Steamtown, U.S.A. facts for kids
Meadow River Lumber Company Shay #1 on static display at Steamtown, Bellows Falls, Vermont, ca. 1974
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| Established | 1963 |
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| Dissolved | 1983 |
| Location | Bellows Falls, Vermont |
| Type | Steam locomotive and other rail equipment |
Steamtown, U.S.A. was a special museum all about steam locomotives. It offered fun train rides pulled by steam engines. These trips ran from places like North Walpole, New Hampshire, and Bellows Falls, Vermont. The museum was open from the 1960s until 1983.
A rich businessman named F. Nelson Blount started Steamtown. After he passed away in 1967, a non-profit group called the Steamtown Foundation took over. Over time, the museum faced challenges. Vermont had new rules about air quality that made it hard to run steam trains. Fewer visitors came, and there were arguments about using the train tracks.
Because of these problems, some of the trains were moved to Scranton, Pennsylvania, in the mid-1980s. The rest of the collection was sold off. Steamtown kept running in Scranton, but it didn't attract as many visitors as hoped. It soon faced money troubles, and more trains had to be sold to pay debts.
In 1986, the United States House of Representatives decided to help. A representative from Pennsylvania, Joseph M. McDade, pushed for the government to spend $8 million. This money was for studying the train collection and starting the process to make it a National Historic Site. The National Park Service (NPS) then researched the trains still owned by the Foundation. This research helped decide which trains should be part of the new government-funded museum. The findings were published in 1991 as the Steamtown Special History Study.
By 1995, the NPS had taken over Steamtown. They spent $66 million to develop it. Some trains were removed from the collection after the government took over. Today, parts of F. Nelson Blount's original collection are still on display at the Steamtown National Historic Site in Scranton.
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The Story of Steamtown
How the Train Collection Started
F. Nelson Blount loved railroads. He was the heir to a big seafood company. When he was only 17, he even wrote a book about steam power! In 1955, he bought the narrow-gauge Edaville Railroad in Carver, Massachusetts. This was the start of him building one of the biggest collections of old steam locomotives in the United States.
Besides the Edaville Railroad, Blount also ran train rides at other places. These included Pleasure Island in Wakefield, Massachusetts, and Freedomland U.S.A. in New York City. By 1964, a part of his collection was kept at a train facility in North Walpole, New Hampshire. This collection had 25 steam locomotives from the U.S. and Canada. It also had 10 other locomotives and 25 train cars.
In 1961, Blount and his friends created a company called Monadnock, Steamtown & Northern Railroad Amusement Corporation. This company was meant to run the tourist trains for his museum, Steamtown U.S.A. Blount wanted to open Steamtown at his North Walpole site. He planned to run train rides to Keene. But problems with railroad workers changed his plans.
Blount then made a deal to use 18 miles of track between Bradford, New Hampshire, and Sunapee, New Hampshire. On July 22, 1961, the train rides started at Lake Sunapee. They used a former Canadian National Railway steam locomotive, #47, and old wooden train cars. These steam rides ended early on August 25. The locomotive had to be taken out of service because of missing maintenance papers. Copies of the papers were found later, showing the train needed repairs. A diesel train was used for a few more days, but it wasn't as popular.
In 1962, the train company ran rides between Keene and Gilboa. Blount almost made a deal with New Hampshire. He would donate 20 locomotives if the state funded a Steamtown USA in Keene. This idea was popular in Keene. The governor, Wesley Powell, first approved the plan. But the railroad company delayed selling the tracks. In early 1963, the new governor, John W. King, rejected the Keene plans. An advisory group felt the plan didn't offer anything special to New Hampshire.
In 1963, the "Steamtown Foundation for the Preservation of Steam and Railroad Americana" was officially formed. This non-profit group had nine unpaid directors, including Blount. Other important people joined, like former New Hampshire governor Lane Dwinell. The mayor of Keene, Robert L. Mallat, Jr., and Vermont judge Thomas P. Salmon were also involved. Salmon later became governor of Vermont.
Steamtown U.S.A. opened as a museum for the first time in 1963. The train company ran excursions again from North Walpole to Westmoreland. Blount also started talking with Vermont about using old tracks there. The Steamtown Foundation's first goal was to move Blount's collection from North Walpole. They wanted to move it to a new place called "Riverside" in Bellows Falls, Vermont. This new site was across the Connecticut River.
In 1964, Blount started the Green Mountain Railroad. This company would handle freight on the old tracks between Bellows Falls and Rutland. The train company began running excursions on these tracks in 1964. Freight service started on April 3, 1965. Meanwhile, parts of the Steamtown collection began moving from North Walpole to Riverside.
Steamtown's Time in Vermont
F. Nelson Blount died in a plane crash on August 31, 1967. By then, much of his train collection was owned by the Steamtown Foundation. It had been moved to Riverside. The Green Mountain Railroad controlled the tracks that Steamtown used for its rides. After Blount's death, most of the Green Mountain Railroad's ownership went to its president, Robert W. Adams. The Green Mountain Railroad temporarily took over the passenger train rides. The Monadnock, Steamtown & Amusement Corporation stopped operating in December 1967.
While in Vermont, Steamtown offered many types of train rides. These usually ran in the summer and during the beautiful fall foliage season. Sometimes, the trips were very long, like one that went from Boston to Montreal. Other trips ran between Bellows Falls and Rutland. Daily rides went from Riverside station in Bellows Falls to Chester depot.
In 1977, a ticket for an adult cost $5.75, and for a child, it was $2.95. This price included entry to the museum grounds at Riverside station. The station was about 2 miles (3.2 km) outside of town, right by the Connecticut River. A travel writer named Bill Rice described the 13-mile (21 km) trip to Chester. He said it offered "a beautiful view of unspoiled Vermont countryside." He mentioned "covered bridges, vintage farms with grazing livestock and cornfield and a winding river with a deep gorge and picturesque waterfall." The river he talked about was the Williams River, which the train crossed seven times. The waterfall was at Brockway Mills Gorge, seen from a bridge 100 feet (30 m) above. Rice also said that in 1977, Steamtown had the largest collection of steam locomotives in the world.
In 1971, Vermont allowed the Green Mountain Railroad to operate steam trains. This was a special permission for the rides between Steamtown's Riverside station and Chester. In 1974, Vermont was getting ready to celebrate the country's 200th birthday. The Steamtown train rides were a big part of this. The issue of air pollution rules came up again. The museum was running on temporary permits.
By 1976, the relationship between Steamtown and the Green Mountain Railroad got worse. They argued about who should maintain the tracks, which were owned by Vermont.
By 1978, the Steamtown Foundation started looking for a new home for Steamtown, U.S.A. Places like Orlando were considered. In 1980, Ray Holland, the chairman of the Steamtown Foundation, resigned. He had disagreements with the board. Another director, Robert Barbera, also resigned. The next year, Steamtown didn't run any train rides. Don Ball, Jr., took over and found that the excursion train didn't meet federal safety rules.
In 1981, even with its huge collection of old trains, Steamtown, U.S.A. only had 17,000 visitors. Meanwhile, Connecticut's Essex Valley Railroad, which used two small engines, had 139,000 visitors. Even in its best year, 1973, the Vermont location only attracted 65,000 visitors.
A newspaper writer named Michael McManus suggested solutions for old industrial states. In March 1982, he wrote a big article about Steamtown. McManus suggested that a city like Chicago, Pittsburgh, or Scranton could benefit from a tourist attraction like Steamtown. He explained why the business was failing in Vermont. Reasons included past management issues, a remote location, and a lack of signs on Interstate 91. Also, the roof of the largest storage shed collapsed under heavy snow that winter. This damaged several trains, including Canadian Pacific Railway No. 1293 and the Meadow River Lumber Company No. 1 Shay.
When asked about the value of the Steamtown collection, Jim Boyd, editor of Railfan magazine, said it was priceless. He mentioned the "Big Boy" Union Pacific No. 4012 and the Rahway Valley No. 15. He said these trains were "no longer obtainable anywhere." McManus ended his argument for moving Steamtown by saying, "What is at stake is more than tourism and jobs. It is a significant part of America's past."
In June 1983, McManus wrote again. He announced that Scranton had taken his suggestion. Other cities considered were Springfield, Massachusetts, and Willimantic, Connecticut. But on May 24, Scranton signed a contract to get Steamtown. They promised to raise $2 million to move 40 old steam engines and 60 cars. Steamtown ran its last Vermont train ride on October 23, 1983. Canadian Pacific 1246 pulled the train on a 100-mile (160 km) round trip to Ludlow, Vermont.
Steamtown Moves to Scranton and Becomes a National Site
When Scranton agreed to take Steamtown, U.S.A., it was thought the museum would attract 200,000 to 400,000 visitors yearly. The city and a developer spent $13 million to fix up the Delaware, Lackawanna and Western Railroad (DL&W) station. They turned it into a Hilton hotel. This was at a time when 13 percent of people in the city were unemployed.
However, only 60,000 visitors came to Steamtown in 1987. The train rides for 1988 were canceled. After just three years, the museum was $2.2 million in debt and facing bankruptcy. Part of the problem was the high cost of fixing up the new property and the old trains. Also, the train ride in Scranton was not as scenic as in Vermont. Instead of farms and covered bridges, it went through a large junkyard.
In 1986, the U.S. House of Representatives approved $8 million. This money was to study the collection and start making it a National Historic Site. This was thanks to Representative Joseph M. McDade from Scranton. By 1995, the National Park Service (NPS) had bought and developed Steamtown. It cost $66 million in total. It opened as the Steamtown National Historic Site that same year.
The NPS researched the trains in 1987 and 1988. This research helped them decide which trains should be part of the government's collection. The report, called Steamtown Special History Study, was published in 1991. It gave short histories of each train. It also suggested which ones were historically important to the United States. Many trains that didn't meet these rules were sold or traded. They were exchanged for trains that were important to the DL&W grounds where the site is located.
The Train Collection
Before moving to Scranton, Steamtown sold some trains. After it became a national site, more trains were sold or traded. Here are some examples of the original collection. Some are still in Scranton, while others are not. We'll share the latest known locations for them.
Trains That Ran in Bellows Falls
Rahway Valley No. 15 was built in June 1916 by Baldwin Locomotive Works. It is a 2-8-0 Consolidation type locomotive. It was first built for the Oneida & Western Railroad and was numbered 20. This railroad helped develop Tennessee's coal and lumber industry.
In the mid-1930s, the Rahway Valley Railroad in New Jersey bought this engine. It was renumbered 15. This locomotive was mainly used when the company's other trains were being fixed. It was a favorite of the master mechanic, Charles Nees. When it was retired in 1953, it was stored safely. F. Nelson Blount bought it in 1959.
Blount first used No. 15 for display at Pleasure Island. Then, it ran train rides in New Hampshire and Vermont from 1962 to 1967. It was used again at Steamtown in 1973. During a trip, it had a problem that injured the engineer, Andy Barbera. No. 15 needed repairs, but they weren't done at the time. This locomotive appeared in the movie The Cardinal (1963). The Steamtown Special History Study suggested it be restored. This was because it had worked in the northeastern U.S. and was serviced in Scranton once. As of March 2012, No. 15 is still displayed at Steamtown National Historic Site.
Canadian Pacific Railway No. 1293 was built in 1948 by Canadian Locomotive Company. It was retired after only eight years because diesel trains became popular. This was one of three 4-6-2 "Pacific" type locomotives that ran at Steamtown in Bellows Falls. The Steamtown Special History Study didn't give many details about its early life. But it said Blount bought it in January 1964.
The Steamtown Foundation bought it in 1973 and rebuilt it in 1976. It started running train rides in June that year. It was green and black. No. 1293 served Vermont as its "Bicentennial Train," traveling 13,000 miles (21,000 km). Vermont leased it for 80-mile (130 km) trips and called it "The Spirit of Ethan Allen".
In 1979, the locomotive was renumbered "1881" and painted black with silver stripes. A Hollywood company leased it for the horror movie Terror Train (1979), starring Jamie Lee Curtis. In 1980, it was repainted with Canadian Pacific's 1930s colors. This black, gold, and Tuscan red paint job was very popular. The number 1293 was also put back on the engine. In February 1982, parts of 1293 were damaged when a Steamtown storage building roof collapsed from heavy snow.
The Steamtown Special History Study said this train should be part of the federal collection. This was because it had operated in New England. But after moving to Scranton, the Canadian train sat unused for 12 years. The Ohio Central Railroad System bought it in 1996 and restored it. As of July 2010, the Ohio Central Railroad has changed owners. But the former owner, Jerry Joe Jacobson, kept a collection of old trains, including CPR 1293. It was still running as of October 2011.
Canadian Pacific Railway No. 1278, like its sister, CPR 1293, was also built in 1948 by Canadian Locomotive Company. It is a 4-6-2 "Pacific" type locomotive. Blount bought it in May 1965 and renumbered it 127. Blount planned to renumber all three of his 1200 series Canadian Pacific trains. But only 1278 was changed. The new number stayed until 1973, when its original number was put back.
The locomotive was leased to the Cadillac and Lake City Railroad in Michigan from 1970 to 1971. After some repairs, it returned to Bellows Falls for train rides. After moving to Scranton, CPR 1278 was traded to the Gettysburg Steam Railroad in Pennsylvania. On June 16, 1995, an explosion in the firebox of CPR 1278 injured three crew members. One man, James Cornell, was seriously hurt. The train had 310 passengers, but none were injured.
An investigation found that poor maintenance and training caused the accident. The Canadian design of the firebox might have prevented more injuries. Jerry Jacobson, owner of the Ohio Central Railroad, bought the engine in 1998. After he sold his railroad in 2008, he kept ownership of the locomotive. As of 2009, it is stored at Jacobson's Age of Steam Roundhouse in Sugarcreek, Ohio.
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Canadian Pacific Railway No. 1246 was the third of the 1200 series Canadian Pacific locomotives. In the fall of 1983, Steamtown said "farewell to Vermont." They offered two 100-mile (160 km) train rides. These trips went "through a landscape of covered bridges, rushing streams and scenic countryside." CPR 1246 was to pull the train, which could hold 800–1000 passengers.
Built in 1946, CPR 1246 is a 4-6-2 type locomotive. It operated at Steamtown in Scranton between 1984 and 1986. But it was decided that 1246 was "too light for the heavy grades and sharp curves of the Steamtown line." The National Park Service sold it to the Connecticut Valley Railroad Museum in 1988. This locomotive was on display from 1996 to 2008 at the Valley Railroad in Essex, Connecticut. In 2008, it moved to the Naugatuck Railroad. This railroad is run by the Railroad Museum of New England in Thomaston, Connecticut.
Other Trains from the Blount Collection
Union Pacific 4012
"Big Boy" is a 4-8-8-4 type locomotive built in November 1941. It is one of the world's largest steam locomotives, weighing 1,250,000 pounds (570,000 kg). The Steamtown Special History Study suggested that 4012 stay at Steamtown. It is the only articulated type in the collection. It was also suggested that it remain on display. It was doubtful that the tracks and bridges could hold its great weight.
Because it was so big, Big Boy 4012 has stayed outdoors since arriving in Scranton. It was still on display as of today. From 2019 to 2021, the locomotive was cosmetically restored. Besides 4012, seven other Union Pacific Big Boys still exist. One of them, number 4014, was restored in 2019. This made it the new largest active steam engine in the world.
Meadow River Lumber Company No. 1
While at Steamtown, the Shay locomotive was badly damaged. The building it was stored in collapsed under heavy snow in February 1982. The Shay's wooden cab was destroyed. But other parts were already missing before this incident. It was decided that it would stay at the National Historic Site. This was because it was the only Shay and the only geared locomotive in the collection.
Bevier & Southern Railroad No. 109
Bevier & Southern Railroad No. 109 was built in 1900. This 2-6-0 type locomotive served the Illinois Central Railroad under several numbers. As of July 2010, it is at the Illinois Railway Museum in Union. It is called Illinois Central 3719 there.
Illinois Central No. 790
This locomotive was built in 1903 by American Locomotive Company. It is a 2-8-0 Consolidation type. It was first owned by Chicago Union Transfer Railway and numbered 100. It was sold to Illinois Central Railroad Company in 1904 and renumbered 641. This railroad operated 4,265 miles (6,864 km) of track between Chicago, Illinois and New Orleans, Louisiana.
This locomotive pulled heavy freight in Tennessee. It was likely used a lot. The Illinois Central rebuilt it in 1918, adding a superheater. In 1943, it was renumbered 790. It stayed in service until diesel-electric locomotives replaced it. It was put into storage. But the railroad still had to use No. 790 in the spring to help trains through flooded tracks. Diesel engines would short out in water, but steam engines were higher up.
In 1959, it was sold to Louis S. Keller, who hoped to use it for train rides. It was used for "flood duty" in April 1965. Later that year, it was sold to David de Camp. He planned to use it near Lake Placid, New York. But those plans didn't work out. F. Nelson Blount bought it in January 1966.
No. 790 is the only surviving locomotive of the Chicago Union Transfer Railway. It is also the only Illinois Central 2-8-0 Consolidation type of its kind left. About 146 standard gauge 2-8-0s still exist in the United States, including Illinois Central No. 790. The Steamtown National Historic Site kept this locomotive based on the Steamtown Special History Study's suggestion.
Brooks-Scanlon Corporation No. 1
No. 1 was once part of the Steamtown, U.S.A. collection. This type of locomotive was first used on flat land like the Great Plains in Kansas. So, it was called a Prairie-type locomotive. Prairie locomotives were later used by lumber companies on flat forest land. This locomotive was built specifically for the lumber industry. It served several lumber companies in Florida.
The Carpenter-O'Brien Lumber Company ordered this locomotive in 1913. It was built by Baldwin Locomotive Works in 1914. Locomotive No. 1 started working at the company's Eastport sawmill in Florida. This train could burn either coal or wood. It likely had a special smokestack to catch cinders.
After the United States entered World War I in 1917, the Carpenter-O'Brien Lumber Company was sold. It became part of Brooks-Scanlon Corporation. By 1928, Brooks-Scanlon was working in four Florida counties. This locomotive probably hauled logs to the mill or moved cars around the plant. Over the years, the locomotive changed owners several times among Florida lumber companies.
In 1959, locomotive No.1 was taken out of service. Its owner, Lee Tidewater Cypress, sold it to F. Nelson Blount in 1962. It was moved to Walpole, New Hampshire. Then, it went across the Connecticut River to Bellows Falls, Vermont. It stayed there until the Blount collection moved to Scranton, Pennsylvania.
Simons Wrecking Company No. 2
Simons Wrecking Company No. 2 is an H.K. Porter, 0-6-0T steam engine built in 1941. This tank engine uses oil for fuel. It worked for the US Navy during World War II in Virginia as #14. Later, it worked for Simons Wrecking Co. as No. 2.
This locomotive was part of Blount's Steamtown collection. But it was sold before Steamtown moved to Scranton. It sat for many years in a junkyard in Newbury, Massachusetts. In 2006, Dick Carnevale, a public works director, removed the engine. He started restoring it, hoping to display it in a city park. Carnevale and volunteers did the restoration. After he resigned in 2008, the city asked him to remove the engine. Local residents contacted the Friends of Valley Railroad. They bought the engine and moved it to Essex, Connecticut. Today, the locomotive is on display at Essex Steam Train and Riverboat.
Canadian National Railways No. 1551
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No. 1551 is a 4-6-0 type locomotive. It was built in March 1912 and was first numbered 1354 for the Canadian Northern Railway. It was mainly used on Canadian commuter lines. The locomotive was renumbered 1551 in October 1956 and retired in 1958. Blount bought the engine in 1961, and restoration began but was never finished.
In 1986, Jerry Joe Jacobson traded another locomotive for No. 1551. It was restored and ran train rides for the Ohio Central Railroad. Jacobson lost control of the railroad in 2008. But he still owns the locomotive. It is stored at Jacobson's "Age of Steam Roundhouse" in Sugar Creek, Ohio.
Canadian National Railways No. 96
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Canadian National Railways No. 96, a 2-6-0 Mogul type, is also owned by Jerry Joe Jacobson. It was built in 1910 by the Canadian Locomotive Company. It was first numbered 1024 for the Grand Trunk Railway. Then, it became 926 when Canadian National got it in 1923. CN renumbered it 96 in 1951. It was sold to Blount in June 1959.
While Blount owned it, parts from No. 96 were used to keep its sister train, Canadian National 89, running. No. 89 was also part of Steamtown at the time. No. 96 was sold in the 1980s and went to Ontario. Jacobson bought it in 1994. As of today, No. 96 is stored and on display at the Age of Steam Roundhouse in Sugar Creek, Ohio.
Southern Railway No. 926; Repton
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Southern Railway No. 926 is a V Class "Schools class" 4-4-0 type locomotive. It is one of 40 trains named after British public schools. It is also one of only three Schools class locomotives that still exist. It was finished in May 1934. It worked on the Bournemouth route and between Waterloo and Portsmouth. It was one of the last of its class to be overhauled by British Railways in 1960. This made it a good choice for preservation. In December 1962, the engine was taken out of service.
In 1963, a New York businessman, Edgar Mead, wanted to buy it for the Empire State Railway Museum. Repton was eventually acquired by Steamtown. It was cosmetically fixed up in 1966 before moving to America the next year. Steamtown then loaned the engine to the Cape Breton Steam Railway in Canada. There, it ran regular passenger service. It also operated in Scranton after Steamtown moved there.
In 1989, it was sold again and returned to the United Kingdom. It went to the North Yorkshire Moors Railway (NYMR). There, it was overhauled and found to be in good condition. As of 2021, it is still running on the NYMR.
Canadian Pacific Railway No. 2816
Canadian Pacific Railway No. 2816 was bought by Blount in January 1964. It was built by Montreal Locomotive Works in 1930. This 4-6-4 Hudson, H1b class locomotive traveled over 2,000,000 miles (3,200,000 km). For 30 years, it pulled passenger trains between Winnipeg and Calgary, and Winnipeg and Fort William, Ontario. Later, 2816 worked on the Windsor-to-Quebec City route. Its last trip was on May 26, 1960.
The Steamtown Special History Study suggested keeping the locomotive. It was the only 4-6-4 in the group. But the National Park Service sold it back to Canadian Pacific Railway. They restored it and put it back into service.
In 1998, the Steamtown National Historic Site started selling off foreign equipment. This included CPR 2816. Canadian Pacific Railway bought it. They spent $1 million over three years to restore it. They also changed it from burning coal to oil. In 2001, renamed the "Empress," 2816 was used for special train rides. These trips went between Calgary and Vancouver, British Columbia. After a year off in 2009, the Empress toured Canada in 2010. It offered rides to the public. CPR donated the money from tickets to the Children's Wish Foundation. It ran until 2012. As of present, 2816 is the first steam engine in Canada with Positive Train Control. In Spring 2024, it made a trip from Calgary to Mexico City. In 2011, 2816 appeared in the IMAX Documentary "Rocky Mountain Express."
Bullard Company No. 2
Bullard Company No. 2 is a small tank locomotive. It was built by H.K. Porter Company in October 1937 for the Bullard Company. It is on display at Steamtown National Historic Site as of September 2010. According to the Steamtown Special History Study, this locomotive moved cars around the Bullard tool plant in Bridgeport, Connecticut. It did this for about 15 or 20 years. The Bullard Company sold it to a used locomotive dealer. Blount bought it in June 1963.
Union Pacific Railway No. 737
Union Pacific No. 737, a 4-4-0 "American," was built by Baldwin Locomotive Works in 1887. It is the oldest locomotive in the collection that operated in the United States. It is also the "oldest genuine Union Pacific in existence." When it was built, it was the most common type of locomotive for both passenger and freight trains in the U.S. So, it was called the "American Standard" or "American."
In 1904, the locomotive was sold to the Southern Pacific Company. Its number changed to 246, then to 216. It was retired from main railroads in 1929. It then worked in industry for sugar companies. It was retired by the last company in 1956. Blount acquired it in 1957.
The locomotive originally had a "diamond" smokestack. It's not known when it was changed to a straight "shotgun" stack. In the early 1900s, it was changed from burning coal to oil. Its wooden "cowcatcher" was replaced with a steel one. The wooden cab was replaced with a steel cab. When the engine moved from Louisiana to Vermont, its steel cab roof was removed. A worker at Steamtown later mistakenly cut a piece of the roof for scrap metal. In 1970, the train was "restored" in a way that changed its look. It was given a diamond-shaped smokestack and a kerosene headlamp that didn't look like the originals. This made the engine look different from how it ever did during its working life.
The engine was removed from the Steamtown collection in 1995. It moved to the Nevada Southern Railroad Museum in Boulder City, Nevada. The museum then loaned it to the Western Pacific Railroad Museum in Portola, California.
In 2004, the Western Pacific Railroad Museum traded the 737 to the Double T Ranch in Stevinson, California. The Double T has cosmetically restored the engine to how it looked in 1914. It is now on display with old passenger cars. This exhibit is called the "History Train." It offers "excursion rides." During these rides, the train doesn't actually move. But sounds and motions are made to make it feel like it's moving.
Accidents and Incidents
On February 4, 1982, the Steamtown shop and storage building collapsed. This happened under the weight of three feet of heavy, wet snow. This damaged No. 2317, but not so badly that it couldn't be used for train rides.
Images for kids
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Bartonsville Covered Bridge could be seen on excursion trains from Riverside to Chester.
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Worrall Covered Bridge could be seen on excursion trains from Riverside to Chester.
