FROM THE STEAM RAILROADING INSTITUTE FACEBOOK PAGE:

"The Steam Railroading Institute is excited to officially announce the launch of Project 76, a campaign for the complete restoration and operation of 2-8-0 steam locomotive No. 76. Crafted throughout the early months of 2017 with behind the scenes work and strategic planning, Project 76 is spearheaded by a team of SRI's youngest volunteers who’s helping to pave the way for the next generation in railway preservation.

“As young volunteers working on restoring a steam locomotive, we are at a crucial point,” said Logan Schupp, Project Manager of Project 76. “Most of the first generation of steam preservationists are passing on and with them their knowledge.”

“Being a part of such a great group like this is that we can share new, innovative ideas with the world of railway preservation,” said Nate Hatton, committee member.

On June 11th, the Steam Railroading Institute hosted an open house as part of the first annual Open Streets in Owosso. The highlighted feature of this event was an exclusive announcement of Project 76 for those who attended with both the locomotive and restored cab on full display. The young team of Project 76 was also in attendance; handing out brochures, answering questions, and enthusiastically raising an overall excitement for the next steps planned.

Built by the Baldwin Locomotive Works in December of 1920, the 76 was originally numbered 40 for the Jonesboro, Lake City & Eastern Railroad before being leased to the St. Louis and San Francisco Railway-AKA, the FRISCO-carrying the number it has today. In 1947, the locomotive was sold to the Mississippian Railway and remained on the roster until the late 1960’s when the continuous cycle of ownerships plagued the 76 for nearly 40 years. In the spring of 2005, the locomotive was purchased by the Steam Railroading Institute and moved to its new home in Owosso. Stablemate to the famous Pere Marquette 1225-a large 2-8-4 steam locomotive-the smaller size of the 76 can not only open a larger market in passenger excursions for SRI, but also a whole new generation of preservationists in steam railroading.

“I'd like to see 76 getting people excited about steam railroading and the way things used to be done!” Hatton stated.

“As a young group of talented individuals working on restoring 76, it is important that we not only absorb as many skills and as much information as possible,” Logan explained. “But that we pass on what we learn so that steam preservation can survive long after we're gone.”

Current price range for the restoration is at an estimate of $500,000 followed by a five-plus-year completion. However, Project 76 is always open to both generous and continuous support from the public and railfans alike. Visit www.michigansteamtrain.com/donations for more information on steam locomotive No. 76 and how to assist in both the campaign and restoration for Project 76."

Awesome news! I spent many a summer Saturday with my dad Riding Penn View Mountain RR trains with 76 as power. We chased the move of Sloan Cornell's railroad in July 1976 . Dad wrote an article "How to Move a Railroad, Lock, Stock, Enginehouse and Honeymooners." Published in the January 1977 issue of Trains Magazine.

The move to Gettysburg was good for Mr. Cornell and his business, however it was not so good for #76. The water in Gettysburg is super hard, not good for a steam locomotive. The longer distance trains on the Gettysburg wore down the driver tires and the suspension rigging. She was out of square, patched up and one very tired 1920 Baldwin when the Gettysburg folded after the 1278 boiler explosion.

#76 was the last steam locomotive to operate in Blairsville, Pa on a portion of the 1856 chartered Indiana Branch of the Pennsylvania RR. Also the final steam locomotive to run under its own power over the Conemaugh Division , Sang Hollow extension and Conemaugh yard near Johnstown. She also travelled around Horseshoe curve during the historic 1976 move. Kind of hard to believe that an old, lightweight 2-8-0 from MS could have so much former PRR main and branch line travel.

#76 will be a superb addition to SRI's active roster. The trim Baldwin pulls very well for its size and sounds great while doing it! After nearly thirty years in limbo, #76 starts its journey back to service. Thank you SRI.

Congratulations to all involved. Sounds like a winner for everybody. No first hand experience with SRI but they do seem to have their ducks in a row. So I think #76 is in luck and wish the project the best.

Knowing of this organization I would presume there was some investigative work done before making the decision to move forward? No doubt she needs everything most extensive restorations need. By chance was the boiler survey done yet? I am always curious to what folks are starting with when they make the decision to move forward. Miss working on steam locomotives under restoration, patiently waiting for the first fire up. Nice locomotive to restore and about perfect size for many occasions. Again best to the project and crews. Regards, John.

A correction: Loco 76 was in the consist for the move from Blairsville, PA to Gettysburg, but it was not under power. Worked only enough steam to keep things lubricated, and occasionally blow the whistle. The power, incredibly enough, was B&IRR ex-Monongahela Ry. BLH S12 407. Additional diesel power was added to provide dynamic braking while descending the East Slope. My knowledge of this is first hand; I chased the move from Blairsville to just east of Altoona. That Conrail allowed such a move in the first place was absolutely amazing, especially considering the consist of weak and weary rolling stock behind the two B&I locos. That the move came off without a hitch was all the more amazing. Can you just imagine trying to finagle such a move today?

I may have audio recordings of it on the Missisipian on 33 1/3 disk when it was down there.

a few shortlines down there kept steam going.

I last saw the 76 under power on the Gettysburg in what I 'think' was possibly summer '82. I went over to see it - and what I saw was basically this:

https://youtu.be/a5RH2cwVU8w

Running uphill out of Gettysburg the loco was actually struggling with the gondola and the combine - and you could hear the siderods hammering the brasses. From the sound of the exhaust it was all the way in the corner and you could see inside the cab that they kept pulling the throttle back harder to no avail up the hill. I was in the gondola and had to retreat back to the combine because plexiglass roof or not, the hailstorm of cinders was even enough to drive me out. I'll never forget the young family with a teenage daughter in a white (confirmation??) dress - they were right up front and the cinders were so bad they ran for the combine car and she was crying....

Talked to the crew when we got back and asked why the loco was working so hard. I'll never forget the comment that they had to 'reduce the boiler pressure' to run it. I have a vague recollection of seeing the steam gauge around 150 but I wouldn't swear to that. Yikes. Back then I nodded, today I might have run.

I'd love to see it brought back, but it's one of those that virtually every moving part is going to have to be refurbished given the treatment it saw. That crew will definitely get to fix at least one of everything, and donation made.

#76 and a couple of friends back in 1978

Nice photo of big, bigger, biggest.

I've said it many, many times:

The Gettysburg RR of the early 1980s was THE most "authentic" time capsule of the last of steam railroading JUST as it was actually carried out back then on those last few railroads like the Mississippian, Buffalo Creek & Gauley, Reader, or any of those lines in "Mixed Train Daily."

In both good and bad ways. Casual, easy-going atmosphere (I shoulda asked for a cab ride). Chewing gum and bailing wire. "If you can't fix it with a hammer....."

I'm glad I got to experience the many sights and sounds I did. But I'm also glad they're not around to inflict that same "experience" on unsuspecting, innocent tourists.

A couple of years ago when the SRI first got its young "Explorers" involved with the #76 restoration, they found the running gear to be completely used up. New spring hangers, equalizers, bushings, all the crosshead bearings and rod brasses need to be replaced. Pretty sure my contact (no longer involved with the group) said all the driver tires were worn concave and have to be replaced too.

The boiler may be OK, though I can't imagine the amount of scale inside due to Gettysburg's awful, hard water and the fact that the GRR rarely used boiler treatment.

The true shame is #76 was lovingly cared for by the Mississippian Railway and was in excellent condition when delivered to the Penn-View Mountain RR in September 1967.
They took reasonably good care of her until the 1973 season, the last on the mountain. The owners needed every last cent to pay for the move into downtown Blairsville for the Blairsville & Indiana RR, which as we know, never got off the ground.

After the move to Gettysburg, #76 started to wear down fast on the 16 mile round trips; this lead to the purchase of Baldwin 2-8-0 #38, a newer and larger engine. The few times I rode a train with #76 as power in the 1980's, there was always something wrong with the engine. Leaking pipes, odd air compressor issues, and on one trip, she was so out of square we didn't think we would make it to Gardners! Her gate was 1-2----3-4. I've never heard an engine that out of square since.

So has the running gear work already been completed?

This sounds like the bad brass bearings and reverse gear linkages worn, the wheels can't go out of square.

"the wheels can't go out of square."

I guarantee you, they can! The wheel centers are pressed onto the axle. If not enough interference fit or a cracked wheel center, the wheel is rotated about the axle and there you have it.

Agree with dinwitty here. The exhaust beats should be a nice and even. When the valve gear is worn, the beats can become uneven, thus “running out of square.” Having run a locomotive with Southern valve gear for 20 years or so, I have lots of experience with the issue.

If it gets like this its an operating risk and you have to put the engine down.