Thanks to Jeff Zweizig for his contributions to this page
Locomotive #2
Steam locomotive #2 is a 1920 Porter locomotive type 0-4-0T. The locomotive was acquired from the Colorado Fuel and Iron
Company located in Birdsboro, Pennsylvania. This was the first operational locomotive when the new WK&S railroad opened
for business in 1963. During the early years of operation, #2 faced north. Around 1967 the locomotive was turned and now
faces south. This "move" was accomplished with a piece of panel track and a bulldozer, and at one time #2 was the
railroad's primary locomotive.
When #2 arrived at the WK&S back in the early 1960s, it came without a tender. Water is carried in the saddle tank above
the boiler and the coal was simply carried on the floor of the cab. Obviously the locomotive's range was quite limited.
WK&S crews fabricated a coal tender starting with the four-wheel rolling chassis from a tiny Plymouth gas-mechanical
switch engine #146. The switch engine was razed from the frame up and a tender body was fabricated in its place. With its
homemade coal tender, #2 could carry enough coal for the entire weekend. But by 2002 the tender would have required new side
sheets so it was simply removed. In addition to replenishing the water supply, engine crews were once again faced with having
to throw a few wheelbarrows of coal in the cab after each trip to Wanamaker. In 2005 the tender went to a railroad equipment
collector in Geigertown, Pennsylvania. The tender was traded for a small crane that now resides between the two tracks in the
shop building. There are no immediate plans to return #2 to service.
Locomotive #65
Steam locomotive #65 is a 1930 Porter locomotive type 0-6-0T. It was acquired from the Safe Harbor Water and Power Company
of Columbia, Pennsylvania in 1972. Engine #65 is the last piece of equipment to have arrived at the WK&S by rail. Some
track repair work was first required. Then #65 arrived while Engine #250 left. The track south of N. Albany was scrapped for
good soon thereafter. #65 powered the majority of WK&S trains for the better part of four decades. But by 2010 the
locomotive was used only sporadically and is currently being evaluated for restoration to full duty. Currently, locomotive
#65 is the only WK&S steam engine still inspected and insured to operate.
Locomotive #4
Steam locomotive #4 is a Baldwin locomotive type 2-6-2 (Prairie), serial number 41652. The locomotive was ordered on July 15,
1914 by the Burton-Swartz Cypress Company of Florida. The locomotive weighs about 109,000 pounds in working order, exclusive
of the tender. It was built with a working steam pressure of 180 PSI and has 21,400 pounds of tractive effort. The locomotive
has 16"x24" cylinders and 44" drivers. The tender weighs about 70,000 pounds fully loaded. Baldwin referred to
#4 as a "Double-Ender" style locomotive, meaning that it was designed to operate in either direction with equal
pulling power and stability at speed. This style of locomotive was designed for service in connection with lumbering operations.
Locomotive #4 was originally operated at Perry, Florida hauling logs from the timber areas to a large sawmill. By 1943 the
locomotive was moved further south in Florida to Copeland. The company name was changed to Lee Cypress Company and in 1947
became known as Lee Tidewater Cypress Company. In 1958 there was yet another name change to JC Turner Lumber Company. By 1962
the locomotive was already out of service and was sold to F. Nelson Blount of Steamtown. Blount sold #4 to George Silcott in
1968 who then sold it to John Thompson of Monee, Illinois. The locomotive was to become part of a rail operation on the Thompson
Winery and was joined by several other locomotives. But #4 never operated at Monee and was sold again in 1998 to the Hardin
Southern Railroad of Hardin, Kentucky. The HSRR operated a tourist railroad in western Kentucky for several years and began
the rehabilitation of #4. But the work was never completed and the HSRR closed down operations by the mid 2000's. The locomotive
was for sale and the WK&S was contacted through a third party about the availability of #4. In December 2007, the locomotive
was inspected and subsequently purchased in January 2008. The locomotive was moved to Kempton in May 2008. Currently the
locomotive is in the evaluation stages for possible restoration to full service.
Locomotive #4 is a movie star! In 1958, #4 was seen in the movie "Wind Across the Everglades" starring Peter Falk in
his motion picture debut. Of course, in the movie the engine is renamed and renumbered, but at the 1:45 point if you slow and
stop the clip you can make out the 4 on the side of the engine and the rear of the tender. You can watch the movie clip
here.
Locomotive #734
Locomotive #734 is a General Electric 65-ton center-cab, built in 1956. It was acquired from the Railway Restoration Project
113 in Minersville, Pennsylvania. Project 113 is the CNJ 0-6-0 #113 steam locomotive restoration. The GE was donated to Project
113 and in turn was traded to the WK&S for CNJ Business Car #98. WK&S has not used car #98 in decades.
The #734 was built in December 1956 with serial #32734. The locomotive was originally built for the U.S. Army, however the Army
never took delivery and the locomotive went back to G.E. and was to be resold. It was then sold to US Metals & Refining
Division of American Metals (AMAX). The locomotive's number at that time was #4. However, the locomotive had no number when it
arrived at the WK&S. It was decided to renumber the locomotive "734", which represents the last three digits of
the serial number.
Before coming to the WK&S, #734 was stored at the Koppers Corporation's Susquehanna Plant in Muncy, Pennsylvania. The
locomotive was used to switch cars hauling scrap ties. The ties are burned for steam and electric. WK&S personnel tested
the locomotive on December 27, 2003 and again in July of 2004. Both engines ran. One truck was complete and functional allowing
the locomotive to move under its own power. The other truck had been de-motored. While replacing a motor in this truck, the new
motor was dropped, cracked and then never reinstalled. This is why Koppers took the locomotive out of service. All the wheels
needed to be turned and the locomotive needed some body work and lots of TLC. On Election Day, November 2, 2004, the locomotive
was moved from Koppers to Kempton by truck.
Locomotive #7258
General Electric locomotive #7258 was built in 1942. This ex-Army locomotive was acquired from Birdsboro Steel in Birdsboro,
Pennsylvania. WK&S first tested the locomotive on December 26, 1996 and took delivery of it in 1997. Among the repairs,
WK&S rebuilt one of the two diesel engines, rewired the locomotive and performed a complete cosmetic restoration. #7258
is in charge of most of the yard work and is used on regular schedule trains in rotation with the other diesel locomotives
while the steam locomotives are being serviced. #7258 also allows for off-season charters after the steam locomotives have
been winterized.
WK&S #7258 played the staring role in a comprehensive video on locomotive history and maintenance that's included with
the purchase of Bachmann's Spectrum 1:20.3 Scale Narrow Gauge General Electric 45 Ton Side-Rod D Model Locomitive.
Locomotive #602
Whitcomb locomotive #602 is an ex-Army locomotive built in 1944. It was acquired from a Gulf Oil refinery in Philadelphia
and arrived at the WK&S in late 1988. The Army used this locomotive in Europe. Upon its return to the States, it was
rebuilt to U.S. railroad standards. The locomotive's current paint scheme was inspired by #601, a similar locomotive that
once operated on the Lehigh & New England Railroad. Locomotives #734 and #7258 power the majority of WK&S trains.
Nevertheless, WK&S volunteers have been steadily making mechanical and cosmetic improvements to #602. The locomotive
is used on occasion, however the scarce availability of parts coupled with the locomotives practically still "all
original" condition, limits the opportunities to run it. The locomotive is a strong and fast puller and runs like
a Cadillac.
R. H. Piligian has written an extended article titled "A Brief History of Lehigh & New England #601 and
Wanamaker, Kempton & Southern #602." You can read the article
here.
Passenger Cars
Thanks to Jeff Zweizig for his contributions to this page
Coach 1474 (Reading Company)
Built in 1913, this coach is one of our primary coaches in regular service. Restored to its original appearance, including
operating steam heating, the coach is beautifully adorned with cloth seating, brass lighting, overhead luggage racks, and
tile flooring. The WK&S decided to add the 2-tone green on the window-band area, even though these older commuter coaches
never received that scheme.
Coach 1494 (Reading Company)
Built in 1913, this coach is one of our primary coaches in regular service. Restored to its original appearance, including
operating steam heating, the coach is beautifully adorned with cloth seating, brass lighting, overhead luggage racks, and
tile flooring. The WK&S decided to add the 2-tone green on the window-band area, even though these older commuter coaches
never received that scheme.
Combine 408 (Reading Company)
Built in 1923, this combine is one of our primary coaches in regular service. Restored to its original appearance, including
operating steam heating, the coach is beautifully adorned with cloth seating, brass lighting, overhead luggage racks, and tile
flooring. The WK&S decided to add the 2-tone green on the window-band area, even though these older commuter coaches never
received that scheme. This coach has the distinction of being one of the cars used in the Reading's "Iron Horse Rambles"
of the 1950's and 1960's. The WK&S has added tables and a piano to the baggage section, and the car is often used for private
charters and birthday parties.
Coach 582 (Delaware, Lackawanna & Western)
Built in 1915, this coach is restored to its original condition including the steam heat, tweed seating, brass fixtures,
overhead luggage racks, and a later added (by the DL&W) coal stove.
Coach 1365 (Reading Company)
Built in 1915, this coach is part of the original stable of equipment run by the WK&S. Currently, the coach is in the
middle of what was going to be a restoration to original condition, however it is possible that it will be converted to a
private car with a more "parlor" type feel to it. At this point, it is listed as out of service, awaiting restoration.
Coach 72 (Atlantic City Railroad)
Built in 1889, this car was acquired from the Ironton Railroad around 1963. The car arrived without trucks, couplers and brake
rigging, but was fitted with a replacement pair of period trucks. Although unserviceable, the car is home to the Schuylkill &
Lehigh Model Railroad Club. The car is located right behind the Kempton Station. The HO scale model railroad is open to the public
on most days the big train is running. In 2012 the car received a new maroon and red paint scheme as shown here. Previously the
car had the cream and brown scheme used on Reading Company buildings, however a change was made in order to freshen up the car.
It was decided with input from a few areas, that the car would receive a color scheme that is similar to the model railroad club's
scheme with a nod to the car's original heritage (ACRR) as well as to the car's actual owner (WK&S).
Cabooses
Thanks to Jeff Zweizig for his contributions to this page
Caboose 92936
Between 1924 and 1948 the Reading built nearly 300 eight-wheel cabooses to replace their previous generation of four-wheel cabooses.
The new eight-wheel caboose design became known as the "Northeastern" caboose because the basic design was copied by
numerous northeast railroads including the Lehigh Valley, Lehigh & New England, Jersey Central, Western Maryland and others.
More than 600 Northeastern cabooses were produced in addition to those built by the Reading. All of the Reading cabooses were built
in-house at the Reading car shop in Reading, PA.
Reading caboose #92936 was part of a batch of 50 composite cabooses built in 1942. The batch of 50 was class NMn #92930 - #92979.
Class NMn was unique in that the exterior walls and roofs were sheathed with wood instead of the usual sheet steel which was
considered critical war material at the time. Except for the wood exterior these cabooses were similar to all the other Reading
Northeastern cabooses produced before and after. Actually this batch of composite cabooses numbered 58. The Reading built an
additional eight examples for the Lehigh & Hudson River Railway.
The wood exteriors were susceptible weather and expensive to maintain. Class NMn was short-lived. Most were retired in 1963 and
eventually scrapped. Coincidently, the WK&S was formed in 1963. The timing was perfect and the WK&S ended up with a special
piece of railroad history. Early retirement meant that this caboose was not modernized. Many modernized Reading cabooses were
downright ugly. So not only did #92936 find a new home, it was preserved in its as-built condition.
Caboose 92830
Between 1924 and 1948 the Reading built nearly 300 eight-wheel cabooses to replace their previous generation of four-wheel cabooses.
The new eight-wheel caboose design became known as the "Northeastern" caboose because the basic design was copied by
numerous northeast railroads including the Lehigh Valley, Lehigh & New England, Jersey Central, Western Maryland and others.
More than 600 Northeastern cabooses were produced in addition to those built by the Reading. All of the Reading cabooses were built
in-house at the Reading car shop in Reading, PA.
Reading caboose #92830 was the lead unit in a batch of 25 cabooses built in 1936. The batch of 25 was class NMj #92830 - #92854.
NMj was the first class of Reading cabooses built on Duryea cushion underframes. The trucks have CNJ markings because they were
built from a combination of new and used parts, some of which came from the CNJ. Caboose #92830 was retired around 1969. Reading
Conductor Forrest Trittenbach, who worked the Perkiomen Branch, arranged for #92830 to be donated for display at a park in Emmaus.
Unfortunately the caboose became a hangout for delinquents and proved to be a liability. The caboose was next acquired by Railways
to Yesterday, but there was no room for it at Orbisonia. Railways to Yesterday never utilized the caboose and in September 1986
the caboose was moved from Penndel to Kempton.
The caboose is somewhat unique in that it escaped modernization before being retired from the Reading. Many Reading cabooses were
subjected to a variety of modernizations which may have included aluminum window frames, blanked over windows, cut-down ladders
& roof walks, higher end rails, oil heaters and electric lights & markers. While these additions may have been practical,
they made for an ugly caboose. As such, #92830 has been preserved in a more charming as-built condition.
Caboose 512
Lehigh & New England caboose #512 is a four-wheel "Bobber", built by American Car & Foundry. The car was part
of a six-car order from ACF built around 1914 or 1915. The car has a steel underframe and is sheathed in wood. There is some
evidence that #512 may have had a cupola when built. If it did, it was removed long before coming to the WK&S. During the
1960s #512 was used as a static display as part of an ill-fated historical museum. This collection of "museum"
equipment was located on the back track behind Kempton Station and also included 0-4-0 Cooke locomotive #3, CNJ business car
#98, B&O coach #X4111 and P&R coach #1055. The caboose was pulled off the back track in 1978 and underwent a full
restoration. After 25 years out in the weather, the caboose underwent another full restoration in 2003. It was repainted again
in 2009. This time the caboose was returned to the simple boxcar red paint scheme it may have worn in its early cupola days.
Freight Cars
Thanks to Jeff Zweizig for his contributions to this page
Gondola 10381
Lehigh & New England gondola #10381 was built in 1934 by American Car & Foundry. It features a steel underframe, steel
dreadnaught ends and steel truss sides. The floor and sides are wood planked. Once a general purpose freight car, the WK&S
converted it to an open-air observation car. A bench seat runs down the middle of the car and an opening was cut in one end so
passengers may pass to and from an adjoining coach. This car is always a favorite among passengers.
Gondola 729
Car #729 was rebuilt from an unknown LNE #10201 series car around 1958 and was used as a boom car for LNE crane #698. During 2004
the car was stripped of what remained of the wood planking. The car is now being readied for restoration and return to full service.
Flat Car 719
The Lehigh & New England numbered most of their non-revenue cars in the 700 series. Car #719 was rebuilt from a box car around
1932 or 1933 and was used in wreck service as a tie car or a boom car. The box car from which #719 was rebuilt was likely built
sometime from 1908 to 1913 during a period that the LNE purchased 1100 new box cars. Car #719 has a steel underframe and a wood
deck. The WK&S mechanically restored the car in preparation for a special LNE freight train that was conducted at the WK&S
in 2000. Since then all of the decking and paint has been replaced as well. This car is used to shuttle material and equipment
around the yard. It's also used on for occasional Photo Freight Special train.
Box Car 5504
Chesapeake & Ohio insulated box car #5504 was built in 1960 and has a 65 ton capacity. Car #5504 was part on a fleet of
insulated cars (without refrigerators) used by Kellogg's in Battle Creek, Michigan.
During the 1980s a group called Atlantic Central Steam was managing the Canadian Pacific Royal Hudson steam locomotive #2839.
They had a box car that was lined with interior shelving and used for storage in support of #2839. The box car was damaged
while stored at Modena, near Coatesville, Pennsylvania. At the time, C&O #5504 was also stored at Modena. Car #5504
replaced the damaged box car and then remained dormant until 1990. Meanwhile, the Strasburg Railroad expressed interest in
a B&O coach owned by the WK&S. By 1990 Atlantic Central Steam had dispersed and was willing to give #5504 to the
WK&S along with all the interior shelving. A trade was arranged whereby the B&O car was given to Strasburg and
Strasburg arranged for #5504 to come to Kempton.
Once at Kempton, #5504 was put to work as a shop for the repair, restoration and storage of coach components and usually
resides on the back track behind Kempton Station. During the summer of 2004, #5504 received its original paint scheme and
mechanical work. In addition to its shop and storage duties, #5504 is now available for Photo Freight Specials.
December 2010 saw the first use of diesel power on the annual Santa Claus Specials. Without a steam locomotive a new method
of heating the coaches was needed. The box car was fitted with a small boiler and is now available for use as a steam
generator car.
MOW Equipment
Thanks to Jeff Zweizig for his contributions to this page
Burro Crane
The Burro Crane, Model 30, was manufactured by the Cullen-Friestedt Company of Chicago, Illinois. It was built for the
Virginia Blue Ridge Railway and delivered to Piney River, Virginia on February 6, 1952. The crane was also owned by the
Everett Railroad and the Rockhill Trolley Museum. The WK&S acquired the crane from the Trolley Museum in February
2006. The crane arrived in serviceable condition and was immediately put to use in track construction projects.
MOW 101 - HiRail Dump Truck
Built in 1966 by GMC, the dump truck was originally a commercial chassis with modifications. It was acquired by the WK&S
during construction of the new tracks into the shop. The WK&S added the HiRail gear and has slowly been maintaining and
restoring the truck.
Trackmobile
Here's a gadget that's not often seen by the public. The Whiting Trackmobile was acquired from the same source as the GE #7258,
Birdsboro Steel. The Trackmobile was donated after its owner saw the wonderful restoration job that was done to #7258. The
Trackmobile arrived at the WK&S December 2, 2000. After a few years of tinkering by WK&S maintenance crews, the
Trackmobile was restored to service by 2004, but is usually kept out of view in the shop. The gas-powered machine has road
wheels running perpendicular to the rail wheels. The Trackmobile is driven over the track and then hydraulically lowered onto
the rails. The Trackmobile has a special coupler that transfers weight from the car it's moving to itself. It's this weight
transfer that gives the Trackmobile its tractive effort.
MOW 81
This car is homebuilt and used to do track work. It features a large toolbox and a cargo area capable of holding a full load of ties.
MOW 82
This car is homebuilt and features a hi-volume air compressor, welder/generator, gas bottle welding/torching set-up, tool
locker, and hose rack. The car was totally refurbished in 2011.
MOW 83
This car is a simple wood deck flat car used for general purpose hauling. The car was totally refurbished in 2011.
MOW 84
This car is a steel deck cart with bulkhead racks. It is used primarily for hauling trees and limbs as well as old ties from
the right-of-way. It was totally refurbished in 2012.
MOW 85, 86, 87, 88
MOW 85, 86, 87, and 88 are various other carts in use throughout the yard that have yet to be refurbished. 85 is a spine-type
cart used for easy loading and offloading with a forklift. 86 is a steel bed standard cart. 87 is a steel bed extra length
heavy duty cart. 88 is a wood frame standard duty cart.
Motorcars (not owned by WK&S)
7473 Fairmont A-5 in Lehigh Valley scheme
4 Kalamazoo in Northampton and Bath scheme
189-82 Fairmont A-4D in Canadian National scheme
No Longer Rostered
Thanks to Jeff Zweizig for his contributions to this page
Locomotive #250
Baldwin 2-6-2 steam locomotive #250, built in 1926, is long gone from the WK&S. The WK&S acquired locomotive #250 in 1963
from the Bonhomie & Hattiesburg Southern Railroad in Mississippi. The B&HS was the original and sole owner of the locomotive
up to that time. On its way to the WK&S, #250 rode a ship between Louisiana and New Jersey. Relatively speaking, #250 was a
small engine. Yet it proved too big, expensive and complex for the diminutive WK&S. The locomotive was a popular attraction and
an impressive sight, but was sold off when a cash strapped WK&S faced financial reorganization in the early 1970's. Locomotive
#250 was the last piece of equipment to have left the WK&S by rail. Some track repair work was first required. Then #250 left as
engine #65 arrived. The track south of N. Albany was scrapped for good soon thereafter. After leaving the WK&S, #250 went to the
Strasburg Railroad for re-tubing and then to the Wolfeboro Railroad in New Hampshire. The locomotive's next owner was the Hobo
Railroad, also in New Hampshire. The locomotive currently resides at the Edaville Railroad in Carver, Massachusetts and has been
cosmetically restored.
Locomotive #3
WK&S 0-4-0 steam locomotive #3 was built by Cooke in 1911 for American Brake Shoe & Foundry Co. as their #1. In 1925
the locomotive was sold to E&G Brooke Iron Co. and became their #3. Then in 1952 #3 was sold to the Colorado Fuel & Iron
Co. located in Birdsboro, Pennsylvania. WK&S acquired #3 from the Colorado Fuel and Iron Company. Engine #3 arrived at the
WK&S in 1964 and was in unserviceable condition. Locomotive #3 faced south when it arrived at the WK&S, but around 1967
the locomotive was turned to face north. This "move" was accomplished with a couple pieces of panel track and a
bulldozer. Locomotive #3 was part of a static museum display on the back track behind Kempton Station. The display also included
CNJ business car #98, B&O coach #X4111, P&R coach #1055 and LNE caboose #512. By 1978 the museum was gone and #3 was sold
to Great Falls Development Corp and then went to the Paterson Museum in New Jersey.
Locomotive #35
WK&S #35 is one of two experimental locomotives built by Mack. The locomotives started out as electric freight motors including
trolley poles and secondhand trucks from discarded interurban cars. The motors were built in the 1920s by the Southwest Missouri
Railway of Joplin, Missouri. The units were used to haul ore between lead mines and the processing plant. Around 1939 the motors
were acquired by Mack and converted to gas-electric locomotives. Mack added a pair of six cylinder 150 hp Mack EP engines and GE
GT-1503 300 volt generators. The two locomotives were numbered #3 and #4. The generators were experimentally wired in series for a
theoretical output of 600 volts, but they didn't load evenly and it never really worked. However, the locomotives were in service
at least through the late 1950s at the Mack #5 division shipping center in Allentown, PA.
In 1978 a WK&S volunteer, who was also a Mack employee, arranged for the donation of #4. At that point in time the number
"4" did not conflict with any other WK&S equipment. Nevertheless, the locomotive was renumbered #35. This reflects
the unit's approximate weight of 35 tons. Locomotive #35 served the WK&S for several years and was the only practical
alternative the WK&S had to firing up a steam engine. Somewhere along the way the #2 engine failed of low oil. Then, in the
1990's, the WK&S acquired diesel locomotives #602 and #7258. At this point #35 became worth more dead than alive. Its valuable
trolley trucks were sold off to the Shelburn Falls Trolley Museum. The sale helped defer the cost of acquiring and restoring #7258.
Locomotive #20
Whitcomb #20 is a tiny gas-mechanical industrial locomotive. This locomotive was rarely used and then mostly just for track
maintenance and yard switching. There was one exception, however, locomotive #20 and caboose #92936 were known to pinch-hit
for the Berksy Trolley on those summer weekday runs back in the '70s. By the 1980s #20 faced irreconcilable mechanical
problems and was sold off in the late 1990s.
Locomotive #146
This tiny Plymouth gas-mechanical locomotive was purchased early on in the history of the WK&S. The reason for the
locomotive's purchase is unclear as it was known to have a cracked engine block and was inoperable. Sometime around the
late 1960s or early 70s the WK&S got the idea to scrap #146 and use its rolling chassis as the basis to fabricate
a coal tender for WK&S steam locomotive #2. Since #2 is such a small switch engine, it lacked even a coal bunker.
Coal was simply piled up on the cab floor and its range was very limited. With its new Plymouth tender, #2 could carry
enough coal for the whole weekend and then some. By 2002 the tender would have required new side sheets, but instead it
was simply removed from service. In 2005 the tender went to a railroad equipment collector in Geigertown, Pennsylvania.
The tender was traded for a small crane that now resides between the two tracks in the shop building.
Trolley #101
The Berksy Trolley has the distinction of being the only piece of passenger equipment that was not restored, but actually created
by WK&S volunteers around 1971. The trolley began as a two-axle chassis from a brakeman's jitney car. This de-motored car was
acquired from the Reading Company along with another powered car. The pair of cars would have been used to shuttle brakemen in
hump yards that lacked automatic car retarders. The pair briefly offered passenger rides at the WK&S before the trolley was built.
Starting with the jitney car, WK&S crews, led by early WK&S volunteer Al Walker, added a straight-six engine and automatic
transmission from a 1962 Chevy Nova. A trolley-like body was fabricated from steel. The Berksy featured a trolley control stand at
each end, vacuum brakes and seating for 15-20 passengers. The trolley was named after the "Berksy", a local passenger
train that once transported area kids to and from school. The trolley mostly operated weekends during the early spring and late fall
when ridership numbers didn't justify the steam train. For a time during the 1970s the trolley also operated summer weekday service.
With weekend steam service, the WK&S was a seven day a week operation. Also the trolley was the only piece of equipment to
regularly operate on the track south of Kempton. By the late 1990s the trolley was due for a major overhaul. But an overhaul was not
to be. 1997 marked the year that the trolley was replaced by a conventional train comprising locomotive #7258, the open car and a
coach (usually Lackawanna #582). In 1999 the trolley was sold to the Coastal Heritage Society of Savannah, Georgia.
Business Car #98
Jersey Central business car #98 was part of the original stable of equipment acquired by the WK&S. During the 1960s car #98
was used as a static display as part of an ill-fated historical museum. This collection of "museum" equipment was
located on the back track behind Kempton Station and also included 0-4-0 Cooke locomotive #3, B&O coach #X4111, P&R
coach #1055 and LNE caboose #512. During the 1970s car #98 was used in active service as an extra-fare car or a party/charter
car and was renamed "The Golden Hawk". Apparently there was one particular group that held their annual company picnic
at the WK&S and would always charter The Golden Hawk. This would have been the car's last stand at the WK&S. Throughout
most of the '80s and '90s and into the new millennium, #98 was out of service and left as a victim of weather and vandals.
Starting in 2003 and continuing in 2004, #98 under went a partial cosmetic restoration. The car was not re-lettered, but it did
receive some body patching, a new roof coating and a new coat of olive paint. Finally, in 2004 a deal was struck to send #98 to
Minersville, Pennsylvania. The car will become part of the Railway Restoration Project 113. Project 113 is the CNJ 0-6-0 steam
locomotive under restoration. In exchange for #98, the WK&S received a 1956 General Electric 65-ton center-cab #734. #98
finally left the property on January 3, 2007.
Coach #1055
Following its formal service life, this four-axle, steel-underframe, wood coach was placed at Wayne Junction and used as a women's
washroom. The car came to the WK&S in the '60s or early '70s and was placed on the back track behind Kempton Station. The car
was a static display as part of an ill-fated historical museum. This collection of "museum" equipment on the backtrack
also included 0-4-0 Cooke locomotive #3, CNJ business car #98, B&O coach #X4111 and LNE caboose #512. Car #1055 was intended
to house museum displays. The car was in bad shape. It was still fitted with washroom plumbing fixtures and had been damaged by a
burst steam pipe. By 1978 the museum was gone and #1055 was moved to the upper passing track. It continued to deteriorate at the
mercy of the weather and even suffered some minor fires from the passing steam trains. There was some talk of converting #1055 to
a roofed open observation car, but that was deemed too much work and the plans never materialized. Around 1990 the car was offered
to the Strasburg Railroad and they took it. Once at Strasburg the old P&R coach was torn down to the frame and rebuilt as
Strasburg's "Susquehanna."
Coach #X4111
This six-axle, steel-framed, wood car began life as a day Pullman, but was eventually converted to a Baltimore & Ohio work
car and numbered X4111. The car was found in the B&O's Somerset, Pennsylvania yard. It was moved to the WK&S around 1966
and named the "Somerset." Car #X4111 was placed on the back track behind Kempton Station along with 0-4-0 locomotive #3,
CNJ business car #98, P&R coach #1055 and LNE caboose #512. This collection of static equipment was part of an ill-fated
museum. The B&O car housed historical railroad displays and a circus exhibit called "Circus World". After the
museum was gone the car was used to store coach parts. In 1978 the car was moved from the back track to the upper passing track
where it would remain until traded to the Strasburg Railroad. Strasburg expressed interest in the B&O car, but the WK&S
was still using it for parts storage. So a deal was struck wherein the B&O car went to Strasburg in exchange for C&O box
car #5504. #X4111 has been sheathed under a protective layer of plywood and awaits its future in Strasburg's storage yard.
Gondola #10390
The WK&S once rostered four LNE gondolas, #729, #730, #10381 and #10390. All four cars were converted to open-air observation
cars, just like #10381. During the first few years of operation in the early and mid-1960s the WK&S ran a two-train schedule
with two open cars in each train. But only #10381 has been maintained in service since then. The remaining three cars were left to
the weather. During the 1990s #10390 was sold to an operator of the Kutztown/Topton line. Car #10390 was identical to #10381. Car
#10390 was refurbished for Kutztown excursion service with the grandiose name of "Pennsylvania Dutch Vista View Open Top Dome
Car". Around 1999 the Kutztown line was taken over by another operator. Car #10390 left the property and was trucked to another
tourist outfit called the Three Rivers Rambler operating on the Knoxville & Holston River Railroad in Tennessee. The car was
again refurbished and named "Dauntless."
Gondola #730
The WK&S once rostered four LNE gondolas, #729, #730, #10381 and #10390. All four cars were converted to open-air observation
cars, just like #10381. During the first few years of operation in the early and mid-1960s the WK&S ran a two-train schedule
with two open cars in each train. But only #10381 has been maintained in service since then. The remaining three cars were left to
the weather. Car #730 was rebuilt from LNE #10256 around 1958. Car #10256 was originally built by Magor Car Company in May 1923.
Rebuilt #730 features side dump doors for distributing cinder ballast along the track. The car was sold in September of 2012 to a
PA based group who will be restoring it and plan to use it for tourist operations again.
Structures
Thanks to Jeff Zweizig for his contributions to this page
Kempton Station
The current Kempton station and yard complex is located a few hundred yards immediately north of the small town of Kempton. The
original Kempton station, located in the middle of town, is long gone. Shown here is the current Kempton station which includes
a ticket office, waiting room and crew room. Although not original to this line, it is an original Reading station that was
relocated here from the town of Joanna, Pennsylvania along the Wilmington and Northern Branch of the Reading Railroad. The
Joanna station came to the WK&S in 1963. At that time the original Kempton Station in downtown Kempton was still standing,
but was in use as a freight station by the Reading Company and unavailable. When the original Kempton station did become
available, the WK&S did not have the need or the money for it, so it was lost.
At right is an early shot of the current Kempton station. Note the complete lack of trees and landscaping that exist today. The
"museum" sign at left is curious. This photograph appears to predate the back track museum display as well as
construction of the hole track. Perhaps the sign refers to car #72, which originally sat on the ground to the left of the
picture and may have housed some sort of display.
Kempton Gift Shop
The gift shop in Kempton is actually an original Reading Company building from West Catasaqua, and was located along the
Catasaqua and Fogelsville Branch. Originally a freight station, the building now houses our gift shop as well as crew supplies
for the trains. The building was trucked to Kempton after being cut into multiple sections (the cut lines can still be seen).
In the early 2000's, a red brick platform was added to the area and the steps leading to the wood deck were deleted. Serving
as a main congregation point for passengers, the gift shop is often photographed along with the Ticket Office. Many authentic
pieces surround the platform, such as scales, hand carts, and an original railroad baggage cart.
Kempton Refreshment Stand
The WK&S refreshment stand is a former Reading maintenance shed relocated here from near Kuhnsville, Pennsylvania. Prior
to about 1990 there was a tall view-blocking wood fence behind the blacktopped picnic area. With the construction of the newer
and less unsightly restrooms, the tall fence was removed and the area landscaped.
The black-and-white photo is an early shot of the new WK&S refreshment stand. This picture predates the graded, blacktopped
picnic area. The wood platforms were replaced with concrete in the 1990s.
Kempton Shops
For twenty five or thirty years, the WK&S maintenance shop consisted of a few lean-tos and a small shack built from recycled
garage doors. All locomotive and rolling stock maintenance was performed out in the weather. That began to change in 1996, when a
new 50' x 100' maintenance building was erected. The new building includes a machine shop and carpentry shop plus two 100' long
equipment bays. Near the end of 2004, a new construction project was begun to bring track to the new building. By the end of 2006,
the track project was complete. Finally, locomotives and rolling stock could be maintained and restored in from the winter weather!
In the earliest days of WK&S operations, there was no well or other watering means at Kempton. Locomotives were stored,
serviced and watered on the passing siding at Wanamaker. These black-and-white Dave Thomas photos (probably taken in the spring
of 1964, before the beginning of the operating season) show #2 taking water at Wanamaker, using a primitive pipe and hose
arrangement fed from a pump down by the creek, and the same scene with #250 in the foreground. Note that neither locomotive
is fully assembled.
The other black-and-white photo, taken back at Kempton, shows the original WK&S "shops," and predates the
"garage door" shop. Note the coal dock is still under construction and the pit track is nowhere to be seen. All of
these sheds were relocated former Reading Company outbuildings. The oil shed on the left still stands to this day, well
preserved by its contents.
Subsequent pictures show the old "garage door" shop before and after the new shop was erected. What a difference!
The old "garage door" shop has now been demolished, but its outline can still be seen immediately north of the coal
dock, between the new shop and the tracks. The old shop was located to the right of the dock.
At the beginning of September 2004, WK&S crews began the long-awaited task of building track into the shop building. In
October 2004, a new "storage building" (a trailer) was added beside the shop.
Wanamaker Station
At the other end of the line from Kempton is the town of Wanamakers and Wanamaker station. Here's where the locomotive is run-around
the train for the return trip to Kempton. Like the WK&S stations in Kempton, Wanamaker is an original Reading station. But the
Kempton stations were moved in from other locations. Wanamaker is the only WK&S structure in its original location.
The agent's office and waiting room have been turned into a mini-museum filled with period railroad items. The freight room is used
as a gift and novelty shop featuring lots of neat old toys. The station is usually open when the trains are running. And there's
time to walk through the station before the train returns to Kempton. There's also an old fashioned general store behind the station.
As with most things along the WK&S, Wanamakers hasn't changed much over the last one hundred years.
The railroad and station were built years before the town of Wanamakers was formally established. There's some speculation that the
station may have originally been called "Steinsville" after the existing nearby, but non-trackside town of the same name.
It's also possible that there may have been a separate Steinsville station at the next grade crossing south of Wanamakers. Were
there two stations serving this area? Or was there just one station with a name change? The Wanamaker station code is "VI."
Wanamaker does not contain those letters, but Steinsville does. I've also read that the Wanamakers Hotel was initially called the
Seinsville Hotel. Note that the town name is Wanamakers with an "s," but the railroad designated the station as Wanamaker
without the "s."
Fuhrmans Grove
Fuhrmans Grove was a creek-side picnic and fishing area located several hundred yards north of Trexler. Passengers would bring
their picnic baskets, coolers and fishing poles and request to detrain at the Grove from any southbound train. Grove goers would
hand-operate the platform semaphore to signal another southbound train that they were ready to return to Kempton. The semaphore
is an old Reading station stop signal. Though not as used anymore, and recently damaged by Mother Nature, the Fuhrmans Grove stop
is still there and available, with hopes of one day rejuvenating it to it's original glory.
Once there was a small shelter on the platform. The shelter was a relocated Reading shanty constructed from salvaged box car or
reefer siding (the Reading was known for its frugal reuse of material). And there were up to three picnic tables down in the grove.
The shelter deteriorated over time. It was removed sometime around 1990 and fed to the steam locomotives. In later years there was
only one picnic table.
Furhmans Grove and surrounding areas were hit by a powerful wind storm on Thursday, May 26, 2011. Meteorological records indicate
this was straight line wind event and probably not a tornado. Nevertheless, most trees in the area were snapped like twigs or
entirely uprooted. Fuhrmans Grove and several hundred yards of track were covered in thick layers of trees, many several feet
in diameter. WK&S crews spent the better part of three days clearing enough trees to get the railroad back up and running.
The Fuhrmans Grove sign, the semaphore and the picnic table were all oddly undamaged. Nevertheless, restoration of Fuhrmans Grove
is unlikely. The sight of all those uprooted trees was somehow less dramatic than the expanse of blue sky over what was once a
dense tree canopy.
Car #729 was rebuilt from an unknown LNE #10201 series car around 1958 and was used as a boom car for LNE crane #698. During 2004
the car was stripped of what remained of the wood planking. The car is now being readied for restoration and return to full service.
The Lehigh & New England numbered most of their non-revenue cars in the 700 series. Car #719 was rebuilt from a box car around
1932 or 1933 and was used in wreck service as a tie car or a boom car. The box car from which #719 was rebuilt was likely built
sometime from 1908 to 1913 during a period that the LNE purchased 1100 new box cars. Car #719 has a steel underframe and a wood
deck. The WK&S mechanically restored the car in preparation for a special LNE freight train that was conducted at the WK&S
in 2000. Since then all of the decking and paint has been replaced as well. This car is used to shuttle material and equipment
around the yard. It's also used on for occasional Photo Freight Special train.
At right is an early shot of the current Kempton station. Note the complete lack of trees and landscaping that exist today. The
"museum" sign at left is curious. This photograph appears to predate the back track museum display as well as
construction of the hole track. Perhaps the sign refers to car #72, which originally sat on the ground to the left of the
picture and may have housed some sort of display.
