Draft:Lake Superior and Ishpeming 19

=== Revenue service ===

=== Revenue service ===

No. 19, originally numbered 12, was the fourth of the C-5 class 2-8-0s built.{{Harvp|Schauer|2015|p=21}} In its early years, No. 12 was assigned by the LS&I to pull mixed freight trains and occasional iron ore trains, but due to its poor steaming capabilities, it was prone to stalling on steep grades or from trains exceeding its pulling power.>{{Harvp|Durocher|1958|p=13}}</ref>{{Harvp|Durocher|1958|p=14}} Following the LS&I's merger with the MM&SE in 1924, No. 12 was renumbered to 19.

No. 19, originally numbered 12, was the fourth of the C-5 class 2-8-0s built.{{Harvp|Schauer|2015|p=21}} In its early years, No. 12 was assigned by the LS&I to pull mixed freight trains and occasional iron ore trains, but due to its poor steaming capabilities, it was prone to stalling on steep grades or from trains exceeding its pulling power. />{{Harvp|Durocher|1958|p=14}} Following the LS&I's merger with the MM&SE in 1924, No. 12 was renumbered to 19.

In 1934, No. 19 was extensively rebuilt at the LS&I's Presque Isle shops, becoming the last of the seven C-5s to be converted into SC-4s. Following its rebuild, the locomotive was primarily reassigned to switch hopper cars at iron ore mines and to pull logging trains on branch lines.{{Harvp|Schauer|2015|p=18}} Throughout the 1950s, the LS&I slowly retired their steam fleet and replaced them with diesel locomotives.{{Harvp|Zahrt|2009|p=46}} In September 1962, No. 19 made its final runs for the LS&I, and the railroad officially discontinued commercial steam operations.

In 1934, No. 19 was extensively rebuilt at the LS&I's Presque Isle shops, becoming the last of the seven C-5s to be converted into SC-4s. Following its rebuild, the locomotive was primarily reassigned to switch hopper cars at iron ore mines and to pull logging trains on branch lines.{{Harvp|Schauer|2015|p=18}} Throughout the 1950s, the LS&I slowly retired their steam fleet and replaced them with diesel locomotives.{{Harvp|Zahrt|2009|p=46}} In September 1962, No. 19 made its final runs for the LS&I, and the railroad officially discontinued commercial steam operations.

=== Marquette and Huron Mountain Railroad ownership ===

=== Marquette and Huron Mountain Railroad ownership ===

In the early 1960s, the Marquette and Huron Mountain Railroad (M&HM), a [[For-profit corporation|for-profit]] shoreline railroad founded by [[Certified Public Accountant]] (CPA) John A. Zerbal, negotiated with the LS&I to acquire their {{Convert|23.74|mi|km|adj=on}} Big Bay Branch between Marquette and [[Big Bay, Michigan|Big Bay]], which had been put up for abandonment due to a lack of remaining customers.{{Harvp|Schauer|2015|p=34}} Zerbal saw potential in restoring the line as a [[Heritage railway|tourist railroad]] with restored LS&I equipment, and with [[Marquette County, Michigan|Marquette County]] averaging 700,000 visitors a year at the time, he envisioned a [[Disneyland]]-inspired resort complex in Big Bay, which he dubbed "Superiorland".{{Harvp|Zahrt|2009|p=46}}{{Harvp|Zahrt|2009|p=47}} With support from fellow investors, one of whom envisioned Big Bay as an alternative to [[Aspen, Colorado]], the M&HM concluded negotiations with the LS&I in December 1962, for a purchase of numerous locomotives, rolling stock, and the branch.

In the early 1960s, the Marquette and Huron Mountain Railroad (M&HM), a [[For-profit corporation|for-profit]] shortline railroad founded by [[Certified Public Accountant]] (CPA) John A. Zerbal, negotiated with the LS&I to acquire their {{Convert|23.74|mi|km|adj=on}} Big Bay Branch between Marquette and [[Big Bay, Michigan|Big Bay]], which had been put up for abandonment due to a lack of remaining customers.{{Harvp|Schauer|2015|p=34}} Zerbal saw potential in restoring the line as a [[Heritage railway|tourist railroad]] with restored LS&I equipment, and with [[Marquette County, Michigan|Marquette County]] averaging 700,000 visitors a year at the time, he envisioned a [[Disneyland]]-inspired resort complex in Big Bay, which he dubbed "Superiorland".{{Harvp|Zahrt|2009|p=46}}{{Harvp|Zahrt|2009|p=47}} With support from fellow investors, one of whom envisioned Big Bay as an alternative to [[Aspen, Colorado]], the M&HM concluded negotiations with the LS&I in December 1962, for a purchase of numerous locomotives, rolling stock, and the branch.

That same month, No. 19, along with fellow SC-4 No. 23, became the first locomotives to be bought by the M&HM for $11,000: $5,000 for their scrap value and $6,000 for having them overhauled. On July 2, 1963, the [[Interstate Commerce Commission]] (ICC) approved the sale of the Big Bay Branch, and the following month, the railroad obtained the rest of the remaining steam locomotives the LS&I owned (SC-4s Nos. 18, 20, 21, and 22; [[Grand Canyon Railway 29|SC-3 No. 29]]; and SC-1s Nos. [[Eglin Air Force Base Railroad#Steam|32]], [[Lake Superior and Ishpeming 33|33]], [[Western Maryland Scenic Railroad 734|34]], and 35) and No. 22 was subsequently placed into service with Nos. 19 and 23. Initially, the three SC-4s pulled freight and [[Work train|work trains]] to refurbish the line, which involved [[vegetation]] removal and [[Railroad tie|tie]] replacements, and then tourist operations officially commenced in the summer of 1964 with 15,000 riders.{{Harvp|Schauer|2015|p=37}}{{Cite magazine |last=Stowe |first=J. A. |date=April 1968 |title=The Case for the Steam Tourist Railroad |url=https://www.trains.com/trn/magazine/archive-access/trains-april-1968/ |url-access=limited |access-date=February 10, 2024 |magazine=Trains |publisher=Kalmbach Publishing |pages=42–43 |volume=28 |issue=6}}

That same month, No. 19, along with fellow SC-4 [[Lake Superior and Ishpeming 23|No. 23]], became the first locomotives to be bought by the M&HM for $11,000: $5,000 for their scrap value and $6,000 for having them overhauled. On July 2, 1963, the [[Interstate Commerce Commission]] (ICC) approved the sale of the Big Bay Branch to the M&HM, and the following month, the railroad obtained the rest of the LS&I's retired steam locomotives (SC-4s Nos. 18, 20, 21, and [[Lake Superior and Ishpeming 22|22]]; [[Grand Canyon Railway 29|SC-3 No. 29]]; and SC-1s Nos. [[Eglin Air Force Base Railroad#Steam|32]], [[Lake Superior and Ishpeming 33|33]], [[Western Maryland Scenic Railroad 734|34]], and 35) and No. 22 was subsequently placed into service with Nos. 19 and 23. The three SC-4s were initially assigned to pull freight and [[Work train|work trains]] to refurbish the line, which involved [[vegetation]] removal and [[Railroad tie|tie]] replacements, and during the winter of 1963–1964, the M&HM briefly lent the SC-4s to the LS&I and the [[Soo Line Railroad|Soo Line]] to slush frozen ore. Tourist operations officially commenced in the summer of 1964 with 15,000 riders.{{Harvp|Schauer|2015|p=37}}{{Cite magazine |last=Stowe |first=J. A. |date=April 1968 |title=The Case for the Steam Tourist Railroad |url=https://www.trains.com/trn/magazine/archive-access/trains-april-1968/ |url-access=limited |access-date=February 10, 2024 |magazine=Trains |publisher=Kalmbach Publishing |pages=42–43 |volume=28 |issue=6}}

The M&HM's goal was to operate all of their ex-LS&I locomotives and to eventually construct the resort complex Zerbal envisioned. name=":7" /> The goals would never be met, since Zerbal's consensus with the other investors was unstable, and the M&HM lacked a marketing department, resulting in declining ridership with limited advertising.{{Harvard citation year brackets|Zahrt|2009|p=51}} The railroad's revenue [[pulpwood]] and logging trains were also not profitable enough. In August 1966, the M&HM only ran one excursion for that year before they suspended operations, and Nos. 23, 22, and 19 were moved to a field with the rest of the railroad's locomotives.{{Harvard citation year brackets|Schauer|2015|pp=38–39}}

The M&HM's goal was to operate all of their ex-LS&I locomotives and to eventually construct the resort complex Zerbal envisioned, but the goals would never be met, due to disagreements between Zerbal and the other investors, and the M&HM lacking a marketing department, resulting in low ridership with limited advertising.{{Harvard citation year brackets|Zahrt|2009|p=51}} The railroad's revenue [[pulpwood]] and logging trains were also unprofitable. name=":83" /> In August 1966, the M&HM only ran one excursion for that year before they suspended operations, and Nos. 23, 22, and 19 were moved to a field with the rest of the railroad's locomotives.{{Harvard citation year brackets|Schauer|2015|pp=38–39}}

The M&HM subsequently went through a multi-year hiatus while Zerbal had the railroad's management and finances reorganized. In 1972, the M&HM resumed their operations with shortened running dates and a [[GE 70-ton switcher]], and while No. 23 was restored to operating condition the following year, No. 19 continued to remain in outdoor storage. On April 13, 1984, Zerbal died shortly before a tax deadline, and with his remaining finances going to his accounting clients, the M&HM was unable to proceed operations, despite attempts made by their workforces to remain open.{{Harvp|Zahrt|2009|p=48}} The M&HM's operations permanently closed down by December, and all of the equipment was sold off at an auction on January 14, 1985, while the rails were subsequently ripped up.{{Harvard citation year brackets|Schauer|2015|p=35}}

The M&HM subsequently went through a multi-year hiatus while Zerbal had the railroad's management and finances reorganized. In 1972, the M&HM resumed their operations with shortened running dates and a [[GE 70-ton switcher]], and while No. 23 was restored to operating condition the following year, No. 19 continued to remain in outdoor storage. On April 13, 1984, Zerbal died shortly before a tax deadline, and with his remaining finances going to his accounting clients, the M&HM was unable to proceed operations, despite attempts made by their workforces to remain open.{{Harvp|Zahrt|2009|p=48}} The M&HM's operations permanently closed down by December, and all of the equipment was sold off at an auction on January 14, 1985, while the rails were subsequently ripped up.{{Harvard citation year brackets|Schauer|2015|p=35}}

=== Ownership changes and display ===

=== Ownership changes and display ===

[[File:The Grand Canyon excursion railroad, Williams, Arizona LCCN2011632012.tif|thumb|right|No. 19 on static display at Williams Depot]]

[[File:The Grand Canyon excursion railroad, Williams, Arizona LCCN2011632012.tif|thumb|right|No. 19 on static display at Williams Depot]]

In the late 1980s, under the guidance of Max and Thelma Biegert, the former [[Atchison, Topeka and Santa Fe Railway|Santa Fe Railroad]] line between [[Williams, Arizona]], and the [[Grand Canyon]] was being redeveloped into a new tourist operation, called the [[Grand Canyon Railway]] (GCR).{{Harvp|Bunker|1995|p=30}}{{Harvp|Richmond|2017|p=157}}{{Harvp|Richmond|2017|p=158}} In July 1989, GCR purchased No. 19, along with Nos. 18 and 20, from Slack.>{{Harvp|Schauer|2015|p=34}}</ref>{{Harvp|Richmond|2017|p=161}}{{Harvp|Bianchi|1995|p=42}}

In the late 1980s, under the guidance of Max and Thelma Biegert, the former [[Atchison, Topeka and Santa Fe Railway|Santa Fe Railroad]] line between [[Williams, Arizona]], and the [[Grand Canyon]] was being redeveloped into a new tourist operation, called the [[Grand Canyon Railway]] (GCR).{{Harvp|Bunker|1995|p=30}}{{Harvp|Richmond|2017|p=157}}{{Harvp|Richmond|2017|p=158}} In July 1989, GCR purchased No. 19, along with Nos. 18 and 20, from Slack. />{{Harvp|Richmond|2017|p=161}}{{Harvp|Bianchi|1995|p=42}}

All three locomotives were loaded onto flatcars and shipped via the [[Chicago and North Western Transportation Company|Chicago and North Western]] (C&NW) mainline to Chicago. Following some shipping delays created during the transfer process from the C&NW to the Santa Fe, the locomotives only arrived at Williams on August 27.{{Harvp|Richmond|2017|p=162}}{{Cite magazine |last=Lewis |first=Hal |date=February 1990 |title=Steam to the Grand Canyon |magazine=Railfan & Railroad |publisher=Carstens Publications |pages=45–46 |volume=9 |issue=2}} When No. 19 arrived, GCR crews gave it a cosmetic restoration and placed it on display at [[Williams Depot]], it remained there until it was preserved for static display at the [[MGM Grand Adventures Theme Park]] hotel.{{Harvp|Richmond|2017|p=163}}

All three locomotives were loaded onto flatcars and shipped via the [[Chicago and North Western Transportation Company|Chicago and North Western]] (C&NW) mainline to Chicago. Following some shipping delays created during the transfer process from the C&NW to the Santa Fe, the locomotives only arrived at Williams on August 27.{{Harvp|Richmond|2017|p=162}}{{Cite magazine |last=Lewis |first=Hal |date=February 1990 |title=Steam to the Grand Canyon |magazine=Railfan & Railroad |publisher=Carstens Publications |pages=45–46 |volume=9 |issue=2}} When No. 19 arrived, GCR crews gave it a cosmetic restoration and placed it on display at [[Williams Depot]], it remained there until it was preserved for static display at the [[MGM Grand Adventures Theme Park]] hotel.{{Harvp|Richmond|2017|p=163}}