The Northern Pacific 2660 on one of its last journeys through Mandan. Restored Photo.

A Past Restored
Dustin White

Steaming through Mandan, bell ringing, Northern Pacific 2660, was nearing the end of its life. It would only be in operation for around two decades, but during that time, it would become the pinnacle of steam power and locomotion.

A Class A-3 locomotive, the 2660 was one of eight 4-8-4, “Northern,” engines created by Baldwin Locomotive Works. Built in 1938, they would continue in use until 1958, two years after Baldwin ceased creating additional engines.

The 4-8-4 wheel arrangement of the Northern allowed for the use of a larger firebox, which provided additional power. In turn, the Northern became a more diverse locomotive, being suited for both express passenger and fast freight services.

While the Northern was considered a “Super Power” in steam locomotive design, it was introduced during a time in which the diesel engine was becoming increasingly popular.



On May 26, 1934, Burlington Railroad’s Zephyr trains took its maiden journey from Denver to Chicago. It was a futuristic train, with speeds up to 112 miles per hour. During that first voyage, crowds gathered around the rail lines in Colorado, Nebraska, Iowa and Illinois, to catch a glimpse of the sleek new train.

The Zephyr, and diesel trains in general, were a gamble. The railroad industry was seeing a revenue that had sunk to dangerous levels. However, they had little choice; steam powered engines were expensive to maintain, while coal, as a fuel source, lacked.

Diesel power seemed to promise lower costs, as well as improve efficiency. They could run faster, work longer, with fewer stops.

On the other hand, steam locomotives required frequent stops to replenish coal and water. They also required massive amount of energy in order to build up steam pressure; energy that would be discarded whenever the locomotive had to stop or shut down. In just a week, such process caused the locomotive to consume its own weight in coal and water.

Steam powered engines also required costly maintenance. Law dictated that each month, the boilers would have to be cleaned out, while each engine required regular, and extensive, overhaul. This meant that each steam locomotive was available for work only 35 percent of the time; compared to a diesels 95 percent availability.

Just two years after the Zephyr was introduced, Burlington reported a remarkable drop in operating costs. While their steam powered trains cost 70 cents a mile, the Zephyr reduced that cost by over half, operating at just 31 cents per mile.

Railroad companies saw a way to become profitable again, which spelt the doom of the steam engine.

However, while steam engines were beginning to disappear from rail yards, Baldwin, who never was able to achieve success with diesel engines, continued pushing forward with their steam locomotives.

It was in this environment, as a bid to continue to compete, that the Northern was created. In retrospect, it was doomed to eventual failure, but at the time, it proved to be a strong underdog.

But fail it did. As it soon disappeared, so did coaling stations, water towers and thousands of jobs, that no longer were necessary.

The age of the steam locomotive was over, and diesel engines began their reign.