Nelson & Albemarle Railway Roster

Three (3) Lewis & Fowler single truck, open platform trolley cars were purchased secondhand from Lynchburg Street Railway.  Originally built with Eickemeyer trucks (jack shafts and side rods) there were 6 cars purchased from the manufacturer in Brooklyn, New York and received starting 3 March 1891 and ending 5 May 1891 as the Lynchburg Street Railway's first trolleys.  Schuyler Railway purchased and received them in summer/fall 1899 with Maguire #20 trucks and Westinghouse motors that had been retrofitted in May 1892.  Though the Lynchburg Street Railway had tried a different version of the Eickemeyer trucks, they were no more successful than the original and were discarded in favor of the change out to Maguire trucks and Westinghouse motors.  A fourth trolley may also have been purchased to use for parts (or as noted in Hill City Trolleys by Harold E. Cox. this may have been used solely as locomotive). Noted in soapstone company memorandums, one car had all seats removed for use as locomotive.  Two remaining trolley had some seats removed to provide mixed train service.  Three non-powered freight cars were also noted as owned.  It is significant to note that while at a reunion of sorts, Thomas Drumheller reported that some of the trolley cars came from trolley systems in Washington and Baltimore though no documents have been found to support that recollection.  In researching into the potential for any trolley coming from Baltimore, reference was made to Harold E. Cox' "Early Electric Cars of Baltimore" and specifically the section on Dispositions which didn't begin until 1904 and no direct sales to the Schuyler Railway (or any rail line in Virginia) were noted during the period of 1904-1905 when the Schuyler Railway was merged into the Nelson & Albemarle Railway and all electric overhead lines removed and the line partially rebuilt to accommodate small steam locomotives.

* Photograph in Hill Street Trolleys by Harold E. Cox in NEARHS collection of Nelson & Albemarle Railway memorabilia.  Copyright Protected - Permission requested to use.

Leased by the C&O immediately upon completion on 13 July 1897 for five years as their Alberene Branch, the line was subsequently purchased by the C&O on 15 February 1902.  All equipment used on the line was C&O power.  Albemarle Soapstone Company likely had own small locomotive (ST) to manage quarry operations moving soapstone to mill.  Typical motive power on branch lines by this time were the Consolidations (2-8-0) and a C&O roster is available for locomotives that were purchased and in use from 1890 through 1901 and likely available to use on branch lines.

* Digital photo of the Roundhouse model 84773 Chesapeake & Ohio steam locomotive 2-6-0 #425 typical of the era (though paint scheme more likely black) and typical type used on branch lines from photograph of model in the NEARHS collection of Nelson & Albemarle Railway memorabilia.

Former Richmond City Railway #1 "Belle" an 0-4-0DY based on Vulcan catalogue style, "Lake Side"; subsequently sold to SI&E in 1920 as #1599; thence to Pierce-Williams (Fruit Basket Company) in Jonesboro, Arkansas on 17 April 1924.  Only known photograph available in Smithsonian Institution, Negative #893603, Frame 42077.

* Photo Print on heavy photo paper from NEARHS collection of Nelson & Albemarle Railway memorabilia.

Likely small 0-4-0T locomotive (either Porter or Vulcan) serving quarry operations at either Alberene or Schuyler.  While there may have been existing quarry locomotives at both Alberene and Schuyler quarries, there is no confirmed record of a small tank locomotive at either quarry and no company records have been identified with details on the purchase (new or used) of any engines as of 11/22/2021.  Along with #3, these locomotives formed the earliest part of the Nelson & Albemarle roster next to the purchase of used locomotive #1.  At some point, the operational status of the Nelson & Albemarle Railway had to include the maintenance of ALL locomotives used for the soapstone works.

Likely small 0-4-0T locomotive (either Porter or Vulcan) serving quarry operations at either Alberene or Schuyler.  No record of this locomotive has been found as of 11/22/2021.  It's possible that the two individual soapstone companies (pre-merger) each purchased a small tank locomotive to handle quarry movement of soapstone blocks to their respective mills.  Upon the merger of those companies and the creation of the Nelson & Albemarle Railway, these two locomotives were likely transferred to the ownership of the subsidiary railroad, setting up the 1st #2 and #3 as the earliest locomotives on the roster along with the used-locomotive purchase of #1 that moved soapstone to markets and between mills and quarries.  Logical that the operation and maintenance of any locomotives on the soapstone works property would fall under the jurisdiction of the wholly owned subsidiary railroad.

Built by Porter in December 1904, the first NEW locomotive for Nelson & Albemarle Railway provided mainline power for 19 years and was subsequently sold to SI&E in 1924 as their #1939.  From there it was sold to the Batesville & Southwestern on 13 September 1924 as an 0-6-0 with 8 wheel tender becoming B&SW #11 in Batesville, Mississippi.  The locomotive was resold to SI&E as #2483 for scrap in 1942.

* Photo courtesy of David Price collection with permission provided for use.  View as seen at Southern Iron & Equipment before conversion to 0-6-0 with tender.  Print now in NEARHS collection of Nelson & Albemarle Railway memorabilia.

Former Manhattan Ry. 2nd #60; Class K-2, engine weight 47000#, weight on drivers 33000#, wheel base 16', 1"; number of tubes=14, heating surface 546sf; boiler diameter 42" with Belpaire firebox; water capacity 512g; built 10 January 1894; (20 total locomotives built in this series). Noted to have vacuum brakes.  To Virginia Alberene Corp. via P. McManus, Cape Charles, Virginia (dealer).  Sold to Virginia Soapstone, 6 March 1905.; reportedly resold to P. McManus around 1920 though no documentation found to support the resale.  Commonly referred to as a Forney-type locomotive.

* Photograph is from Collection of New York Transit Museum Archives (see copyright restriction embedded in thumbnail image) from NEARHS collection of Nelson & Albemarle Railway memorabilia. Courtesy of the New York Transit Museum Archives.  "This image cannot be reproduced without the written permission of the New York Transit Museum Archives."  Please do not copy or infringe on these rights. Copies are available from the New York Transit Museum Archives via their website:  http://www.mta.info/mta/museum/archiveguid.html

Former Manhattan Ry. 2nd #56; Class K-2, engine weight 47000#, weight on drivers 33000#, wheel base 16', 1"; number of tubes=14, heating surface 546sf; boiler diameter 42" with Belpaire firebox; water capacity 512g, built 22 December 1893; (20 total locomotives built in this series). Noted to have vacuum brakes. To Virginia Alberene Corp. via P. McManus, Cape Charles, Virginia (dealer); Sold to Virginia Soapstone, 19 May 1905.;  reportedly resold to P. McManus around 1920 though no documentation found to support the resale.  Commonly referred to as a Forney-type locomotive.

* See photograph notes from N&A #5 above (note restrictions from copyright and see the New York Transit Museum Archives at their website:  http://www.mta.info/mta/museum/archiveguid.html  

NOTE that in 1912 there was an extension provided by the ICC to allow later inspection for boiler/flues for #5 (whice was noted as in yard and ROAD services - used as auxiliary engines with 1 1/2 days per week in yard service and average of 40 miles per week in road service.

#6 may be the Vacuum brake engine never upgraded to mechanical braking.

Ex-Proctor Coal Company #1, "Hutchcraft"; Used as primary locomotive on Schuyler to Rockfish run; sold to SI&E in May 1920 as their #1597.  thence to A. F. Langford Co. #2  Bartey, Florida on 23 September 1920 with cylinders changed to 17x24.  Original Photo in Smithsonian Institution, Negative #893602 - Frame #42076.  The photograph that has been requested for permission to use is now from the R. C. Ballard Thruston Collection of the Filson Historical Society Special Collections Library at the University of Kentucky.  This was likely photographed when the locomotive was newly acquired from Baldwin Locomotive Works.  Note the lettering under the cab, "Hutchcraft".

*  Original photo in use was of photographic print "Nelson & Albemarle Railway Baldwin 2-4-2 Tank Locomotive", circa 1920, Thomas Norrell Railroad Collection, NMAH.AC.1174, Archives Center, National Museum of American History, Smithsonian Institution, box number 80, folder 17, digital file number 893602/42076 from NEARHS collection of Nelson & Albemarle Railway memorabilia.  In 2017, we have received permission to use the photograph now shown providing credit to the R. C. Ballard Thruston Collection of the Filson Historical Society Special Collections Library at the University of Kentucky.  The high-resolution image was used for the topic of the April 2017 This Month's Article on this Baldwin-built locomotive when first in service at the Proctor Coal Company.

Remembered by 'old-timers' as having a tender; however no known photographs or references.  Note that the lease cost of this locomotive was comparable to locomotive #4.  Except, the Virginia Alberene Corporation stock certificate (blank) has a soapstone train depicted with a small locomotive with tender which could have been #8.  Stock certificate noted has preprinted 192_ referencing that the issue would be during that decade and likely after locomotive #8 was scrapped.  Personal Note:  The use of the steam locomotive with tender on stock certificate looks to be a Forney locomotive but with a tender providing water for continual use.  However, it was proven that the Stock Certificate used a STOCK PHOTOGRAPH from a Vermont stone company so this was NOT the mysterious and as yet unknown locomotive #8.  

Virginia Alberene purchased a Vulcan locomotive secondhand originally built for W. A. Douglas & Co. as Vulcan construction number 138 in June 1883.   Having 9x14" cylinders and no other defining characteristics noted with exception of gauge being 36".   There is no record of this locomotive being a tank engine or having a tender, but most of the locomotives built in this sequence by Vulcan were tank engines.  Note that Virginia Alberene was formed about 1916 at or near time of purchase of the Old Dominion Soapstone Company.

* Image taken from Virginia Alberene stock certificate blank in NEARHS collection of Nelson & Albemarle Railway memorabilia.

NOTE that in 1912 there was an extension provided by the ICC to allow later inspection for boiler/flues for #8 (and #5) (which was noted as in yard and ROAD services - used as auxiliary engines with 1 1/2 days per week in yard service and average of 40 miles per week in road service.

A unit purchased through Fairbanks-Morse, a Sheffield Velocipede, (though term velocipede had been changed to 'Sheffield Car') was used in early days of N&A for the personal service of the general manager and executives though frequently allowed to be used for other purposes.  Purchased by J. W. Foster of the N&A Railway several years before 1910 (Reference:  Memo to Fairbanks Morse in 1910 where the unit is called 'Maude').  Note:  Sheffield Velocipedes had model names that all started with the letter "M" including "Maude", though no catalog has been found with the specific model mentioned.  In that memo, Maude was noted as a single-seat, four wheel velocipede.  There was continued search for this in several higher education libraries (Vanderbilt University, Southern Methodist University, etc.) during 2017 and only possible lead on this unit was a photo book of F-M Velocipedes priced at over $2500 that will not be purchased to see if "Maude" has a photograph included.  The search for an illustration of "Maud" or "Maude" continues with the Library of Congress and the Smithsonian Institution in 2018.  Calls to Fairbanks-Morse Engines in Beloit, Wisconsin did not yield results even though this is a descendant from the original company (Wheeling Eclipse Windmills).

* Photograph from public domain copy of Fairbanks-Morse catalog circa 1905.  No.2 is Code Word, Minturn while Code Word Maude is another model though similar to this depiction from the NEARHS collection of Nelson & Albemarle Railway memorabilia.

Old Dominion Soapstone Company was merged into the Virginia Alberene Corporation in February 1917 and their locomotives became part of the soapstone companies operations though on separate properties. Built for Old Dominion Soapstone of Esmont, Virginia as "Vulcan".  Company headquartered at Damon, Virginia at time of merger. Sold by the Nelson & Albemarle Railway to Southern Iron & Equipment in 1920 as SI&E #1600.  There was no record of resale from SI&E.  Photo in Smithsonian Institution, Negative #893604 - Frame #42078.

*  The image in use is a copy of a photographic print "Nelson & Albemarle Railway Vulcan 0-4-0 Tank Locomotive", circa 1920, Thomas Norrell Railroad Collection, NMAH.AC.1174, Archives Center, National Museum of American History, Smithsonian Institution, box number 80, folder 17, digital file number 893604/42078 from NEARHS collection of Nelson & Albemarle Railway memorabilia.

Old Dominion Soapstone Company was merged into the Virginia Alberene Corporation in February 1917 and their locomotives became part of the soapstone companies operations though on separate properties. Built for Old Dominion Soapstone on 4 October 1909, the locomotive had service weight of 41,000#, tank capacity of 750 gallons, Fuel capacity of 500#; a working pressure of 145# and rated tractive effort of 9050# and an oil headlamp.  Company headquartered at Damon, Virginia at time of merger.  Received new boiler in June 1926.  Continued in service until 1 December 1931 noted as out-of-service on the quarry property.  Virginia Alberene merged with Alberene Stone Corporation in April 1935 with no change to numbering or out-of-service status of locomotive except added to the Nelson & Albemarle Railway roster.  Though noted as sold to American Cyanimid in 1942, records from the Virginia Blue Ridge Railway held by the Whippany Railway Museum confirm that the locomotive was sold to the Virginia Blue Ridge Railway in June 1942 for $600 as their first #4 where it was used for a year and a half hauling ballast trains as the railroad upgraded its roadbed to accommodate  increase of traffic from aplite plants and Southern Mineral Products facility.  Noted historian, Tom Lawson, Jr. (author of Locomotives of the SI&E Company) received detail from Alan Maples in 2014 that showed that VBR had shipper, American Cyanimid at Piney River pay for work on the locomotive and they did not have an ownership stake in the engine.  The Virginia Blue Ridge sold the locomotive when no longer needed to Leas & McVitty, Inc. a tanning extract manufacturer in Buena Vista, Virginia on 22 December 1943 for $2500.  Taken out of service in the late-1950's, the locomotive was sold to Charles Watson in 1962 who displayed locomotive in front of a motel in Marion, Virginia (with the saddle tank removed).  Purchased later by Will Harris of North Fork Lumber Company of Goshen, Virginia where the locomotive remains in static condition on siding (next to a Shay) in private collection and viewable on request.  This is the only remaining Nelson & Albemarle Railway rostered-locomotive not scrapped.

* Photograph part of misc. set of photo prints purchased from dealer at Railroad Memorabilia show at Kane County Fairgrounds in St. Charles, Illinois with no identified photographer and now part of NEARHS collection of Nelson & Albemarle Railway memorabilia.

Vulcan built the next new locomotives for the Nelson & Albemarle Railway 15 years after #4 was purchased from Porter.  2-6-2ST #9 was purchased by Virginia Alberene Corporation and delivered to Schuyler, Virginia in 1920 weighing 74 tons (148,000#).  The locomotive became the primary mainline engine from delivery until replaced in the 3rd (and last) set of new locomotives with GE 44-ton diesel #1 taking over in 1951, 30 years after #9 arrived.  #9 would be sent for scrap in April 1951 with scrapping likely occurring in Richmond, Virginia at Peck Iron & Metals (though actually at Deepwater Terminal where C&O, SAL, ACL locomotives were scrapped in long lines of processing that put the scrap metal on ships for eventual export).

* Photograph from unknown photographer with negative in the NEARHS collection of Nelson & Albemarle Railway memorabilia.

Built for the Nelson & Albemarle Railway as 2-6-2ST #10 two years after #9 was built, this slightly smaller tank locomotive was purchased by Virginia Alberene Corporation and delivered to Rockfish, Virginia weighing 56 tons (112,000#).  Used for traffic between Schuyler and Rockfish and also as the secondary locomotive for mainline between Schuyler and Esmont/Warren whenever #9 was out of service.  With the arrival of GE-35 ton diesel #2 in late 1952, #10 would be scrapped in 1953 with scrapping likely occurring in Richmond, Virginia at Peck Iron & Metals (though actually at Deepwater Terminal where C&O, SAL, ACL locomotives were scrapped in long lines of processing that put the scrap metal on ships for eventual export).

* Photograph is W. H. Thayer picture postcard from NEARHS collection of Nelson & Albemarle Railway memorabilia.  A negative of this photograph is also in the NEARHS collection.

Built for Culver & Port Clinton Railroad, Gypsum, Ohio as their #2, this Vulcan-built locomotive weighed 43 tons (86,000#) and served a mining industry (Gypsum) in much the way locomotives served the Nelson & Albemarle Railway support for the soapstone works.  #2 was said to have received a new boiler (#2929) in July 1916.  Due to an as yet unknown reason, #2 was at the Vulcan shops at Wilkes-Barre, Pennsylvania before being sold to Nelson & Albemarle Ry in March 1923 (noted as going to N&A in April 1923).  Another new boiler was noted as installed in 1927 (though shown places as same boiler #2929 from 1916).  While said to have been scrapped in 1954, there is a known photograph from 1951 with #11 in Warren where the locomotive was usually operating only in Schuyler (likely meaning that both #9 and #10 were out of service and #11 was the only available engine before GE 44-ton #1 arrived) .  With diesel power replacing #9 as the mainline locomotive, #11 would be the last active steam survivor on the N&A with scrapping taking place in 1954.  Like #9 and #10, #11 may have traveled via the Chesapeake & Ohio Railway into Richmond, Virginia to be transferred onto the Seaboard Air Line Railway at C&O's 17th Street rail yard (next to the former Richmond Locomotive Works) for transport to Peck Iron & Metal (at Deepwater Terminal) where the locomotive would have been cut up by torch for scrap metal that was then loaded onto ships.

* Photograph is an unknown photographer print from photo taken on 20 August 1941 from NEARHS collection of Nelson & Albemarle Railway memorabilia.  N&A #14 is also shown in photo (and photo from opposite direction is also in the NEARHS collection).

During the boom years in the early 1920's, Virginia Alberene Corporation purchased additional motive power from Vulcan including 0-4-0T #12 which as delivered to Rockfish, Virginia weighing 30 tons (60,000#).  Like the remainder of steamers, diesel power would cause #12 to be scrapped 1953 once GE 25-ton #3 was delivered early in the year. Scrapping likely occurred in Richmond, Virginia at Peck Iron & Metals (though actually at Deepwater Terminal where C&O, SAL, ACL locomotives were scrapped in long lines of processing that put the scrap metal on ships for eventual export).

* Photograph is an H. Reid picture postcard from NEARHS collection of Nelson & Albemarle Railway memorabilia.  H. Reid, a Norfolk newspaperman, is best known for his classic book, "The Virginian Railway".

Puchased by Phoenix Stone Company of New York City for delivery to Standard Soapstone of Arrington, Virginia as 42" gauge locomotive, this gas-powered, 4-wheel unit was built 13 October 1924 as Model DLC, Type 6.  When soapstone companies merged, the ownership was transferred to the Virginia Alberene Corporation on 18 December 1930 and converted to Standard Gauge at some point.  A single photo of tracks by a quarry appear to show the unit at Schuyler, however, the photo may actually be of a side-dump ballast car that the N&A owned.   According to an article by Ed Fielding in The Short Line: The Journal of Shortline & Industrial Railroads in January/February 1978 (Volume 6, Number 1; TSL #31), this Plymouth unit (un-numbered) was in the engine house at Schuyler in 1965 making it the last of the roster to be present on the original property.

* Photo from NEARHS collection of prints.

Built in February 1925 (though shown some places as built in 1926) this Vulcan 0-4-0T was purchased by the Virginia Alberene Corporation as Nelson & Albemarle #14 delivered to Schuyler, Virginia weighing 30 tons (60,000#) and a basic duplicate of N&A 0-4-0T #12.  Scrapped 1953 as #12 was, the scrapping likely occurred in Richmond, Virginia at Peck Iron & Metals (though actually at Deepwater Terminal where C&O, SAL, ACL locomotives were scrapped in long lines of processing that put the scrap metal on ships for eventual export).

* Photograph is an unknown photographer's picture postcard from NEARHS collection of Nelson & Albemarle Railway memorabilia.

Originally built for the Chile Exploration Company, weighing 26 tons (52,000#), the company never took delivery of the engine.  It was sold to the Rhodes Construction Company.  On March 7, 1928, the locomotive was then sold to the Virginia Alberene Company.  Used on their subsidiary, Alberoyd Company of Esmont, Virginia as their #1, it was assigned to the crusher plant at Damon where it would remain until the crusher plant was moved to Schuyler and the locomotive followed (becoming #15).  Disposition unknown but assumed scrapped around 1953 along with #12 and #14. Scrapping likely occurred in Richmond, Virginia at Peck Iron & Metals (though actually at Deepwater Terminal where C&O, SAL, ACL locomotives were scrapped in long lines of processing that put the scrap metal on ships for eventual export).  Note that the Richmond Deepwater Terminal where Peck Iron & Metals were located nearby was serviced by the Seaboard Air Line Railway and traffic destined for scrapping arriving from the C&O made interchange to the SAL from the adjacent C&O 17th Street yard in Richmond.

GE 44-ton B-B Diesel c/n 30856 was built in December 1950 for the Nelson & Albemarle Railway #1 (the third #1) on requisition #RIC-29947 555/733/D-17000 and was rated at 44-tons and 400hp.  It was shipped to the N&A on 9 January 1951.  (The D-17000 is technically rated as 2, Caterpillar V-8 diesel engines at-180hp each plus 2-134kw motors though listed as 400hp for this unit).  This diesel replaced 2-6-2T #9 as the mainline engine until the end of the N&A line when shutdown in 1963.  Officially transferred to Georgia Marble ownership in 1963, the diesel was moved to Tate, Georgia.  After some time, the diesel was sent to Gantt's Quarry in Alabama, then sold to Industrial Maintenance (Service) Co. in 1976 but never sent to their property before being sold to Hamburg Industries of North Augusta, South Carolina (Hamburg Industries was later purchased by TTX).  The diesel did get painted in a Hamburg Industries color scheme and numbered as their #2.  (Photograph in Hamburg Industries color scheme exists but no permission to use at this time).  Last known photograph taken 30 July 1982 by Mac Connery of Durham, North Carolina.  When TTX planned a re-engine project, 30856 was not selected for upgrades.  Instead, #2 was used as spare parts for the remaining 44-ton units on the property, stored for a short time on the west side of the TTX property until eventually scrapped with Progress Rail (possibly as a trade-in for another 44-ton unit).  Noted as scrapped at Patterson, Georgia, but Progress Rail reports that any unit sent for scrapping would have been forwarded to Mayfield, Kentucky.  The detail on how TTX handled the disposition and scrapping of former N&A #1 (Hamburg Industries #2) was relayed verbally while visiting the TTX facility in North August, South Carolina.

* Photograph is from Photographer, Charles Wales (slide) taken on 30 October 1953 near Esmont, Virginia and is original slide from the NEARHS collection of Nelson & Albemarle Railway memorabilia.

GE 35-ton B Diesel c/n 31768 (rare unit) was built in November 1952 for Alberene Stone Corp. as Nelson & Albemarle #2 (third #2) on requisition #RIC-49116-2 558/733/NHBIS and was rated at 35-tons and 234hp.  It was shipped to Alberene Stone Company on 5 December 1952.  Diesel #2 replaced multiple steam locomotives used in quarry operations and was in service until the end of the N&A line when shutdown in 1963.  Officially transferred to Georgia Marble ownership in 1963, the diesel was sent to Alabama Marble Division, Gantt's Quarry, as Alabama Marble #2 in Sylacauga, Alabama (repainted into Georgia Marble colors at some point) and served the Imerys Pigment Plant (merger activity of Georgia Marble).  Last know photographed in 2005.  Confirmed scrapped for metal in 2009 or 2010 by security personnel at Gantt's Quarry on August 26, 2015 while onsite in Sylacauga, Alabama.  Unit was rusted out badly and no longer able to perform workload.  Working to confirm what company scrapped the diesel with Abel Mendoza, Imerys rail operations manager in Georgia.

* Photograph is from an original negative owned and in the NEARHS collection of #2 when still new on the Nelson & Albemarle Railway in 1953 at Schuyler, Virginia. 

GE 25-ton B Diesel c/n 31778 was built in January 1953 for Alberene Stone Corp. as Nelson & Albemarle #3 (second #3) on requisition #RIC-49116-3 1503/747/HBI and was rated at 25-tons and 150hp.  It was shipped to Alberene Stone Company on 6 February 1953.  Diesel #3 replaced  steam locomotives used in quarry operations and was in service until the end of the N&A line when shutdown in 1963.  Officially transferred to Georgia Marble ownership in 1963, this small diesel was sent to Nelson, Georgia where it remained stored out-of-service for quite some time.  Lewis Rhodes of Railrhodes, Inc. of Monroe, Georgia acquired the diesel and in 2002 made the sale of the 25-ton diesel to Great Lakes Calcium company in Woodville, Ohio.  In 2004, GLC Woodville site was sold to the National Lime & Stone company who almost immediately closed the Woodville Plant.  Conversation with NL&S found that no 25-ton unit was involved in the takeover of the Woodville Plant facility or movement of materials to NL&S's main site in Carey, OH.  While thought to be scrapped prior to 2004, there was a comment mentioned by NL&S that #3 may have been involved in a wreck at the Woodville Plant property and might have been shipped to GLC's Green Bay, Wisconsin facility.  With no additional sightings since 2003, unconfirmed photos of a GE 25-ton unit appeared in mid-2008 taken by Michael Ostertag (and posted on rrpicturesarchive.net) on 14 June 2008 that appeared to be GE c/n 31778.  Then in late-2013 photographs were taken describing the location as Great Lakes Calcium in Green Bay, Wisconsin.  Great Lakes Calcium in Green Bay was contacted by phone and they advised on 14 February 2014, that the unit is in use daily to move cars and is indeed GE c/n 31778.   During 2015, this last remaining diesel was visited in Green Bay, Wisconsin and opportunity was provided to not only ride in the diesel but also pilot the locomotive on the Great Lakes Calcium site (under guidance of a licensed engineer!) and photographs of this experience have been shared in a This Month's Article during 2017.

* Photograph is from an original negative owned and in the NEARHS collection of #3 when still new on the Nelson & Albemarle Railway in 1953 at Schuyler, Virginia quarries.  

Thanks also go to Tom Lawson, Jr. for additional historical and personal detail on 31778 that was previously unknown and fills a large gap of the missing story.  Tom knew Lewis Rhodes of Railrhodes, Inc. when they were both with Republic Locomotive Works in the early 1980's.  Tom tried to purchase 31778 (d/b/a Locomotive Marketing, Inc.), but Railrhodes, Inc. won out.