Also pictured is the bridge over the White River, approved for construction on May 25, 1903. The Army Corps of Engineers determined that the White River was a navigable stream, so a turn span 285 feet long was designed into the 1091 foot long bridge (not including the short five panel timber approaches at each end). A contract was let out to the Phoenix Bridge Company, and the materials for construction were floated up the river on steamboat-powered barges. By June 1, 1904 the bridge was in service after a minor setback on March 24, 1904 when a flash flood caused a 27 foot rise in the river washing away the false work under one of the 80 foot girder spans, dropping the span into the river. The turn span was not yet complete, lacking the turning machinery. By June 20, 1904 the turn span was completed, tested, and never turned again. The arrival of the railroad in Cotter all but killed off the river barge business. Typical power north of Cotter in MP's steam era was double-headed 2-8-0's.

You may notice four exhaust stacks on the roof On the original EMD design there were connectors between sections of exhaust manifold, and these are subject to FRA inspection for leaks. A V16 engine has four sections to the manifold, with four "legs" on each section connecting to four cylinders. The connectors in question are between sections of manifold, so that there are only two exhaust stacks on the roof. By doing away with the connectors (and their inspection), each section of manifold then has its own exhaust stack. Thus the four stacks. You may ask why EMD did not design it that way from the start, and the answer is that the space occupied by the two center exhaust stacks was also occupied by the dynamic brake option, if the locomotive was so equipped.