 1986 Sesquicentennial of the state of Texas—and No. 610 was selected to pull the consist.<ref name=":Texashistory1984">{{Cite news |date=November 21, 1984 |title=Watch out for Texas history |work=The Mesquite News |page=20 |via=Newspapers.com}}</ref><ref>{{Cite news |last=Baker |first=Anita |date=September 17, 1985 |title=SW Bell gives $80,000 to restore locomotive |work=Fort Worth Star-Telegram |page=16 |via=Newspapers.com |volume=80 |issue=261}}</ref><ref name=":Texassteam1985">{{Cite magazine |date=November 1985 |title=Arrivals & Departures - Steam in Texas? |url=https://www.trains.com/trn/magazine/archive-access/trains-november-1985/ |url-access=limited |access-date=March 5, 2024 |magazine=Trains |publisher=Kalmbach Publishing |page=18 |volume=46 |issue=1}}</ref> Plans for the bicentennial train fell through, after the group only managed to raise around $100,000, and surrounding railroads were reluctant to allow No. 610 on their mainline, fearing that its heavy weight would damage their computerized switches.<ref name=":Hancock1986">{{Cite news |last=Hancock |first=Orville |date=February 21, 1986 |title=Finances derailing train trip |work=Fort Worth Star-Telegram |page=28 |via=Newspapers.com |volume=81 |issue=24}}</ref> During 1986, the GSA decided to redevelop the Quartermaster Depot property, so they ended their lease contract, and the museum site where No. 610 sat had to shut down.<ref name=":44Tedesco1986">{{Cite news |last=Tedesco |first=Laureen |date=December 7, 1986 |title=610 steams in with memories |work=Marshall News Messenger |pages=1;8 |via=Newspapers.com |volume=110 |issue=131}}</ref> With no sentiment to keep No. 610 maintained, 610 Foundation decided to donate their locomotive in December to the Texas State Railroad (TSR), a tourist railroad that operates between [[Rusk, Texas|Rusk]] and Palestine.<ref name=":44Tedesco1986" /><ref name=":45Keefe1988">{{Cite magazine |last=Keefe |first=Kevin P. |date=May 1988 |title=What's in the roundhouse for 1988? |url=https://www.trains.com/trn/magazine/archive-access/trains-may-1988/ |url-access=limited |access-date=March 7, 2024 |magazine=Trains |publisher=Kalmbach Publishing |page=18A |volume=48 |issue=7}}</ref>

The Dallas group in charge of the cancelled sesquicentennial exhibit train donated their funds to help move No. 610, and the locomotive was removed from the Quartermaster Depot property and towed to the TSR's yard in Palestine.<ref name=":44Tedesco1986" /> The TSR used other funds from the Texas sesquicentennial celebrations to expand their Palestine shop facility to allow storage space for No. 610.<ref name=":46Kline1996">{{Cite magazine |last=Kline |first=Tom |date=September–October 1996 |title=A Century of Lone Star Railroading: The Texas State Railroad |magazine=Locomotive & Railway Preservation |publisher=[[Pentrex]] |pages=23;29}}</ref> The TSR felt the No. 610 was too large for their small operations, and they began to occasionally prop up the I-1AR for display near their depot for tourists and passengers to view during the road's operating seasons.<ref name=":44Tedesco1986" /><ref name=":45Keefe1988" /><ref name=":46Kline1996" /> No. 610 performed one test run on the TSR's right-of-way in October 1987, and the railroad put the locomotive up for lease for people willing to operate it, but no lessors showed interest.<ref name=":45Keefe1988" />

On August 19, 1989, No. 610 was designated as a [[List of Historic Mechanical Engineering Landmarks|Historic Mechanical Engineering Landmark]] for being the last remaining example of Lima's early Super Power locomotive design.<ref name=":Longtimeworker">{{Cite news |date=August 18, 1989 |title=Longtime rail worker to see engine honored |work=Longview News-Journal |page=2 |via=Newspapers.com}}</ref><ref name=":TrainsNews1989">{{Cite magazine |date=December 1989 |title=Arrivals & Departures - Landmark |url=https://www.trains.com/trn/magazine/archive-access/trains-december-1989/ |url-access=limited |access-date=March 7, 2024 |magazine=Trains |publisher=Kalmbach Publishing |page=11 |volume=50 |issue=2}}</ref> In May 2001, the TSR hosted events that celebrated three anniversaries, including the 25th anniversary of No. 610 hauling the American Freedom Train.<ref name=":McCorkle2001">{{Cite news |last=McCorkle |first=Rob |date=May 6, 2001 |title=East Texas railroad keeps on chugging |work=Victoria Advocate |page=105 |via=Newspapers.com}}</ref>

==See also==