382 for Lerro Productions' Virginia Creeper photo charter runbys, paying homage to O. Winston Link's photography work.

In late 2022, it was involved in a head-on collision with an excavator and was repaired with a new front smokebox plate and headlight.

[2][3][4] It was originally equipped with Stephenson valve gear and a 6-A type tender, which holds 10 short tons (9,100 kg; 20,000 lb) of coal and 6,000 US gallons (23,000 L) of water.

475 was re-equipped with Baker valve gear and a United States Railroad Administration (URSA) type tender, which holds 16 short tons (15,000 kg; 32,000 lb) of coal and 10,000 US gallons (38,000 L) of water.

475 was re-equipped with a longer tender that holds 20 tonnes (44,000 lb) of coal and 12,000 US gallons (45,000 L) of water.

475 worked on the N&W, hauling freight and coal trains on the mainline until the 1920s, when it was reassigned to pull short mixed freight trains on the 9-mile (14-kilometre) Blacksburg Branch between Christiansburg and Blacksburg, as bigger locomotives, including the Y class 2-8-8-2s and K class 4-8-2s, arrived on the N&W.

405 and 449 to haul a special National Railway Historical Society (NRHS) tripleheader excursion from Roanoke to Blacksburg.

475 to operating condition for use in pulling tourist trains on a former Baltimore and Ohio (B&O) branch line, but for reasons unknown, those plans had fallen through.

475 to be used in the B&SV's operations, but after the railroad imported a newly-built China Railways JS class 2-8-2, No.

475 was backdated to its 1920s-30s appearance with an oil-headlight bracket, Pyle-National headlight and number wedge for Jim Gunning and John Craft's Rolling Mud Fence photo charter with CN No.

382 for Lerro Productions' Virginia Creeper photo charters as a tribute to O. Winston Link's photography work.

[22] It returns to active service in September 2019, backdated to its 1940s-50s appearance with the headlight being mounted to the center of the smokebox door.

[29][30] Luckily, the excavator arm did not puncture the locomotive's front flue sheet, while none of the crew or passengers were injured, and the damage done was deemed relatively minor.

[29][31] The collision was broadcast live via Virtual Railfan camera and was caught on video via cellphone by one of the passengers on board the train that day.

[29][32] The accident was caused by a misaligned switch, which was left opened by a maintenance of way (MOW) worker the night prior.

475's train back to East Strasburg and later returned to Leaman Place Junction in the evening to tow the damaged No.

[29] "I elected not to have them do that, to leave it as a ‘witness mark’ to remind our crews" SRC announced on November 3, the day after the accident, that repairs on the No.

475 was repaired and returned to service on November 7 with a new front smokebox plate and headlight since the originals were completely destroyed.

[30] The decision was made by SRC's chief mechanical officer Brendan Zeigler to leave the welded seams from the brazing process visible on the door as a reminder of the incident.

[35] An interview with SRC's former Chief Mechanical Officer Linn Moedinger, who revealed that the film's producer Phil Fehrle called him looking for an American locomotive to use.

[35] The ferry move to Harrisburg from Leaman Place by Amtrak, as well as the filming, was unannounced so as not to attract a crowd.