Frisco's "The Black Gold Champion" train No. 517, southbound, headed by Diesel locomotive No. 2022, arriving at Dallas Junction, which is the wye near Irving, Texas, on June 18, 1953.

The St. Louis Southwestern (Cotton Belt) Railway's "Lone Star Limited" train No. 11, westbound, headed by Engine No 677, a Mountain type 4-8-2 locomotive, at the Dallas Union Terminal Station. It has completed the run from Memphis, Tennessee. This was one of the finest passenger trains operating in the Southwest. t

Texas and Pacific's "The Texas Eagle" train No. 1, westbound, headed by diesel locomotive No. 2015, leaving Fort Worth enroute to El Paso on June 28, 1953.

Fort Worth and Denver (Burlington) "Texas Zephyr" train No. 1, headed by Engine no. 556, a Pacific type 4-6-2 locomotive, separating from Fort Worth enroute to Dallas on June 28, 1953.

Texas & Pacific 1500HP F7A No.1581 which has been re-geared for passenger service and a 2250HP E8 approach the Belt Junction Interlocker with a mostly mail and express Train No.15 "The Texan" on June 22,1952.

Back-to-back Alco model PA 2000HP diesels power the all heavyweight southbound Missouri-Kansas-Texas "Bluebonnet" from Dallas toward San Antonio past Tower 19 on June 14,1952.

Texas and Pacific Railway's train No. 21 "Louisiana Eagle", headed by Engine No. 2005, a 4000 H.P. electro-motive diesel locomotive in Dallas, Texas on June 22, 1952.

St. Louis - Southwestern (cotton Belt) Railroad train No. 2, headed by Engine No. 308, a 1600 H.P. Alco - GE diesel electric locomotive, at Dallas Union terminal on June 1, 1952.

Texas and Pacific Railway's train No. 8 "The Southerner" headed by Engine No. 2003, a 4500 H.P. electro-motive diesel locomotive, at Dallas Terminal Junction on June 18, 1953.

Southern Pacific's "The Owl" train No. 17, northbound, headed by diesel locomotive No 203, crossing the Trinity River bridge enroute into Dallas at sunrise on the morning of June 22, 1952.

Texas and Pacific's " The Texan" train No. 15, westbound, headed by diesel locomotive No. 1581, at Belt Junction in Dallas, on June 22, 1952.

Engine No. 306, an American type 4-4-0 locomotive, heads the Missouri - Kansas - Texas (KATY) Railroad's train No. 31 westbound, which is standing at Gainesville, Texas' depot enroute from Denison to Wichita Falls on June 23, 1940.

Observe this rare specimen of steam motive power: Southern Pacific's Engine 741, a Mikado, type 2-8-2 locomotive, Train No. 155, heading a passenger train of two cars passing through Belt Junction in Dallas on June 22, 1952. Train 155 was a mixed freight and passenger train from Beaumont, Texas, which having dropped off its freight cars at Fox siding, out of sight just behind the coach, will continue to Union Terminal to deliver its passengers and express. The freight cars left at Fox would then be picked up by the Miller Yard switch engine and sorted for delivery in the yard. Engine 741 was one of fifty-seven of the Mk-5 class engines normally assigned to the train when it ran heavy.

M-K-T Train No.6, The "Katy Flyer" slows through Dallas yard heading for Union Terminal behind a pair of Alco PA model 2000HP diesel electric locomotives on June 18,1953.

Texas and Pacific Railway's train No. 6, "The Westerner" headed by a 2000HP electro-motive diesel crosses the Trinity River Bridge near Dallas on June 18, 1953.

St. Louis - Southwesten (Cotton Belt) Railroad train No. 2 headed by Engine No. 308, a 1600 H.P. Alco - GE diesel-electric locomotive, at University Park Depot in Dallas, Texas on June 1, 1952.

Burt C. Blanton and G. Robert Freeman, Jr. have just de-trained from a trip aboard the "Flying Scotsman" at the KATY Station in Denison, Texas on June 20, 1970.

The famed English locomotive, London and North Eastern Railway's No 4472, "The Flying Scotsman" with its nine car consist leaving Dallas early on the morning of June 20, 1970. A southbound KATY freight train waits on the siding.

Although many years have elapsed, the Santa Fe's Gainesville, Texas passenger station built in 1901 still retains a well preserved appearance in June of 1953. In reality, it has changed very little from those early days in 1901.