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Over the years No. 610 has been in several movies.
While it was still liveried as TSRR No. 500, No. 1316 was featured as one of the locomotives that pulled a passenger train in the 1986 comedy Western film "Uphill All the Way", which starred Roy Clark, Mel Tillis, and Burl Ives, and it was directed by Frank Q. Dobbs.
Pennsylvania Railroad 6755 is a 4-8-2 "Mountain" type steam locomotive built in 1930 for the Pennsylvania Railroad by the railroad's own Altoona Works as a member of the M1b locomotive class for mainline freight service. Retired from commercial service in 1957, the locomotive was preserved by the Pennsylvania Railroad and was placed on display at the Railroad Museum of Pennsylvania in Strasburg, Pennsylvania. The 6755 is the only M1 class locomotive to have survived into preservation.
The 6755 was built by the Altoona Works in 1930. The 6755 was a class M1a and was used predominantly in freight service, though it would occasionally be used for passenger trains. In 1953, the locomotive went back to the Altoona Works and was rebuilt into a class M1b. The locomotive continued to be used for freight service until January 1957 when it was retired from the roster.
Today, the 6755 is on static display at the Railroad Museum of Pennsylvania in Strasburg, Pennsylvania. The 6755 has since been deteriorating at a rapid pace, with its boiler jackets removed in the early 2000s. Prolonged exposure to the elements has wreaked havock on major parts of the locomotive, causing structural rust. The 6755 is one of the locomotives the museum plans to place inside the roundhouse currently under construction as of March 2014.
NYC 3001- This is the New York Central Railroad's version of the M1 that survives. Just like the 6755, the 3001 was a dual service locomotive.
Southern Railway 630 is a class "Ks-1" 2-8-0 "Consolidation" type steam locomotive built in February 1904 by the Richmond Works of the American Locomotive Company (ALCO) for the Southern Railway as a member of the Ks-1 "Consolidation" class. It is currently owned and operated by the Tennessee Valley Railroad Museum (TVRM) in Chattanooga, Tennessee where it resides today for use on excursion trains.
Originally built as one of thirty-two "K" class locomotives by the Richmond Works of the American Locomotive Company (ALCO), No. 630 was standardized with wheels and rated at of tractive effort. When constructed new in 1904, No. 630 was originally equipped with Stephenson valve gear, sliding valves, and a saturated boiler. In 1911, the locomotive was later upgraded with Southern valve gear, piston valves, and the boiler was equipped with superheaters. With these new upgrades added, No. 630 was reclassified as a "Ks" locomotive. It had more upgrades added such as new cylinders and valve assemblies, which allow the locomotive to develop of tractive effort and reclassified again as a "Ks-1" type.
No. 630 was first put into local and branch line service in Knoxville, Tennessee by Southern Railway before it was moved to Asheville, North Carolina to run on the Murphy and Lake Toxaway branch lines until it was retired from revenue freight service in August 1952.
Following retirement by Southern, No. 630 and classmate No. 722 were both sold to the East Tennessee and Western North Carolina Railroad (ET&WNC) in November 1952 and renumbered as No. 207 and No. 208, respectively. Originally, the ET&WNC offered Ks-1s No. 685 (Baldwin, 1904) and No. 835 (Baldwin, 1906), but chose the formers instead due to the latters being stored outside in very poor condition.
After ET&WNC's purchasement, Southern cut down the size of the two Ks-1 locomotives' tender coal bunker to make sure that it would be easier for the engineer to get a better view during numerous switching moves and reverse operation.
In late 1967, No. 207 (No. 630) and No. 208 (No. 722) were both traded back to the Southern Railway for use in their steam excursion program in return for a pair of former Central of Georgia ALCO RS-3s. Receiving their old numbers again, No. 630 had been given minor repairs and began excursion service in February 1968, while No. 722 had its firebox repaired and returned to operating service in August 1970.
No. 630 and No. 722 pulled many excursion trains for Southern's steam program until they were both loaned to the Tennessee Valley Railroad Museum in 1978 and 1980, respectively to make way for larger steam locomotives such as Canadian Pacific No. 2839, Texas and Pacific No. 610 and Chesapeake and Ohio No. 2716 to pull the longer and heavier excursions on Southern's system.
In November 1985, No. 722 was taken out of service for its boiler ticket certificate and was moved by Southern's successor Norfolk Southern (NS) to be on display in Asheville, North Carolina in 1992. In November 1989, No. 630 was taken out of service and put in storage when TVRM was restoring another 2-8-0 "Consolidation" type steam locomotive ex-U.S. Army No. 610.
In 1999, Norfolk Southern donated No. 630 to the TVRM and two years later, the locomotive was overhauled and restored at a cost of almost $700,000. This was one of the most extensive steam locomotive overhauls as it required repairs to its frame, running gear, and boiler. No. 630 was also given a new tender, salvaged from No. 4501, to replace the former's original tender which was severely deteriorated. The locomotive returned to operating service on March 14, 2011 and participated in the 21st Century Steam program instituted by Norfolk Southern.
By late 2015, Norfolk Southern had officially concluded their steam program, although No. 630 continues regular operations hauling passenger train excursions at TVRM.
The Chesapeake & Ohio Railway No. 1308 is an articulated 2-6-6-2 "Mallet" type steam locomotive built by Baldwin Locomotive Works in 1949. It was the next to the last Class 1 mainline locomotive built by Baldwin, closing out more than 100 years of production, a total of more than 70,000 locomotives. The last locomotive, its sister, No. 1309, has been restored to operation at the Western Maryland Scenic Railroad in Cumberland, Maryland.
The class was unusual for the time in that they were true Mallets, since their steam was expanded once in their smaller rear cylinders and then a second time in their larger front cylinders. While compound locomotives are more efficient than single expansion, their extra complication led to very few United States railroads using them after the turn of the century. The C&O had a long history with Mallets and they were ideal for slow speed work in West Virginia.
After its last run on February 29, 1956, it was stored at Russell until the C&O gave it to the Collis P. Huntington Railroad Historical Society, Inc., a group founded in 1959. Collis P. Huntington is best known as one of the Big Four who built the Central Pacific Railroad from San Francisco to Promontory, Utah, but following that he spent at least ten years as a leading figure of the C&O. The town where 1308 sits is named for him.
The locomotive was added to the National Register of Historic Places as Chesapeake and Ohio 1308 Steam Locomotive in 2003.
Santa Fe 5017 is a 2-10-4 or "Texas" type steam locomotive built by the Baldwin Locomotive Works in 1944 for the Atchison, Topeka and Santa Fe Railway.
No. 5017 was built by Baldwin Locomotive Works in 1944 during World War II. The 5017, along with the 5011 Class 2-10-4's were Nicknamed "War Babies" by the AT&SF, It entered service on July 20 of that year and was assigned to freight service on the Pecos division, the Mountain Division of New Mexico. The 5017 operated between Belen, New Mexico, Waynoka, Oklahoma, and La Junta, Colorado. Between 1953 and 1955, No. 5017 was used in extra service on the Pecos division in eastern New Mexico to supplement diesel power during the peak movement of perishables, grains, and other commodities. On July 25, 1955, No. 5017 made her last trip, tallying 755,088 miles. Then the Locomotive was Retired by the AT&SF's Newer Low-Maintenance Diesels.
No. 5017 was brought to the National Railroad Museum through the efforts of former director, Mr. W.L. Thorton, who was the Director of Traffic for the Kimberly-Clark railway. It was formally donated on December 27, 1959, by E. Marsh, President of the Santa Fe Railway. Today, 5017 is one of 5 Surviving 2-10-4 Texas Type Locomotives that were built for AT&SF.
Nickel Plate Road 765 is a class "S-2" 2-8-4 "Berkshire" type steam locomotive built for the New York, Chicago & St. Louis Railroad, commonly referred to as the "Nickel Plate Road", in 1944 by the Lima Locomotive Works in Lima, Ohio. As a member of the S-2 class, the locomotive operated fast, heavy freight and passenger trains until retirement in 1958. It is also similar in design to Pere Marquette 1225, also built by Lima in 1941 and restored to operating condition in 1985.
Following a restoration to operation in 1979 and after a major overhaul between 2000 and 2006, No. 765 operates in public exhibition and passenger excursion train service. Today, No. 765 continues to operate in mainline excursion service and is owned and maintained by the Fort Wayne Railroad Historical Society (FWRHS) and was also added to the National Register of Historic Places on September 12, 1996.
At the turn of the 20th Century, railroads faced a surmounting problem: an increase in traffic and limited steam technology. Railroads commonly relied on drag freights with engines that could pull heavy tonnage but at low speeds. Following experiments with existing designs, Lima Locomotive Works developed a new wheel arrangement to accommodate an increase in the size of the locomotive's firebox. An increase in the firebox size allowed more coal combustion and subsequent heat output, improving the amount of steam developed and increasing horsepower. These and other modifications created the concept of "horsepower at speed" or "Super-power" in Lima's parlance.
In 1925, this "Super-power" technology was successfully realized in a prototype designated the A-1, which was tested in the Berkshire Mountains of the Boston & Albany Railroad, hence the common name of the locomotive type. The 2-8-4 design was quickly adopted by the New York Central, Erie Railroad, Illinois Central, Pere Marquette, Boston & Maine, Chesapeake & Ohio and the Nickel Plate Road.
The Nickel Plate Road was able to eventually employ 80 Berkshires on high-speed freight and passenger trains with the first order (designated S Class) 15 were supplied by the American Locomotive Works (ALCO) in 1934 based on Lima's design. Eight years later, Lima began producing three more sub-classes, which differed from the S class in little more than weight. Class S-1 (715–739) in 1942, class S-2 (740–769) in 1944 and class S-3 (770–779) in 1949. As a group, these engines were referred to as the "Seven Hundreds."
An additional number of Berkshires (S-4 class) were acquired when the Nickel Plate Road leased the Wheeling and Lake Erie Railroad in 1949. As a direct result of the "Berkshire "class, the railroad earned a reputation for high-speed service, which later became its motto.
No. 765's construction was completed on September 8, 1944.
No. 765 was first assigned to Bellevue, Ohio, where it was used primarily on the Nickel Plate's fast freight trains. After World War II, the locomotive worked primarily out of a classification yard in the east side of Fort Wayne, Indiana.
Its final revenue run came on June 14, 1958 when No. 765 was activated to supply steam heat to a stranded passenger train and was officially retired from service. That December, it became the last Nickel Plate Road Berkshire under steam.
As evidence of their reputation, Fort Wayne's The News-Sentinel remarked in a June 7 article that ""the Nickel Plate's massive Berkshires – steam engines that look like an engine should – have always been the special pets of Fort Wayne and area rail buffs. But not for long. The famed Berkshires carved an enviable record in railroad history and were the most colorful engines in this part of the country. On the Nickel Plate they were just as economical as diesel power, but the Berkshires are giving up in the inevitable face of progress." "
Though the Berkshires had competed with encroaching diesel-electric technology, they were largely retired by 1958 and kept in "stored serviceable" condition by the railroad. Traffic reduction and the acquisition of new diesel locomotives would keep the locomotives mothballed, stored outdoors, and scrapped by 1964.
Due to its mechanical condition and favorable reputation among local crews, Nickel Plate maintained the 765 indoors until 1961. In a move to honor the success of Fort Wayne's "Elevate the Nickel Plate" project, the city requested S-2 No. 767 for display in Lawton Park in recognition of it being the first ceremonial train to open the overpass. Following a mid-50s wreck and storage outdoors after 1957, no. 767 proved to be in deteriorated condition.
After switching the numbers, the railroad donated the locomotive to the city on May 4, 1963 for display at 4th and Clinton Streets. A plaque commemorating the occasion read: ""Nickel Plate Road Berkshire No. 767, used to break ribbon at dedication of track elevation on October 4th, 1955, donated by the New York, Chicago, and St. Louis Railroad company to the City of Fort Wayne as a monument to a great period in the development of our country – the era of steam railroading." "
In September 1971 at the annual convention of the Nickel Plate Historical & Technical Society, Wayne York, Glenn Brendel, and Walter Sassmannshausen, Jr. met to discuss forming a group to cosmetically restore former Nickel no. 765/767 and Wabash no. 534, another locomotive that had been installed for display in Swinney Park in 1957.
By November 1972, York, Brendel, Sassmannshausen, and John Eichman signed incorporation papers for the Fort Wayne Railroad Historical Society, Inc.
By 1973, FWRHS undertook a 25-year lease of 765/767 and in 1974 moved the engine to New Haven, Indiana to begin what was now a restoration to operation. On October 25, the locomotive was returned to its original number and restoration officially began.
From 1975 to 1979, No. 765 was restored to operating condition at the corner of Ryan and Edgerton Roads in New Haven. The restoration site lacked conventional shop facilities and protection from the elements, but on September 1, 1979, No. 765 made its first move under its own power.
Later that winter it ran under its own power to Bellevue and Sandusky, Ohio for heated, indoor winter storage. In spring of 1980, No. 765 underwent a series of break-in runs and its first public excursion, making No. 765 the first mainline steam locomotive to be restored and operated by an all volunteer non-profit.
The popularity of restoring and operating steam locomotives on the general railroad system as marketing tools increased with Class 1 and regional railroads in the decades after steam was retired. Before its merger with Norfolk and Western Railway, the Southern Railway, following firebox problems with its former Chesapeake & Ohio 2716, another 2-8-4 steam locomotive, leased the 765 in 1982 for a series of successful trips that would pave the way for Norfolk Southern to develop its own steam program with larger, mainline locomotives like 4-8-4 (Northern) Norfolk & Western No. 611.
In the 1980s, the locomotive appeared in the movies "Four Friends" and "Matewan," and became an annual attraction in the New River Gorge operating the New River Trains from 1985 to 1988 and again from 1990 to 1993. These trips regularly saw the 765 with over 30 passenger cars traveling a round trip during peak fall color season with passengers from around the world. In 1985, the FWRHS obtained ownership of 765.
In August 1991, 765 was paired with the recently restored Pere Marquette No. 1225 for the National Railroad Historical Society's convention in Huntington, West Virginia. In 1993, 765 teamed up with 2-8-2 (Mikado) Nickel Plate Road No. 587 between Fort Wayne and Chicago, Illinois. Shortly after, the engine was briefly re-lettered and renumbered to Chesapeake & Ohio No. 2765 (As a C&O Kanawha of her own) in recognition of the heritage of the route on which the New River Trains traveled.
765 successfully operated over several Class 1 railroads in the Midwest and East Coast, including Conrail, CSX, and Norfolk Southern, pulled the New River Train a record of 32 times by 1993 and headlined 124 trips over the Norfolk Southern by 1994. 765 was given the title of "veteran excursion engine" by TRAINS Magazine in 1992 and named the reason "why boys still leave home" by Railfan & Railroad Magazine in 1994.
By 1993, the locomotive had accumulated since its last major overhaul by the Nickel Plate Road; of which were incurred during its excursion career alone. The locomotive had developed signs of wear and was originally slated for a running gear overhaul upon completion of the excursion season that year.
Between 1993 and 2001, 765 was largely a static exhibit until a complete overhaul was commenced. In the meantime, the FWRHS operated Milwaukee Road 261 and restored C&O 2716, the same locomotive which had developed firebox problems while on the Southern Railway, under lease from the Kentucky Railway Museum. After initial operations in 1996, 2716 required new tubes and flues per newly enacted Federal Railroad Administration regulations. At the time, the railroad historical society decided that it would fully invest its resources into a complete overhaul of 765.
Following a series of grant requests, the FWRHS was awarded an 80% match through the Transportation Equity Act for the 21st Century, which at the time included historic structures. The remaining 20% was raised through donations and contributions, with a large portion of the rebuild work administered by FWRHS volunteers.
Over a period of five years, 765 was completely disassembled with its boiler, frame, and running gear separated and major components re-machined or rebuilt completely. In July, 2005 the locomotive underwent a successful steam test and was later rolled out the following October for the general public. Fort Wayne and Allen County Commissioners designated October 28, 2005 as "Engine no. 765 Day" and the locomotive completed a series of test runs on the Chicago, Fort Wayne, and Eastern Railroad in March, 2006.
Overall, the rebuild consumed more than 15,000 hours and cost over $772,000.
In 2006, the FWRHS was given an "Locomotive Restoration Award" by the Tourist Railway Association, Inc and the "Outstanding Restoration Award" from the Architecture and Community Heritage Foundation of Fort Wayne.
Despite several attempts, the FWRHS was initially unable to secure a host railroad on which to operate 765 as mounting liability costs and busy, profitable railroads had all but curtailed the majority of mainline steam excursions during the 765's overhaul. Despite these logistics, the FWRHS planned and executed 765's first trips in sixteen years at Hoosier Valley Railroad Museum on May 21, 2009.
From 2009 to 2011, 765 largely operated passenger excursions, photo charters, and public events on regional and short line railroads including the Chesapeake and Indiana, Great Lakes Central, Cuyahoga Valley Scenic Railroad, and Iowa Interstate, the latter of which enabled the 765 to traverse the Mississippi River for the first time.
In 2012, Norfolk Southern leased 765 to operate a series of employee appreciation specials in Ohio, Pennsylvania, West Virginia, and Missouri to mark the company's 30th anniversary. The FWRHS, celebrating its own 40th anniversary, outfitted 765 with a GPS tracker which was viewed over 120,000 times on August 20, 2012, with a mobile app version downloaded over 19,000 times. Of note, the locomotive is the first steam locomotive to maintain an active Twitter presence, a practice later followed by Union Pacific's steam program.
The 2015 schedule for 765 consists of: July 18–19: Fort Wayne, Indiana to Lafayette, Indiana, on the route of the old Wabash Cannonball. On the weekend of July 25–26, the Berkshire hauled excursions from Youngstown, Ohio to Ashtabula, Ohio. The weekend of August 1–2, it travelled on the former Erie Railroad from Buffalo, New York to Corning, New York, the highlight of the trip is the run over the Portage Viaduct at Letchworth State Park. The weekend of August 22–23 765 ran to Allentown, Pennsylvania to Pittston, Pennsylvania. While in Scranton, Pennsylvania in August–September for Steamtown National Historic Site's RailFest 2015, the locomotive was housed in the roundhouse alongside Nickel Plate Road 759.
Each year the 765 continues to operate passenger excursions and operate at special events.
On average, the locomotive experiences 3,000 visitors a day when operating, with visitor and passenger numbers running between 40,000 and 60,000 ticket buyers in 2009 and 2011 in less than 30 days, respectively. Typical passenger trains carry anywhere from 600 to 1,000 people at a time with tickets for many trips selling out in 24 hours.
Press reports indicate the continuous presence of large crowds of "locals and out of towners" and on 765's ability to boost tourism in the towns that it travels through In 2012, the Pittsburgh Tribune's headline photo proclaimed that the 765 was the "engine that still can" and later in 2013 called it a "crowd favorite" with CBS Pittsburgh describing it as "400 tons of Americana."
When not operating excursions, 765 is maintained in a restoration shop in New Haven by a crew of 70–100 volunteers throughout the year. The shop is open to the public and houses a variety of other railroad equipment including vintage steam and diesel locomotives, passenger cars, cabooses, and more.
The operation of the locomotive is underwritten primarily by memberships to the FWRHS, donations, and revenue from ticket sales.
In addition to passenger excursion service, 765 is the centerpiece to a proposed riverfront development project called Headwaters Junction in the locomotive's hometown of Fort Wayne. The plan, endorsed as "big, bold, and transformational" by city leaders and civic groups calls for the locomotive and FWRHS operations to be based in a mixed use attraction combining railroad tourism, river access, walking trails, and "retail, restaurant, residential, recreational and entertainment businesses." A local task force recommended that Headwaters Junction "not be overlooked...when developing a vision for our riverfront."
Reading Blue Mountain and Northern Railroad 425
Reading Blue Mountain & Northern Railroad 425 is a 4-6-2 light "Pacific" type steam locomotive originally built in 1928 by the Baldwin Locomotive Works for the Gulf, Mobile & Northern Railroad. After the GM&N was consolidated into the Gulf, Mobile & Ohio Railroad in 1940, the locomotive was renumbered #580 and served in passenger service before being retired in 1950. Today, the locomotive is owned and operated by the Reading & Northern Railroad, based out of Port Clinton, Pennsylvania in excursion service.
Locomotive 425 was built for the Gulf, Mobile and Northern by the Baldwin Locomotive Works of Eddystone, PA as the first of two G-1 Pacifics ordered, the second being 426. The two engines later became Gulf, Mobile and Ohio 580 and 582, respectively. Both were retired in 1950.
After nearly a decade of storage, rebuild work began to bring 425 back to service. Following two years of restoration, the Pacific made its first operation under steam in December 2007 in a partially repainted appearance. Another test run was done on May 11, 2008 where the engine debuted in a new lighter blue color and an above-centered headlight. It made its return to excursion service in June 2008 on a round trip from Port Clinton to Jim Thorpe, a run it would make often. The RBMN's new star made many trips to Jim Thorpe and other locations over the next three years, with employee runs, tourist trains on the Lehigh Gorge Scenic Railway, and a featured attraction of the 2010 NRHS Convention.
The Reading & Northern runs regular tourist trains on the Lehigh Gorge Scenic Railway usually with the railroad's fleet of more modern freight diesels.
In August 2015, No. 425 was given a new paint scheme and was pulling regular passenger trains when she was visited at Jim Thorpe, PA, by Nickel Plate 765 on a Norfolk Southern 21st Century Steam excursion.
On September 4th, 2017, No. 425 struck a car leaving a parking lot in Jim Thrope.
Denver and Rio Grande Western 223 is a "Consolidation" type narrow-gauge steam railway locomotive built for the Denver and Rio Grande Railroad by the Grant Locomotive Works of Paterson, New Jersey in 1881-82. Number 223 was completed in December 1881, at a cost of $11,553. Baldwin built an additional 25 locomotives in the same class at the same time.
Although the Utah State Historical Society suggests that the 223 worked in Utah (the Utah operations of what became the D&RGW were narrow gauge until 1890), and the 223's National Register of Historic Places nomination included this, the Rio Grande Modeling and Historical Society's roster of locomotives does not show it in the Utah section. It was later concluded by Jerry Day that the 223 was never used in Utah.
On December 11, 1892, the Denver & Rio Grande's Salida shops and roundhouse caught fire. The fire started in the waste box in the cab of D&RG No.419 and spread to the oil-soaked floor. Due to the city's fireplugs being shut off because of cold weather, the shop burned to the ground, taking the 223 with it. The 223 was rebuilt soon after and placed back in service.
Only 13 years later, the 223 was involved in another roundhouse fire, this time in Gunnison on January 17, 1905. The 223 again burned along with sister C-16 No. 218. Both locomotives were rebuilt, and the 223's tender tank was replaced in April of the same year.
The Rio Grande Southern Railway was known to lease locomotives from the D&RG. In 1907 the 223 and other C-16s were sent to the RGS, being returned to the D&RG in 1922. On September 12 of that year the 223 collided with C-16 no. 222 in Chama, New Mexico. No records of the damage to either locomotive were kept.
The final location of the 223's operation comes from eight photographs taken by Otto Perry on July 4, 1940, showing 223 working the 18 mile Baldwin Branch, with photographs at Gunnison, Dollard, Castleton, and Baldwin. The Baldwin Branch was originally built by the Denver, South Park & Pacific (Colorado Southern) and retained its original wooden bridges. Due to the weight restrictions of these bridges, the remaining C-16s were the only locomotives permitted on the branch, and the 223 served on this portion of the D&RGW from 1937 to her retirement.
Most of the C-16s were retired by the late 1920s-mid-1930s; only one stayed in service until the mid-1950s (#268 was retired in 1955). The 223 was removed from service in 1941.
Shipped along with the 223 were a narrow gauge boxcar, caboose, and high-side gondola, which were sent to Pioneer Village in the Lagoon Amusement Park in Farmington, Utah. These cars were later stored in Ogden in poor condition alongside the 223 until they were burned in the 2006 Shupe-Williams Candy Factory Fire.
Restoration work is being done by the Golden Spike Chapter of the Railway & Locomotive Historical Society in the former Trainman's Building at the North end of the Ogden Union Station, which can be accessed from the platform on Track 1. They meet on Saturday mornings.
Restoration began in 1992 using a boxcar, UP 910261, as a shop. The group soon outgrew this rudimentary shelter and was given the Trainman's Building after the Candy Factory Fire in 2006. Ogden City paid for roof repairs, an alarm system and fluorescent lighting, and the restoration work was moved inside. At the same time the 223 was moved from its place behind the Shupe-Williams Candy Factory to the north end of the platform outside of the shop.
Currently, the wooden cab is completed, the appliances are repaired, and work on the tender is nearing completion. As of 2010, the tender tank was being riveted, with over 3,000 hand-drilled rivet holes. The Golden Spike Chapter works according to the "pay-as-you-go" philosophy, completing work as they obtain the funds, which accounts for the slow, yet steady, progress of the restoration.
It was added to the National Register of Historic Places as Grant Steam Locomotive No. 223 in 1979.
In October 2020, restoration of the 223 was halted.
2011 marked the 130th anniversary of the 223's construction (1881–2011). In addition, it is the 70th year since the 223's removal from service (1941) and the 20th year since she was moved to Ogden from Salt Lake City. To commemorate the event, the Golden Spike Chapter began uploading to YouTube videos from important events in the 223's recent history, such as the 1991 move from Salt Lake City and the 2006 Candy Factory Fire. The 130th anniversary was also featured in the December 2010, issue of the Colorado Time-Table.
Southern Railway 722 is a class "Ks-1" 2-8-0 "Consolidation" type steam locomotive built in September 1904 by the Baldwin Locomotive Works for Southern Railway.
No. 722 was used on Southern's Murphy Branch to pull logging trains between Asheville, North Carolina and Murphy, North Carolina until it retirement from revenue freight service by Southern in August 1952.
In November 1952, No. 722 and classmate No. 630 were both purchased by the East Tennessee and Western North Carolina Railroad (ET&WNC) and renumbered No. 208 and No. 207, respectively. Originally, the ET&WNC offered Ks-1s No. 685 (Baldwin, 1904) and No. 835 (Baldwin, 1906), but turned it over in favor of the formers due to the latters being stored outside in dilapidated condition.
After the purchasing was complete, Southern cut down the size of the two class "Ks-1" locomotives' tender coal bunker to make sure that it would be easier for the engineer to get a better view during numerous switching moves and reverse operation.
On December 8, 1967, No. 208 (No. 722) and No. 207 (No. 630) were both traded back to the Southern Railway for use in their steam excursion program in return for a pair of former Central of Georgia ALCO RS-3s. While they retrieved their old numbers, No. 722 had a cracked firebox, but No. 630 was in better condition, and has been given minor repairs as it began excursion service in February 1968.
Two years later, No. 722 had its firebox repaired and a brand new paint scheme of Southern's Sylvan green with gold linings to match the fellow excursion locomotive No. 4501. It made its debut in 1970 with Nos. 630 and 4501 for the National Railway Historical Society (NRHS) convention in Charleston, South Carolina.
In May 1979, Southern loaned No. 722 to the Wilmington and Western Railroad (WWRC) to operate on their Wilmington and Northern Branch line. In September 1980, Southern loaned the locomotive again, this time to the Tennessee Valley Railroad Museum (TVRM) in Chattanooga, Tennessee along with No. 630 to make way for larger steam locomotives such as Canadian Pacific No. 2839, Texas and Pacific No. 610 and Chesapeake and Ohio No. 2716 to pull the longer and heavier excursions on Southern's system.
In November 1985, No. 722 was taken out of service for its boiler ticket certificate and sat on display at the museum. In 1992, the locomotive was moved to Asheville, North Carolina by Southern's successor, Norfolk Southern (NS) to be on display at the city's Biltmore section. In late 1999, NS has sold the Biltmore property for redevelopment and removed No. 722 from her display site to the Asheville roundhouse for storage.
In late 2000, the Great Smoky Mountains Railroad (GSMR), which operates the same Murphy Branch in which No. 722 was used in revenue service many years ago, purchased the locomotive. Today, No. 722 remains disassembled and neglected outside the GSMR's workshop area in Dillsboro, North Carolina with an uncertain future. Although the restoration cost for the locomotive is $700,000, there are currently no plans to restore it to operating condition.
Oregon Railroad and Navigation Co. 197 is a 4-6-2 "Pacific" type steam locomotive built by the Baldwin Locomotive Works in 1905 for the Oregon Railroad and Navigation Company (OR&N). It has been owned by the City of Portland since 1958, and since mid-2012 it resides at the Oregon Rail Heritage Center where it can be viewed by the public.
The locomotive can be briefly seen in the 1993 movie Free Willy, while it was still on display near Oaks Amusement Park.
In 1975, the SP 4449 was pulled out of the park to be restored to pull the American Freedom Train which would travel across the country during the United States Bicentennial. In 1987, SP&S 700 left the park to begin a restoration of its own, leaving the 197 the last engine in the park. Due to a parking lot expansion, the 197 was moved a short distance from its original 1950s resting place at Oaks Park. Otherwise, it sat almost forgotten until late 1995, when a small group of individuals banded together to consider returning the locomotive to operation.
As of 2008, the restoration was about half complete and was expected to be completed by 2012. It is being carried out by the all-volunteer "Friends of the OR&N 197".
Of all the steam locomotives that pulled the farewell to steam excursions, only the 1744, 2248, and 4460 are preserved. The 4460 has remained on static display at the Museum of Transportation in St. Louis, Missouri, as the "Forgotten Daylight", whereas the 2248 has been restored to operation on the Grapevine Vintage Railroad in Tarrant County, Texas, as "Puffy" since 1993, but is currently undergoing a 1,472-day overhaul required by the Federal Railroad Administration. On April 18, 1959, the Southern Pacific donated the 1744 to the Sons of Utah Pioneers, and the locomotive was moved to their grounds in Corinne, Utah on May 9, where it remained on static display for the next twenty-one years.
Atchison, Topeka & Santa Fe 3751 is a class 3751 4-8-4 "Northern" type steam locomotive built in 1927 by the Baldwin Locomotive Works for the Atchison, Topeka & Santa Fe Railway (ATSF). Built as the first 'Northern' type steam locomotive for the Santa Fe, No. 3751 served in passenger duties until being retired in 1957.
The locomotive was then placed on display in San Bernardino until it was restored to operating condition in 1991. It is currently located in the Central City East neighborhood of Los Angeles and is listed on the National Register of Historic Places. It holds the distinction of being the oldest surviving 4-8-4 type steam locomotive in the world.
The locomotive is currently owned and operated by the San Bernardino Railroad Historical Society who use the locomotive to haul occasional mainline excursion trains. However, a federally mandated 15-year inspection was expected to put it out of service for three to four years. 3751's current overhaul is estimated to be completed in 2021.
Built in 1927 by the Baldwin Locomotive Works, 3751 was Baldwin's and the Santa Fe Railway's first 4-8-4. Tests showed that 3751 was 20% more efficient and powerful than the Santa Fe's 3700 class 4-8-2 "Mountain" type steamers, which at the time were Santa Fe's most advanced steam locomotives.