Checks can be sent to:  R. Donald Ross, 3821 Crater Lake Ct, Irving, TX 75062-4015

5 was rebuilt by the Tri-City Railway from a local city car in 1923. It was scrapped in 1941.

11 was an open trailer built by Pullman in 1897, order 879. In the 1930s it was retired and converted to a shed as shown.

15 was a closed trailer built by Pullman in 1897, order 878. It was later motorized and retired in the 1920s.

19 was built by Pullman as New York & Brooklyn Bridge 97. It was purchased in April, 1909, as a trailer. It was later motorized and converted to a freight motor. It was retired in the late 1930s, but it was not scrapped until 1963.

20 was a 23 ton General Electric diesel, April 1941, #13089, as Charles City Western 200. In December 1964 it became Iowa Terminal 20.  It was told to Fairfax Farmers Elevator, no number, and the company was taken over as South Central Co-op.

32 was rebuilt from a steam locomotive tender.

33 was built by Cincinnati Car in 1924 under order 2720 as CNS&M 234. In 1948 it was converted from an express motor to a tool car. It was acquired by Iowa Terminal RR in 1965 and given a quick paint job. It was stored at Charles City on the former Charles City Western until 1968 when it was brought to Mason City and converted to a line car.

34 was built by McGuire-Cummings in 1912. It was retired in the 1950s, and the body was used for storage at Mason City until 1963, when it was moved to Emery. It later burned.

35 was one of two cars, 35 and 36, which were built by Cincinnati Car Co. and acquired from the Tri-City Railways in December, 1916. They were rebuilt to one man in 1918. 36 was retired in 1938 and 35 was scrapped in 1964.

1st 50 was built by Oklahoma Rys 600 in 1910 and rebuilt in 1929. In 1946 it became MC&CL 50. After a short time on the Iowa Terminal, it was scrapped in April, 1963.

51 was built by Baldwin-Westinghouse in May,1921, #54748, as Northeastern Oklahoma Ry 2. It was purchased in 1940 by Crandic as 57, and then sold to the KCKV as 505 in 1954. In 1963 it became IAT 51.

52 was built by Baldwin-Westinghouse in December, 1919, #52669, as NEO 1. It was purchased in 1940 by Crandic as 56, and then sold to the Kansas City Kaw Valley RR as 506 in 1954. In 1963 it became Iowa Terminal RR 52. It burned November 24, 1967.

62 was built by Baldwin-Westinghouse in December, 1913, #41054, as Y&OR 3, In April, 1932, it became UER 82. In 1948 it was sold to the MC&CL as 53. In 1961 IAT renumbered it 61. It was scrapped in 1970.

80 was built by Preston Car & Coach Co in 1921 as Grand River RR 226.  It was rebuilt in 1955 and sold as IAT 80 in 1963.  It was scrapped in 1973.

76, 70 Ton, was built by General Electric in June 1953, #31726, as Tidewater Southern RR 753, Class S-41.  It was sold to Preston W Duffy in June 1967 and resold to George R Silcott Co.  It was sold as IAT 76 in January 1969 and sold as Sisseton Southern RR 76 in 1987.  It became Dakota Southern RR 76 in 1989.

100 was built by McGuire-Cummings in 1914 as Waterloo Cedar Falls & Northern 100. It was built as a second motor to operate behind the 140s as a two car train. The baggage compartment was a kitchen, and the rear end was an open platform observation. The buffet section was replaced with coach seats in 1918. The car was then rebuilt with a control station and baggage compartment in 1928 and the rear platform was enclosed at that time. It was the last interurban left on the WF&N when it became diesel freight, and it was donated to the Iowa Chapter of the NRHS in 1956. It was moved to Centerville and operated on the Southern Iowa Ry. When the SI cut back its operation and dieselized, the Iowa Chapter transferred the car to the IAT in 1966. Shortly after it was repainted and put into charter service, it was destroyed in the carbarn fire early November 24, 1967. It had been the only car saved from the WCF&N roundhouse fire on October 31, 1954, when the other two cars of its class burned.

101 was built by McGuire-Cummings in 1915 as Charles City Western 50. After the merger it became Iowa Terminal 101 in December, 1964. It is now at Boone & Scenic Valley RR and restored as CCW 50.

1^st 102 was built by McGuire-Cummings in 1911. In 1961 it became IAT 3. It was sold to the Midwest Electric at Mount Pleasant in 1973.  It went to Branford Electric Ry Museum in 2005 but owned by National Capital Trolley Museum.  It was later went to Rockhill Trolley Museum in 2012.

2^nd 102 was built by Cincinnati Car in 1926 under order 2890 as Chicago North Shore & Milwaukee 727. In 1963, the Iowa Chapter NRHS purchased it and operated it on the Southern Iowa. After the 101 burned, NRHS sold the car to the IAT in 1968 and it was repainted and renumbered 102.  It was acquired to Iowa Trolley Museum in 1987.  It was restored to some extent as CNS&M 727 and apparently returned to Iowa Terminal RR.

104 was built by the Pennsylvania RR in 1917. In 1961 it became IAT 2. In 1969 it was rebuilt with plows from Des Moines & Central Iowa X-3 and the line tower from the Charles City line car.  It was renumbered 30.

105 started out as single truck passenger car 8 built by Pullman in 1897, order #881. In the 1920s it was rebuilt as a line car. In 1961 the IAT renumbered it as1. It was lost in the Thanksgiving 1967 barn fire.

106 was built by Pullman in 1897, order 880, as MC&CL express milk trailer 3. It went to the CD&M who rebuilt it as a motor car and lengthened it by ten feet. It came back to the MC&CL as 1 in 1919. Shortly afterwards it was rebuilt as 106. It was retired about 1947 and scrapped in 1963.

9353 was built at Centralia in 1972. as Illinois Central 9353.  It was renumbered as Illinois Central Gulf  199353 and sold as IUT 9353.

There was a Brownhoist electric crane which does not appear in any roster I have seen.

Here are several pictures of the shop and barn area taken over 60 years ago. The shop building was probably the building which burned on Thanksgiving, 1967. The carpenter and paint shop building lost about one third after a tornado in 1961. It was then made single track. The car storage building was torn down about 1940. It doesn't look as if that was much of a project from the photo.

While it was a separate company, I felt this was a good place to include this operation. A steam locomotive was used beginning in 1931 to bring clay from the pits to the brick plant in the southwest part of Mason City. In 1940 the line was electrified with two Differential dump motors purchased from the Clinton Davenport & Muscatine where they 55 and 56. They later acquired at least an additional motor and one or more trailers. As the pits moved farther away from the factory, the rails were not extended. This meant that the clay had to be double handled with trucks from the pit to rail head. By 1956, the operation became all truck. The rails came out and the equipment was scrapped.