Large Object Collection
To view the Museum's holdings of motive power and equipment artifacts, click below on an area of interest. Please note that additional information is available about some artifacts and where applicable hyperlinks appear in the list. Not all large artifacts are included in this list.
Northern Pacific Railway #924
Canadian Collieries #14
Canadian Collieries #17
S.A. Agnew Lumber Company #1
Ohio Match Company #4
Union Pacific Railroad #529
United States Plywood Corporation #11
Weyerhaeuser Timber Company #6
Weyerhaeuser Timber Company #108
Snoqualmie Valley Railroad #4012
Snoqualmie Valley Railroad #4024
Weyerhaeuser Timber Company #1
Kennecott Copper Corporation #201
J. H. Baxter Company #6-C Whitcomb
Northern Pacific Railway #125
St. Regis Paper Company #463
United States Navy #7320
Spokane, Portland & Seattle Railway #213
Spokane, Portland & Seattle Railway #218
Spokane, Portland & Seattle Railway #272
Spokane, Portland & Seattle Railway #272 Barney & Smith 1915 Baggage-Coach. Ex-SP&S coach #272. Purchased 1977 from Burlington Northern. Serviceable.
Spokane, Portland & Seattle Railway #275
Spokane, Portland & Seattle Railway #276
Spokane, Portland & Seattle Railway #52
Spokane, Portland & Seattle Railway #701
Union Pacific Railroad #1590
Union Pacific Railroad (Oregon-Washington Railroad & Navigation) #1590 Pullman 1913 Café/Observation Car. Ex-UP (OWR&N) Observation #552. Gift 1977 of UP. Restoration to 1932 appearance in progress; serviceable.
United States Army #USA-89601 Kitchen Car
United States Army #USA-89601 St. Louis Car Co. 1952 Ambulance Kitchen Car. Gift 1987 of Kennecott Minerals Co. Serviceable.
Northern Pacific Railway #889
Northern Pacific Railway #1361
Canadian Pacific Railway #25
Spokane, Portland & Seattle Railway #556
Great Northern Railway #485
Chicago, Milwaukee, St. Paul & Pacific #MILW-33845
Fruit Growers Express #FGEX-16134
General American #GATX-585
Great Northern Railway #GN-43940
Great Northern Railway #GN-43948
Northern Pacific Railway #1203
Northern Pacific Railway #NP-10896
Northern Pacific Railway #NP-14794
Northern Pacific Railway #NP-14831
Northern Pacific Railway #NP-28129
Northern Pacific Railway #NP-28417
Northern Pacific Railway #NP-83296
Northern Pacific Railway #NP-86786
Northern Pacific Railway #NP-91366
Pacific Coast Railway #PC-9041
Shell Chemical Company #SNHX-2058
Shell Oil Company #SCCX-1246
Western Fruit Express #WHIX-70325
Logging and Industrial
Puget Sound Naval Shipyard Flatcar #PSNS-802
Puget Sound Naval Shipyard Gondola #PSNS-815
Rayonier Inc. Plate Type Log Disconnects
Rayonier Inc. Model 55 Log Disconnects
Rayonier Inc. Snohomish Model Log Disconnects
Rayonier Inc. Side Dump Cars
Rayonier Inc. #1
Rayonier Inc. #21
Rayonier Inc. #35
Seaboard Lumber Co. 25 Ton Crane
Skagit River Railway #40
Skagit River Railway #138
Skagit River Railway #203
Skagit River Railway #205
White River Lumber Co. #001
Chicago, Milwaukee, St. Paul & Pacific #X-908140
Northern Pacific Railway #10
Northern Pacific Railway #41
Northern Pacific Railway #204860
Spokane, Portland & Seattle Railway #X-5
Spokane, Portland & Seattle Railway #X-116
Bridge 35 Lassig Bridge and Iron Works, 1891-built through-pin-connected Pratt truss. Restored in 2003; purchased 1981 from the Burlington Northern Railroad.
This 160-foot long through-pin-connected Pratt truss was constructed in 1891 by Chicago's Lassig Bridge and Iron Works. However it was not built in North Bend - it was the seventh crossing of the Yellowstone River on the mainline of the Northern Pacific Railway in Montana. 1891's heaviest imaginable locomotive was just a few hundred thousand pounds. Just over thirty years later, the largest mainline locomotives were nearly 1.2 million pounds. So when a new, stronger bridge was erected over the Yellowstone in 1923 to support these new super-sized locomotives, the old bridge was dismantled, moved to North Bend, and re-erected over the southfork of the Snoqualmie River on a lighter density line called the Snoqualmie Branch.
The structure includes the steel span and 798 feet of ballast deck timber trestle approaches. The timber trestle portion was built in 1929.
Bridge 35 received a major rehabilitation in 2003/2004. The Bridge 35 Rehabilitation received the 2005 Washington State Historic Preservation Officer's Valerie Sivinski Award for Outstanding Achievement in Historic Rehabilitation. To view the award, click here. To view the rehabilitation, click here.
Bridge 5.46 was erected over the Snoqualmie River in 1916. The steel span portion of the structure dated from 1896 and was 180 feet long. It was first used in Wisconsin on the Superior Division of the Northern Pacific Railway where it supported heavy iron ore freights for nearly 20 years. Rising tonnage and larger locomotives required a stronger bridge but in keeping with Northern Pacific practice, and that common on many railroads, the span was dismantled and moved in pieces to Snoqualmie where it was reassembled and used to replace a wooden truss. It saw heavy use supporting trains of logs and finished lumber until shortly after the Northern Pacific Railway merged with other roads to form the Burlington Northern Railroad. From 1975 until 1989, the bridge connected the Northwest Railway Museum with the general system of railroads but in 1990 a portion of the structure - a short plate girder section - was damaged by floodwaters. In 1994 the structure was sold to King County for reuse as a trail. Other priorities intervened and in May and June 2005 it was demolished and scrapped by the Army Corp of Engineers.
The span was a through-pin-connected Pratt truss, the predominant style of railway bridge construction in the era from 1890 until 1920 and was designed and built by the A & P Roberts Company (merged into American Bridge Company in 1900). It was nearly identical to the Northwest Railway Museum's Northern Pacific Railway Bridge 35, rehabilitated in 2003/2004. This bridge design revolutionized the railroad allowing greater tonnage and a significant increase in locomotive size over earlier designs. Its modular design also sped fabrication and construction, particularly in remote wilderness areas. The design was itself superseded by even stronger bridge construction to support the continuing increases in train tonnage and locomotive size. For the Northern Pacific Railway, that was the arrival of the Z class and other large motive power pushing total engine and tender weights to 500,000 pounds and beyond.