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Coordinates: 39°27′35.95″N 82°14′2.32″W / 39.4599861°N 82.2339778°W / 39.4599861; -82.2339778
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{{Infobox rail | gauge={{Track gauge|ussg|allk=on}}
{{Infobox rail | gauge={{Track gauge|ussg|allk=on}}
| railroad_name = '''Hocking Valley Scenic Railway'''
| railroad_name = '''Hocking Valley Scenic Railway'''
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===1864 to 1930===
===1864 to 1930===
The current route's origins can be traced to April 1864, when the [[Mineral Railroad]] was chartered to build a railroad line between [[Columbus, Ohio|Columbus]] and [[Athens, Ohio|Athens]], a distance of about 72 miles. Little was done until 1867, when the Mineral Railroad was renamed the [[Columbus & Hocking Valley Railroad]]. The line was completed in sections between 1868 and 1870, when the first passenger train operated between the two cities on July 25, 1870. The main commodity hauled by the C&HV was coal, with clay products and related materials right behind. The C&HV eventually became part of the new [[Columbus, Hocking Valley and Toledo Railroad]] with the merger of the [[Columbus and Toledo Railroad]] and [[Ohio and West Virginia Railway]] in 1881. This new system spanned from the [[Lake Erie]] port of [[Toledo, Ohio|Toledo]] through Columbus to Athens and a branch to the [[Ohio River]] cities of [[Gallipolis, Ohio|Gallipolis]] and [[Pomeroy, Ohio|Pomeroy]]. In time, the CHV&T was reorganized as the [[Hocking Valley Railway]] in 1899, and existed as such until May 1930, when the [[Chesapeake & Ohio Railway]] merged the railroad into its system to create the Hocking Division.<ref name="Miller">{{cite web|last=Miller|first=Ed|title=Hocking Valley Railway History|url=http://chescweb.com/hvrail/history.html|work=Hocking Valley Railway History Website|publisher=Chris Burchett|accessdate=6 November 2013}}</ref>
The current route's origins can be traced to April 1864, when the [[Mineral Railroad]] was chartered to build a railroad line between [[Columbus, Ohio|Columbus]] and [[Athens, Ohio|Athens]], a distance of about 72 miles. Little was done until 1867 when the Mineral Railroad was renamed the [[Columbus & Hocking Valley Railroad]]. The line was completed in sections between 1868 and 1870, when the first passenger train operated between the two cities on July 25, 1870. The main commodity hauled by the C&HV was coal, with clay products and related materials right behind. The C&HV eventually became part of the new [[Columbus, Hocking Valley and Toledo Railroad]] with the merger of the [[Columbus and Toledo Railroad]] and [[Ohio and West Virginia Railway]] in 1881. This new system spanned from the [[Lake Erie]] port of [[Toledo, Ohio|Toledo]] through Columbus to Athens and a branch to the [[Ohio River]] cities of [[Gallipolis, Ohio|Gallipolis]] and [[Pomeroy, Ohio|Pomeroy]]. In time, the CHV&T was reorganized as the [[Hocking Valley Railway]] in 1899, and existed as such until May 1930, when the [[Chesapeake & Ohio Railway]] merged the railroad into its system to create the Hocking Division.<ref name="Miller">{{cite web|last=Miller|first=Ed|title=Hocking Valley Railway History|url=http://chescweb.com/hvrail/history.html|work=Hocking Valley Railway History Website|publisher=Chris Burchett|access-date=6 November 2013}}</ref>


===C&O Years===
===C&O Years===
Passenger service was eventually discontinued on December 31, 1949. By this point, the coal business was fading south of Columbus, and the C&O was busy operating many trains on the Columbus-Toledo portion (which connected to the C&O's mainline through [West Virginia] with the Lake Erie). Over time, business was down to a single branch line local train, the "Nelsonville Turn", which finally was discontinued itself around 1980.<ref name="Miller"/>
Passenger service was eventually discontinued on December 31, 1949. By this point, the coal business was fading south of Columbus, and the C&O was busy operating many trains on the Columbus-Toledo portion (which connected to the C&O's mainline through [West Virginia] with the Lake Erie). Over time, freight business was down to a single branch line local train, the "Nelsonville Turn", which finally was discontinued around 1980.<ref name="Miller"/>


===Starting Out: Laying the Foundation===
===Starting Out: Laying the Foundation===
By this time, the Hocking Valley Scenic Railway had been operating over seven miles of the old Monday Creek Branch to [[Carbon Hill, Ohio|Carbon Hill]] from Nelsonville since 1972. The HVSR had been created by three men: Frank L. McCauley, Ted Goodman, and Jerry Ballard. It was initially to be the "Salt Creek" railroad, as they had intentions of purchasing the abandoned [[Detroit, Toledo and Ironton Railroad]] line that operated into [[Wellston, Ohio]]. During this time, they had managed to purchase three former [[Erie Railroad]] commuter coaches, piecing together two of them to be able to transport passengers. However, before details of the railroad line itself could be finalized, a scrapper had salvaged the line. But just in time, they were notified of the Monday Creek line and its impending scrapping. This they were able to purchase before it was too late, purchasing it from the scrapper himself. Before all of this, however, they had already purchased a steam locomotive in 1965, former [[Lake Superior and Ishpeming Railroad|Lake Superior and Ishpeming]] [[2-8-0]] [[Lake Superior and Ishpeming 33|No. 33]] and were working on its restoration at the C&O's [[Yard A]] in Columbus.<ref>{{cite web|last=Dupler|first=Dave|title=HVSR Pre-1972|url=http://www.davedupler.com/hvsry/HVpre72.html|work=HVSR Pre-1972|publisher=Dave Dupler|accessdate=6 November 2013}}</ref>
By this time, the Hocking Valley Scenic Railway had been operating over seven miles of the old Monday Creek Branch to [[Carbon Hill, Ohio|Carbon Hill]] from Nelsonville since 1972. The HVSR had been created by three men: Frank L. McCauley, Ted Goodman, and Jerry Ballard. It was initially to be the "Salt Creek" railroad, as they had intentions of purchasing the abandoned [[Detroit, Toledo and Ironton Railroad]] line that operated into [[Wellston, Ohio]]. During this time, they had managed to purchase three former [[Erie Railroad]] commuter coaches, piecing together two of them to be able to transport passengers. However, before details of the railroad line itself could be finalized, a scrapper had bought the line for salvage. But just in time, they were notified of the Monday Creek line and its impending scrapping. This they were able to purchase before it was too late, purchasing it from the scrapper himself. Before all of this, however, they had already purchased a steam locomotive in 1965, former [[Lake Superior and Ishpeming Railroad|Lake Superior and Ishpeming]] [[2-8-0]] [[Lake Superior and Ishpeming 33|No. 33]] and were working on its restoration at the C&O's [[Yard A]] in Columbus.<ref>{{cite web|last=Dupler|first=Dave|title=HVSR Pre-1972|url=http://www.davedupler.com/hvsry/HVpre72.html|work=HVSR Pre-1972|publisher=Dave Dupler|access-date=6 November 2013}}</ref>


===Monday Creek and the 1970s===
===Monday Creek and the 1970s===
The first "station" of the Hocking Valley Scenic was a tarp stretched across four poles. Later on, a small building was donated. Eventually, the final structure used as a depot on the same site (near the intersection of State Route 691 and U.S. 33) was an original Hocking Valley Railway [[train order]] office originally located in [[Lancaster, Ohio]] at the crossing of the [[Pennsylvania Railroad]] and the HV. During the early 1970s, once the season was completed for the year, the 33 would be moved to the C&O's [[Parson Yard]] [[Railway roundhouse|roundhouse]] during the winter for storage and maintenance. It wouldn't be until 1976 that the locomotive would be kept in the HVSR's own (first) engine house in Nelsonville. This engine house was constructed by Bonanza Polebarn Company. Tracks were laid to the structure by the HVSR's own volunteers, with the assistance of a C&O surveyor. The work was done between 1975 and 1976, and was the first indoor shop facility owned by the railroad and was the first new track installed by HVSR crews. The track to the shop was donated and came from a spur in Logan. The early years were rough financially, and in order to make a bank payment, the "Lost Run spur" was scrapped to keep up. It was also during the late 1970s that the HVSR's Santa Claus trains began operating, which are still every year to this day.<ref>{{cite web|last=Dupler|first=Dave|title=HVSR Early Years 1972-1975|url=http://www.davedupler.com/hvsry/HVe1970.html|work=HVSR Early Years 1972-1975|publisher=Dave Dupler|accessdate=6 November 2013}}</ref><ref>{{cite web|last=Dupler|first=Dave|title=HVSR Grows Up 1975-1980|url=http://www.davedupler.com/hvsry/HVl1970.html|work=HVSR Grows Up 1975-1980|publisher=Dave Dupler|accessdate=6 November 2013}}</ref>
The first "station" of the Hocking Valley Scenic was a tarp stretched across four poles. Later on, a small building was donated. Eventually, the final structure used as a depot on the same site (near the intersection of State Route 691 and U.S. 33) was an original Hocking Valley Railway [[train order]] office originally located in [[Lancaster, Ohio]] at the crossing of the [[Pennsylvania Railroad]] and the HV. During the early 1970s, once the season was completed for the year, the 33 would be moved to the C&O's [[Parson Yard]] [[Railway roundhouse|roundhouse]] during the winter for storage and maintenance. It wouldn't be until 1976 that the locomotive would be kept in the HVSR's own (first) engine house in Nelsonville. This engine house was constructed by Bonanza Polebarn Company. Tracks were laid to the structure by the HVSR's own volunteers, with the assistance of a C&O surveyor. The work was done between 1975 and 1976, and was the first new track installed by HVSR crews and the first indoor shop facility owned by the railroad. Materials for the track to the shop were donated, coming from a spur in Logan. The early years were rough financially, and in order to make a bank payment, the "Lost Run spur" was scrapped to keep up. It was also during the late 1970s that the HVSR's Santa Claus trains began operating.<ref>{{cite web|last=Dupler|first=Dave|title=HVSR Early Years 1972-1975|url=http://www.davedupler.com/hvsry/HVe1970.html|work=HVSR Early Years 1972-1975|publisher=Dave Dupler|access-date=6 November 2013}}</ref><ref>{{cite web|last=Dupler|first=Dave|title=HVSR Grows Up 1975-1980|url=http://www.davedupler.com/hvsry/HVl1970.html|work=HVSR Grows Up 1975-1980|publisher=Dave Dupler|access-date=6 November 2013}}</ref>


===Transition Years: The 1980s===
===Transition Years: The 1980s===
Starting around 1980, the Hocking Valley Scenic began moving operations toward Athens. This was a time of transition between the Monday Creek and the former C&O Armitage Subdivision remnant south of Nelsonville. Trains were operated from the old Monday Creek station site, backed to the main line, and then operated round trip south to Glen Ebon. However, the HVSR trains never made it to Athens before focus shifted north. Trains began using the present station site at 33 West Canal Street, which is near the original passenger station and freight house sites (both already razed), in 1981. At the end of 1981, the railroad's first diesel arrived, former U.S. Army 45-ton switcher No. 7318. The present depot, based on a Hocking Valley prototype once located in [[Rising Sun, Ohio]], was constructed in 1982. Ted Goodman, an architect by trade, designed the structure, while funding and land was provided by the Baird Trust Foundation. The trees used for the lumber were donated by local attorney Mike Nolan, and the lumber was milled by [[Hocking Technical College]] (lumber mill now gone, the site now occupied by the Hocking College Public Safety Services building). The station's building contractor was Denver Stump. It was also in 1982 that two more steam locomotives arrived, donated by [[American Electric Power]], which were 0-6-0 No. 3 and "fireless" 0-4-0 No. 2 (it wouldn't be until 2003 that No. 3 was moved into the shop to begin restoration efforts). The Monday Creek Branch was finally scrapped in 1983.<ref name="Dupler">{{cite web|last=Dupler|first=Dave|title=HVSR Years of Transition 1980s|url=http://www.davedupler.com/hvsry/HV1980.html|work=HVSR Years of Transition 1980s|publisher=Dave Dupler|accessdate=6 November 2013}}</ref>
Starting around 1980, the Hocking Valley Scenic began moving operations toward Athens. This was a time of transition between the Monday Creek and the former C&O Armitage Subdivision remnant south of Nelsonville. Trains were operated from the old Monday Creek station site, backed to the main line, and then operated round trip south to Glen Ebon. However, the HVSR trains never made it to Athens before the focus shifted north. Trains began using the present station site at 33 West Canal Street, which is near the original passenger station and freight house sites (both already razed), in 1981. At the end of 1981, the railroad's first diesel arrived, former U.S. Army 45-ton switcher No. 7318. The present depot, based on a Hocking Valley prototype once located in [[Rising Sun, Ohio]], was constructed in 1982. Architect Ted Goodman designed the structure, with funding and land provided by the Baird Trust Foundation. Trees used for the lumber were donated by local attorney Mike Nolan, and the lumber was milled by [[Hocking Technical College]]. (The lumber mill is now gone, and the site is now occupied by the Hocking College Public Safety Services building.) The station's building contractor was Denver Stump. It was also in 1982 that two more steam locomotives arrived, donated by [[American Electric Power]]: 0-6-0 No. 3 and "fireless" 0-4-0 No. 2. (It wouldn't be until 2003 that No. 3 was moved into the shop to begin restoration efforts.) The Monday Creek Branch was finally scrapped in 1983.<ref name="Dupler">{{cite web|last=Dupler|first=Dave|title=HVSR Years of Transition 1980s|url=http://www.davedupler.com/hvsry/HV1980.html|work=HVSR Years of Transition 1980s|publisher=Dave Dupler|access-date=6 November 2013}}</ref>


===Looking North to Logan===
===Looking North to Logan===
As the C&O and its parent company [[CSX]] began moving out of the market south of Columbus, it was becoming apparent that in order to maintain a connection to the outside world by rail, the railroad would have to look north. With that, the rest of the Armitage Subdivision was acquired piecemeal between just east of Logan and Nelsonville. The HVSR began operating trains to East Clayton and eventually Diamond (both once homes to large brick plants) by 1985. By the late 1980s and early 1990s, the trains were running over the present route between East Logan and Nelsonville, with a shorter trip to the last remaining Ohio company town known as [[Haydenville, Ohio|Haydenville]]. It was during the late 1980s that the Hocking acquired GP7 No. 5833 from the C&O, and in the early 1990s, it was restored to its original as-delivered paint scheme. Charter trips to [[Canal Winchester, Ohio]] were also going on during the early and mid-1990s, operating over the remainder of former C&O track now owned by the [[Indiana & Ohio Railway]]. But in 1995, the HVSR lost its original engine house as the land it occupied was leased and had been sold out from under them. As a result, and with new federal boiler regulations and inspections, with no facility, No. 33 was sidelined at the conclusion of the 1996 season until it was traded to [[Ohio Central Railroad System|Ohio Central]] owner [[Jerry Jacobson]], who eventually restored it to operation again. No. 33 was traded for GP10 No. 701 in 2003, and 701 works off and on with 5833, giving the old C&O workhorse a break from time to time.<ref name="Dupler"/><ref>{{cite web|last=Dupler|first=Dave|title=HVSR Winds of Change 1990s|url=http://www.davedupler.com/hvsry/HV1990.html|work=HVSR Winds of Change 1990s|publisher=Dave Dupler|accessdate=6 November 2013}}</ref>
As the C&O and its parent company [[CSX]] began moving out of the market south of Columbus, it was becoming apparent that in order to maintain a connection to the outside world by rail, the railroad would have to look north. With that, the rest of the Armitage Subdivision was acquired piecemeal between just east of Logan and Nelsonville. The HVSR began operating trains to East Clayton and eventually Diamond (both once homes to large brick plants) by 1985. By the late 1980s and early 1990s, the trains were running over the present route between East Logan and Nelsonville, with a shorter trip to the last remaining Ohio company town [[Haydenville, Ohio|Haydenville]]. During the late 1980s the Hocking acquired GP7 No. 5833 from the C&O, and in the early 1990s it was restored to its original as-delivered paint scheme. Charter trips to [[Canal Winchester, Ohio]] were also operating the early and mid-1990s over the remainder of the former C&O track now owned by the [[Indiana & Ohio Railway]]. But in 1995, the HVSR lost its original engine house as the leased land it occupied had been sold out from under them. As a result, along with new federal boiler regulations and inspection requirements, and with no facility, No. 33 was sidelined at the conclusion of the 1996 season. It was traded to [[Ohio Central Railroad System|Ohio Central]] owner [[Jerry Jacobson]], who eventually restored it to operation. No. 33 was traded for GP10 No. 701 in 2003, and 701 works off and on with 5833, giving the old C&O workhorse a break from time to time.<ref name="Dupler"/><ref>{{cite web|last=Dupler|first=Dave|title=HVSR Winds of Change 1990s|url=http://www.davedupler.com/hvsry/HV1990.html|work=HVSR Winds of Change 1990s|publisher=Dave Dupler|access-date=6 November 2013}}</ref>


==Present==
==Present==
The railroad owns and uses historic rolling stock, and offers scenic rides up the [[Hocking River]] valley. It sometimes hosts specialty excursions, such as wine-tasting trips, Easter Bunny, robbery trains, and the "Santa Trains." It was named one of the world's best family train trips by the [[Travel Channel]] in 2013.<ref>{{cite web|title=World's Best Family Train Trips|url=http://www.travelchannel.com/interests/family/photos/best-family-train-trips|work=Web article|publisher=Travel Channel|accessdate=6 November 2013}}</ref>
The railroad owns and uses historic rolling stock to offer scenic rides up the [[Hocking River]] valley. It sometimes hosts specialty excursions, such as wine-tasting trips, Easter Bunny, robbery trains, and the "Santa Trains." It was named one of the world's best family train trips by the [[Travel Channel]] in 2013.<ref>{{cite web|title=World's Best Family Train Trips|url=http://www.travelchannel.com/interests/family/photos/best-family-train-trips|work=Web article|publisher=Travel Channel|access-date=6 November 2013}}</ref>

⚫
Today's locomotive fleet includes [[Electro-Motive Division]]-built [[EMD GP7|GP7]] No. 5833, formerly of the C&O, and [[GP10]] Paducah-built No. 701, formerly of the [[Illinois Central Gulf]] as its No. 8307. Other diesel locomotives are rare World War II era [[Geo D. Whitcomb Company|Whitcomb]] 65-tonner, and former US Army [[Baldwin-Lima-Hamilton]] RS-4-TC No. 4005 and [[General Electric]] 45-tonner No. 7318. Currently one coal-burning steam locomotive, former [[Ohio Power Company]] [[0-6-0]] [[Baldwin Locomotive Works|Baldwin]]-built No. 3, the Nelsonville shop completed a full restoration in 2015. No. 3 is currently working for the summer seasons, including pulling the line's “The Friendliest Train Robbery” service on select dates.<ref>{{cite magazine|last=Miller|first=Isaac|magazine=[[Trains (magazine)|Trains]]|publisher=[[Kalmbach Media|Kalmbach]]|pages=46–47|title=50+ years on track|number=5 Vol 83|date= May 2023}}</ref>


⚫
Today's locomotive equipment consists of [[Electro-Motive Division]]-built [[GP7]] No. 5833, formerly of the C&O, and [[GP10]] Paducah-built No. 701, formerly of the [[Illinois Central Gulf]] as it's No. 8307. Other locomotives include [[Baldwin-Lima-Hamilton]] RS-4-TC No. 4005 and [[General Electric]] 45-tonner No. 7318. There is currently one coal-burning steam locomotive undergoing a full restoration in their Nelsonville shop, former [[Ohio Power Company]] [[0-6-0]] [[Baldwin Locomotive Works|Baldwin]]-built No. 3.
In 2019, restoration efforts on No. 3 were completed in March, and the locomotive moved under its own power in early April for the first time in decades. No. 3 is currently working for the Summer season, including pulling the line’s “The Friendliest Train Robbery” service on June 8,2019.
Passenger equipment includes commuter coaches from the [[Chicago & Northwestern]] and [[Chicago, Rock Island & Pacific]], a day-coach from the [[Baltimore & Ohio]], a combination baggage-passenger car also of the B&O (the oldest piece of equipment, built in 1917), and two converted flat cars used as open-air passenger cars equipped with wooden bench seats. All of the enclosed coaches are equipped with heating units (electric or coal). A former [[Penn Central]] transfer caboose is used as the on-board generator car, supplying electricity for the trains.
Passenger equipment includes commuter coaches from the [[Chicago & Northwestern]] and [[Chicago, Rock Island & Pacific]], a day-coach from the [[Baltimore & Ohio]], a combination baggage-passenger car also of the B&O (the oldest piece of equipment, built in 1917), and two converted flat cars used as open-air passenger cars equipped with wooden bench seats. All of the enclosed coaches are equipped with heating units (electric or coal). A former [[Penn Central]] transfer caboose is used as the on-board generator car, supplying electricity for the trains.


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{| class="wikitable sortable collapsible" <!-- collapsed -->
{| class="wikitable sortable collapsible" <!-- collapsed -->
|+ |Hocking Valley Scenic Railway - Locomotives
|+ |Hocking Valley Scenic Railway - Locomotives
!Image
! |Manufacturer<br/>
! |Manufacturer<br/>
! |Date Built<br/>
! |Date Built<br/>
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! |Description<br/>
! |Description<br/>
|-
|-
|[[File:Hocking Valley Scenic Railway diesel locomotive No. 5833 - September 2012 - 01.jpg|150x150px]]
| |[[Electro-Motive Diesel|EMD]] [[Electro-Motive Division]] || 1952 || [[GP7]] || [[Diesel-Electric]] || 5833 || Former [[Chesapeake and Ohio Railway|C&O]] 5833 (also former [[Chicago South Shore & South Bend Railroad]] 1508)
| |[[Electro-Motive Diesel|EMD]] [[Electro-Motive Division]] || 1952 || [[EMD GP7|GP7]] || [[Diesel-Electric]] || 5833 || Former [[Chesapeake and Ohio Railway|C&O]] 5833 (also former [[Chicago South Shore & South Bend Railroad]] 1508)
|-
|-
|[[File:Hocking Valley Scenic Railway diesel locomotive No. 701 - November 2015 - 01.jpg|150x150px]]
| |[[Electro-Motive Diesel|EMD]] [[Electro-Motive Division]] || 1974 || [[GP10]] || [[Diesel-Electric]] || 701 || Former [[Illinois Central Gulf]] 8307, ex-[[Illinois Central]] [[EMD GP9|GP9]] 9307
| |[[Electro-Motive Diesel|EMD]] [[Electro-Motive Division]] || 1974 || [[GP10]] || [[Diesel-Electric]] || 701 || Former [[Illinois Central Gulf]] 8307, ex-[[Illinois Central]] [[EMD GP9|GP9]] 9307
|-
|-
|[[File:Hocking Valley Scenic Railway diesel locomotive No. 4005 - April 2018 - 01.jpg|150x150px]]
| |[[Baldwin-Lima-Hamilton|BLH Baldwin-Lima-Hamilton]] || 1954 || [[Baldwin RS-4-TC|RS-4-TC]] || [[Diesel-Electric]] || 4005 || Former [[USAF]] 4005
| |[[Baldwin-Lima-Hamilton|BLH Baldwin-Lima-Hamilton]] || 1954 || [[Baldwin RS-4-TC|RS-4-TC]] || [[Diesel-Electric]] || 4005 || Former [[USAF]] 4005
|-
|-
|[[File:Hocking Valley Scenic Railway diesel locomotive No. 8122 - June 2018.jpg|150x150px]]
|[[Geo D. Whitcomb Company|Whitcomb]]
|1944
|65-tonner
|[[Diesel-Electric]]
|8122
|Former [[US Army]] 8465
|-
|
| |[[GE]] [[General Electric]] || 1945 || [[GE 45-ton switcher|45-ton Switcher]] || [[Diesel-Electric]] || 7318 || Former [[US Army]] 7318 out of service undergoing rebuild.
| |[[GE]] [[General Electric]] || 1945 || [[GE 45-ton switcher|45-ton Switcher]] || [[Diesel-Electric]] || 7318 || Former [[US Army]] 7318 out of service undergoing rebuild.
|-
|-
|[[File:Ohio Power Company No. 3 on the Hocking Valley Scenic Railway - October 2015 - 01.jpg|150x150px]]
| |[[Baldwin Locomotive Works|Baldwin]] || 1920 || [[0-6-0]] || [[Steam]] || 3 || Former [[Ohio Power Company]] 3, restoration complete, in service.
| |[[Baldwin Locomotive Works|Baldwin]] || 1920 || [[0-6-0]] || [[Steam]] || 3 || Former [[Ohio Power Company]] 3, restoration complete, in service.
|} <!-- end of WikiTable -->
|} <!-- end of WikiTable -->
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==External links==
==External links==
{{commonscat|Hocking Valley Scenic Railway}}
{{commons category|Hocking Valley Scenic Railway}}
*http://www.hvsry.org - Official website
*http://www.hvsry.org - Official website
*http://www.facebook.com/hvsry - Hocking Valley Scenic Railway Facebook Page
*http://www.facebook.com/hvsry - Hocking Valley Scenic Railway Facebook Page

Latest revision as of 19:19, 3 July 2024

Hocking Valley Scenic Railway
Overview
Headquarters33 West Canal Street
P.O. Box 427
Nelsonville, Ohio 45764
Reporting markHVSR
LocaleNelsonville, Ohio
from Nelsonville,
Athens County to
Logan, Hocking County,
Ohio
Dates of operation1972–Present
PredecessorChesapeake & Ohio Railway
Technical
Track gauge4 ft 8+1⁄2 in (1,435 mm) standard gauge
LengthApprox. 12 miles (19 km)
Other
Websitehttp://www.hvsry.org/
Route map

Legend
MP.0
I&OR Logan Subdivision
to
Logan
Franklin Equipment LLC.
Smead Manufacturing Co.
Hocking Valley Concrete Inc.
US 33.svg US 33
Webb Summit
Old Gore
Gore
C&O line
to New Straitsville
Haydenville
Sand Run Jct.
Sawmiller LLC.
Carbon Hill (Scrapped, 1980)
Nelsonville │ Bessemer
Snow Fork Jct.
to New Straitsville
Nelsonville Turn
Hocking River
Hocking Adena Bikeway
Hocking Valley Railroad to Athens
1972-1980 route
This diagram:
Hocking Valley Railway Historic District
Hocking Valley Scenic Railway is located in Ohio
Hocking Valley Scenic Railway
Hocking Valley Scenic Railway is located in the United States
Hocking Valley Scenic Railway
LocationRoughly between Bridge #494 in Logan and Bridge #629 in Nelsonville, Nelsonville, Ohio
Area162.4 acres (65.7 ha)
Built1869 (1869)
ArchitectHocking Valley Railway; Et al.
Architectural styleSecond Empire
NRHP reference No.88000451[1]
Added to NRHPMay 5, 1988

39°27′35.95″N 82°14′2.32″W / 39.4599861°N 82.2339778°W / 39.4599861; -82.2339778 The Hocking Valley Scenic Railway is a non-profit, 501c3, volunteer-operated tourist railroad attraction that operates out of Nelsonville, Athens County, Ohio. It is also located near the popular Hocking Hills State Park in nearby Hocking County. It uses former trackage of the Chesapeake & Ohio Railway, which was in turn originally Hocking Valley Railway trackage. The current operation was founded in 1972.

General Information

[edit]

Most of the trackage used by the railway is known as the Hocking Valley Railway Historic District, and has been placed on the National Register of Historic Places for Athens County, Ohio. The trackage was once owned by the Hocking Valley Railway, which eventually became part of the Chesapeake & Ohio Railway. The HVSR began operating trains with steam locomotive 2-8-0 No. 33 built for the Lake Superior & Ishpeming in 1916, and operated over the former Monday Creek Branch to Carbon Hill. Today, the tourist trains operate along the former C&O Armitage Subdivision between Nelsonville and a point just east of Logan, Ohio.

History

[edit]

1864 to 1930

[edit]

The current route's origins can be traced to April 1864, when the Mineral Railroad was chartered to build a railroad line between Columbus and Athens, a distance of about 72 miles. Little was done until 1867 when the Mineral Railroad was renamed the Columbus & Hocking Valley Railroad. The line was completed in sections between 1868 and 1870, when the first passenger train operated between the two cities on July 25, 1870. The main commodity hauled by the C&HV was coal, with clay products and related materials right behind. The C&HV eventually became part of the new Columbus, Hocking Valley and Toledo Railroad with the merger of the Columbus and Toledo Railroad and Ohio and West Virginia Railway in 1881. This new system spanned from the Lake Erie port of Toledo through Columbus to Athens and a branch to the Ohio River cities of Gallipolis and Pomeroy. In time, the CHV&T was reorganized as the Hocking Valley Railway in 1899, and existed as such until May 1930, when the Chesapeake & Ohio Railway merged the railroad into its system to create the Hocking Division.[2]

C&O Years

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Passenger service was eventually discontinued on December 31, 1949. By this point, the coal business was fading south of Columbus, and the C&O was busy operating many trains on the Columbus-Toledo portion (which connected to the C&O's mainline through [West Virginia] with the Lake Erie). Over time, freight business was down to a single branch line local train, the "Nelsonville Turn", which finally was discontinued around 1980.[2]

Starting Out: Laying the Foundation

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By this time, the Hocking Valley Scenic Railway had been operating over seven miles of the old Monday Creek Branch to Carbon Hill from Nelsonville since 1972. The HVSR had been created by three men: Frank L. McCauley, Ted Goodman, and Jerry Ballard. It was initially to be the "Salt Creek" railroad, as they had intentions of purchasing the abandoned Detroit, Toledo and Ironton Railroad line that operated into Wellston, Ohio. During this time, they had managed to purchase three former Erie Railroad commuter coaches, piecing together two of them to be able to transport passengers. However, before details of the railroad line itself could be finalized, a scrapper had bought the line for salvage. But just in time, they were notified of the Monday Creek line and its impending scrapping. This they were able to purchase before it was too late, purchasing it from the scrapper himself. Before all of this, however, they had already purchased a steam locomotive in 1965, former Lake Superior and Ishpeming 2-8-0 No. 33 and were working on its restoration at the C&O's Yard A in Columbus.[3]

Monday Creek and the 1970s

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The first "station" of the Hocking Valley Scenic was a tarp stretched across four poles. Later on, a small building was donated. Eventually, the final structure used as a depot on the same site (near the intersection of State Route 691 and U.S. 33) was an original Hocking Valley Railway train order office originally located in Lancaster, Ohio at the crossing of the Pennsylvania Railroad and the HV. During the early 1970s, once the season was completed for the year, the 33 would be moved to the C&O's Parson Yard roundhouse during the winter for storage and maintenance. It wouldn't be until 1976 that the locomotive would be kept in the HVSR's own (first) engine house in Nelsonville. This engine house was constructed by Bonanza Polebarn Company. Tracks were laid to the structure by the HVSR's own volunteers, with the assistance of a C&O surveyor. The work was done between 1975 and 1976, and was the first new track installed by HVSR crews and the first indoor shop facility owned by the railroad. Materials for the track to the shop were donated, coming from a spur in Logan. The early years were rough financially, and in order to make a bank payment, the "Lost Run spur" was scrapped to keep up. It was also during the late 1970s that the HVSR's Santa Claus trains began operating.[4][5]

Transition Years: The 1980s

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Starting around 1980, the Hocking Valley Scenic began moving operations toward Athens. This was a time of transition between the Monday Creek and the former C&O Armitage Subdivision remnant south of Nelsonville. Trains were operated from the old Monday Creek station site, backed to the main line, and then operated round trip south to Glen Ebon. However, the HVSR trains never made it to Athens before the focus shifted north. Trains began using the present station site at 33 West Canal Street, which is near the original passenger station and freight house sites (both already razed), in 1981. At the end of 1981, the railroad's first diesel arrived, former U.S. Army 45-ton switcher No. 7318. The present depot, based on a Hocking Valley prototype once located in Rising Sun, Ohio, was constructed in 1982. Architect Ted Goodman designed the structure, with funding and land provided by the Baird Trust Foundation. Trees used for the lumber were donated by local attorney Mike Nolan, and the lumber was milled by Hocking Technical College. (The lumber mill is now gone, and the site is now occupied by the Hocking College Public Safety Services building.) The station's building contractor was Denver Stump. It was also in 1982 that two more steam locomotives arrived, donated by American Electric Power: 0-6-0 No. 3 and "fireless" 0-4-0 No. 2. (It wouldn't be until 2003 that No. 3 was moved into the shop to begin restoration efforts.) The Monday Creek Branch was finally scrapped in 1983.[6]

Looking North to Logan

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As the C&O and its parent company CSX began moving out of the market south of Columbus, it was becoming apparent that in order to maintain a connection to the outside world by rail, the railroad would have to look north. With that, the rest of the Armitage Subdivision was acquired piecemeal between just east of Logan and Nelsonville. The HVSR began operating trains to East Clayton and eventually Diamond (both once homes to large brick plants) by 1985. By the late 1980s and early 1990s, the trains were running over the present route between East Logan and Nelsonville, with a shorter trip to the last remaining Ohio company town Haydenville. During the late 1980s the Hocking acquired GP7 No. 5833 from the C&O, and in the early 1990s it was restored to its original as-delivered paint scheme. Charter trips to Canal Winchester, Ohio were also operating the early and mid-1990s over the remainder of the former C&O track now owned by the Indiana & Ohio Railway. But in 1995, the HVSR lost its original engine house as the leased land it occupied had been sold out from under them. As a result, along with new federal boiler regulations and inspection requirements, and with no facility, No. 33 was sidelined at the conclusion of the 1996 season. It was traded to Ohio Central owner Jerry Jacobson, who eventually restored it to operation. No. 33 was traded for GP10 No. 701 in 2003, and 701 works off and on with 5833, giving the old C&O workhorse a break from time to time.[6][7]

Present

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The railroad owns and uses historic rolling stock to offer scenic rides up the Hocking River valley. It sometimes hosts specialty excursions, such as wine-tasting trips, Easter Bunny, robbery trains, and the "Santa Trains." It was named one of the world's best family train trips by the Travel Channel in 2013.[8]

Today's locomotive fleet includes Electro-Motive Division-built GP7 No. 5833, formerly of the C&O, and GP10 Paducah-built No. 701, formerly of the Illinois Central Gulf as its No. 8307. Other diesel locomotives are rare World War II era Whitcomb 65-tonner, and former US Army Baldwin-Lima-Hamilton RS-4-TC No. 4005 and General Electric 45-tonner No. 7318. Currently one coal-burning steam locomotive, former Ohio Power Company 0-6-0 Baldwin-built No. 3, the Nelsonville shop completed a full restoration in 2015. No. 3 is currently working for the summer seasons, including pulling the line's “The Friendliest Train Robbery” service on select dates.[9]

Passenger equipment includes commuter coaches from the Chicago & Northwestern and Chicago, Rock Island & Pacific, a day-coach from the Baltimore & Ohio, a combination baggage-passenger car also of the B&O (the oldest piece of equipment, built in 1917), and two converted flat cars used as open-air passenger cars equipped with wooden bench seats. All of the enclosed coaches are equipped with heating units (electric or coal). A former Penn Central transfer caboose is used as the on-board generator car, supplying electricity for the trains.

Locomotives

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Hocking Valley Scenic Railway - Locomotives
Image Manufacturer
 Date Built
 Model
 Type
 Road Number
 Description
EMD Electro-Motive Division 1952 GP7 Diesel-Electric 5833 Former C&O 5833 (also former Chicago South Shore & South Bend Railroad 1508)
EMD Electro-Motive Division 1974 GP10 Diesel-Electric 701 Former Illinois Central Gulf 8307, ex-Illinois Central GP9 9307
BLH Baldwin-Lima-Hamilton 1954 RS-4-TC Diesel-Electric 4005 Former USAF 4005
Whitcomb 1944 65-tonner Diesel-Electric 8122 Former US Army 8465
GE General Electric 1945 45-ton Switcher Diesel-Electric 7318 Former US Army 7318 out of service undergoing rebuild.
Baldwin 1920 0-6-0 Steam 3 Former Ohio Power Company 3, restoration complete, in service.
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See also

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References

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  1. ^ "National Register Information System". National Register of Historic Places. National Park Service. July 9, 2010.
  2. ^ a b Miller, Ed. "Hocking Valley Railway History". Hocking Valley Railway History Website. Chris Burchett. Retrieved November 6, 2013.
  3. ^ Dupler, Dave. "HVSR Pre-1972". HVSR Pre-1972. Dave Dupler. Retrieved November 6, 2013.
  4. ^ Dupler, Dave. "HVSR Early Years 1972-1975". HVSR Early Years 1972-1975. Dave Dupler. Retrieved November 6, 2013.
  5. ^ Dupler, Dave. "HVSR Grows Up 1975-1980". HVSR Grows Up 1975-1980. Dave Dupler. Retrieved November 6, 2013.
  6. ^ a b Dupler, Dave. "HVSR Years of Transition 1980s". HVSR Years of Transition 1980s. Dave Dupler. Retrieved November 6, 2013.
  7. ^ Dupler, Dave. "HVSR Winds of Change 1990s". HVSR Winds of Change 1990s. Dave Dupler. Retrieved November 6, 2013.
  8. ^ "World's Best Family Train Trips". Web article. Travel Channel. Retrieved November 6, 2013.
  9. ^ Miller, Isaac (May 2023). "50+ years on track". Trains. No. 5 Vol 83. Kalmbach. pp. 46–47.
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