Since 2003, the locomotive has been owned by the NYS&W Technical and Historical Society, and since 2004, it has been operated by the Belvidere and Delaware River Railway (Bel-Del).
No. 142’s associated class, the SY locomotive, was built for use in switching and freight services in Chinese industrial areas, such as coal mines, petroleum fields, chemical plants, and steel mills.[5][6] In mining areas with long-distance rail networks, the SYs would also haul passenger trains for workers.[5] The SY prefix was an abbreviation for shàngyóu (Chinese for "aim high" (上有).[5] The SYs were developed from the JF6 class, which in turn was a variant of the ALCO-designed JF1 class,[7] but the SYs came with different design features; the SYs had different motion bracket arrangements, taller smokestacks, all boxpok driving wheels, a higher boiler pressure (210psi (1,400kPa), and a lower axle loading (15 tonnes (33,000lb).[5][8]
Since the SYs often operated in reverse, their tender tanks, which carried 9.5 tonnes (21,000 pounds) of coal and 25,000 liters (6,600U.S.gal) of water, were built with sloped-back sides to improve rearward vision for crews.[9] The first SY (SY-0001) was built by the Tangshan Locomotive and Rolling Stock Works in 1960, and for the next three decades, over 1,800 were built by Tangshan and other manufacturers, before production ceased in 1999.[10][11]
Valley Railroad dilemma
In 1985, the Connecticut Valley Railroad (VALE), a tourist railroad based in Essex, Connecticut, experienced some problems with their steam operations; 2-8-0No. 97, while still serviceable, was due for an overhaul, and 2-8-2 No. 40 had to be removed from service, after breaking a driving wheel tire.[12][13] While No. 97 had to cover the VALE's schedule, the railroad began to consider acquiring another steam locomotive.[12][13][14]
The following year, the VALE decided that they would import a new steam locomotive from China, since Chinese steam locomotives were still being mass-produced at that time, and their specifications were identical to those on North American locomotives.[14][15] VALE board member Bob Bell and chief mechanical officer J. David Conrad visited three separate factories in China, and they negotiated with them to build a new locomotive specifically for use in North American excursion service.[14][15]
History
Construction and export
Susquehanna No. 142's builder plate
Before construction began, the state of Connecticut ordered for the boiler to be redesigned to match the boiler code from the American Society of Mechanical Engineers (ASME); a stock-standard Chinese steam locomotive was prohibited from operating in the Northeastern U.S., due to certain construction methods.[15][16] The VALE subsequently chose to partner with the Tangshan Locomotive and Rolling Stock Works to construct their new locomotive, since their workers were willing to study American boiler codes and regulations, and their lighter locomotive designs were preferable for their tourist operations.[14][4] The new locomotive was to be a copy of Tangshan's SY class, and it was to be numbered SY-1647M—'M' indicated its planned shipment to America.[15][17][lower-alpha 1]
The Chinese-written construction plans for the boiler were translated to English with converted measurements, and professional engineer Joe Michaels studied the plans to identify the required modifications.[16][17] The way the boiler was welded together had to be altered; the firebox sheets had to be thickened; and the crownsheet staybolts had to be enlarged.[17] Furthermore, the engineer's controls, which were positioned on the left side of the cab in China, had to be moved to the right side for American usage.[17] Larry Loke, a representative of the Hartford Steam Boiler Inspection and Insurance Company, regularly inspected the construction and testing of the modified boiler.[17] The SY-1647M locomotive underwent a successful test run, on May 3, 1989, and its order cost the VALE $300,000.[14][4]
When the VALE announced their plans to import a Chinese locomotive in 1988, other tourist railroads began to consider following suit; Sloan Cornell contracted Tangshan to construct a locomotive with matching modifications to SY-1647M for his Pennsylvania-based Knox and Kane Railroad, and it led to the construction of SY-1658M.[13][14][17] The Boone and Scenic Valley Railroad of Iowa also purchased a Chinese-built locomotive, but they ordered stock-standard JS class locomotive No. 8419 from the Datong Locomotive Factory, since the state of Iowa allowed standard Chinese boilers for hobbyist and tourist usage.[16][17] All three locomotives were scheduled to be shipped eastward across the Pacific Ocean by mid-1989, but the shipping was delayed for several months, due to difficulties in securing a freighter ship, which were caused by that year's Tiananmen Square protests.[4][17]
In September, when one ship was secured, the M.V. Trade Fir, the two SY locomotives were loaded on board in Dalian, and No. 8419 was loaded in Qingdao, and then the eastbound voyage began.[17][19] In November, the M.V. Trade Fir stopped at Long Beach, California, to have No. 8419 unloaded, and then the ship proceeded to carry the two SY locomotives to the Northeastern U.S., and en route, it traveled through the Panama Canal.[17][19] On December 17, the M.V. Trade Fir was docked at the Port of Camden in New Jersey, and the two SY locomotives were unloaded at the Beckett Street Terminal.[14][19] They were subsequently shipped to their respective destinations via Conrail.[14][17][20]
VALE excursion service
On January 13, 1990, SY-1647M arrived at the VALE's location in Essex, and crews began to apply some additional modifications to the locomotive, including a bell on top of the smokebox door, and as a safety requirement, the Chinese safety valves were replaced with American model valves.[17][20] On March 21, No. 1647 performed its first test run on VALE trackage.[21] On April 21, the SY hauled its inaugural train on the VALE between Essex and Deep River, Connecticut, and it consisted of twelve passenger cars, making it the longest passenger train in VALE's history.[17] The following day, No. 1647 was involved in a low-speed collision with the rear of the idling North Cove Expressdinner train on passing trackage.[22][23] Ten minor injuries were reported, and a damaged coupler on one of the cars had to be replaced.[22][23]
Operating No. 1647 in excursion service was deemed a success, as the locomotive was shown to be more efficient than Nos. 97 and 40 with lower coal consumption.[16] With No. 1647 in service, No. 97 was relegated to stand-by service, while No. 40's overhaul continued.[12] On November 3, No. 1647 hauled its first excursion train outside the VALE, when it lead a 45-mile (72km) round trip over the Providence and Worcester Railroad's (P&W) former Norwich and Worcester mainline between Putnam, Connecticut and Groton, Massachusetts, as part of the route's 150th anniversary.[24]
Susquehanna steam program
In 1989, the New York, Susquehanna and Western Railway (NYS&W), a regional railway that had been heavily reorganized by the Delaware Otsego Corporation, began to explore ways of hosting their own steam excursion program, taking inspiration from the programs ran by the Union Pacific (UP) and Norfolk Southern (NS).[25][3] They subsequently made plans to restore former Morris County Central locomotives Nos. 385 and 4039, but in 1990, following the positive press of SY Nos. 1647 and 1658, the NYS&W decided to import their own Chinese locomotive, instead.[16][3][26] The company approached the Tangshan factory and placed a $400,000 order for a modified SY.[26][27] Their modified SY came with some design features Nos. 1647 and 1658 lacked upon construction, including a separate back-up air tank and safety chains between the locomotive and tender.[28]
The new locomotive was numbered SY-1698M, but as per suggestion by the NYS&W Technical and Historical Society, the NYS&W planned to renumber it as 141, since their last newly-built steam locomotive from 1908 was numbered 140.[29][30][lower-alpha 2] SY-1698M underwent some successful test runs, on December 27, 1990, but shipping was delayed for several months by the events of the Gulf War.[28][30] On May 16, 1991, the new locomotive was loaded on board a Norwegian vessel, Braut Team, and on May 20, it began its westbound voyage to the U.S..[27][28] But on June 6, Braut Team encountered a major storm, causing its cracked hulls to be flooded, and the following day, it sank beneath the Bay of Bengal.[27][32][33] All 17 of the ship's crew members were rescued, but all of its cargo was lost, including SY-1698M.[28]
While the NYS&W waited to receive a $400,000 insurance settlement claim, they explored other steam locomotives to acquire and replace their lost SY, and they considered placing a second order from Tangshan.[26][28][34] By November 1991, the VALE decided to place their No. 1647 locomotive up for sale, since they had only used it as a stopgap while No. 40 was out of service, and as a demonstrator for the concept of adapting Chinese steam locomotives for American usage.[12][35] The state of the economy of that time also contributed to the VALE's decision.[35] The NYS&W was quickly informed about the sale and offered to buy No. 1647 with their insurance settlement, to which the VALE accepted.[35][36] The transaction was completed on December 2.[3]
The NYS&W opted to renumber No. 1647 as 142; one number higher than No. 1698's planned renumber.[29][36] They also decided to reclassify it as an N-4, as a nod to the N-3 class 2-8-2s from the Erie Railroad, the Susquehanna's former parent company.[3][36] On December 22, No. 1647 received its new number for publicity photos, and it hauled its final tourist train for the VALE.[29][35] The following day, NYS&W crews traveled to Essex to repaint the SY in its new Susquehanna livery.[29] In January 1992, NYS&W 142 was scheduled to be moved to the Susquehanna's shops in Utica, New York, but the railroad opted to avoid using Conrail's route, since Conrail would charge $50 per mile (km) for special moves, so the NYS&W arranged to use a longer route through multiple smaller railroads.[26][29]
On January 21, No. 142 departed the VALE's Old Saybrook interchange and operated on Amtrak's mainline, and over the next several days, the locomotive was ferried over the Central Vermont (CV), the Green Mountain Railroad (GMR), the Vermont Railway (VR), the Clarendon and Pittsford (C&P), and the Delaware and Hudson (D&H).[29][36][37] From January 25 to 26, No. 142 stayed in Bellows Falls, Vermont, and took part in filming of a television film, Ethan Frome, and the NYS&W's share in the film's production was directed to No. 142's ferry costs.[26][36][37] On January 29, at Binghamton, No. 142 moved onto Susquehanna rails for the first time, and for the remainder of its journey to Utica, NYS&W president Walter Rich served as the engineer.[37] On April 4, No. 142 hauled its first excursion trains for the NYS&W; five roundtrips on their Syracuse branch between Cortland and Marathon, New York, for the annual Marathon Maple Festival, and other roundtrips occurred on the same route, on April 5, 11, and 12.[38]
After the parade, No. 142 was scheduled to haul the NYS&W's consist with No. 2400 for a round trip between Scranton and Moscow, but due to problems with installing a National Park Service (NPS) radio, No. 2317 had to lead the round trip, instead.[43] Shortly after the ceremony ended, Nos. 142 and 2400 returned the consist to Syracuse.[43] On August 19, No. 142 hauled another excursion from Syracuse to Chenango, where its consist was combined with a northbound excursion hauled by No. 261, and then the two locomotives doubleheaded to Syracuse.[45][46] The following day, No. 142 hauled a round trip solo, between Syracuse and Tully.[45]
Afterwards, No. 142 was left in storage in Utica, for the next three years, to undergo an overhaul.[47][48][49] In 1997, when it was announced that Conrail would be split between NS and CSX, the NYS&W—knowing the split would affect their intermodal operations—began to make corporate changes to save costs and to protect their overall freight business.[50][51] One of the changes was to unceremoniously discontinue their steam program, and they sold the rights to operate No. 142 to the NYS&W Technical and Historical Society, but the railroad would still retain ownership of the locomotive.[3][52][53] The historical society subsequently made plans to host their own public relations excursions with No. 142, labeled as "Steam on the Susquehanna".[53][54][55]
In March 1998, No. 142's overhaul was completed, and it underwent another test fire.[47][49] On the weekend of March 28-29, as part of that year's Marathon Maple Festival, No. 142 hauled some push-pull excursions with E9 No. 2402 and SD45 No. 3634, between Cortland and Marathon.[47][48][56] On July 9, as part of the 1998 National Railway Historical Society (NRHS) Convention in Syracuse, No. 142 lead an excursion between Syracuse and Binghamton, with Lackawanna E8s Nos. 807 and 808 part of the consist, and for the return run, the E8s lead the train, while No. 142 was coupled to the opposite end, tender-first.[57][58][59] The round trip was repeated, on July 11, but it only traveled as far as Chenango Forks.[57][59]
Following the convention, No. 142 visited the GMR and the Vermont Railway for two and a half months, to haul a series of excursions on their trackage.[60] In early October, No. 142 stayed in Bellows Falls, and took part in filming of The Cider House Rules, and since the film took place in Maine, the locomotive temporarily received Bangor and Aroostook lettering.[60] No. 142 was subsequently ferried back to the NYS&W, but on October 6, during the beginning of the journey, the locomotive had to assist a Vermont Railway GP18 with a freight train.[60] On October 17-18, No. 142 was paired with Chesapeake and Ohio 614 to doublehead some Fall Foliage excursions over NJ Transit and Conrail between Hoboken, New Jersey and Port Jervis, New York.[61]
In 1999, another schedule of excursions was planned for No. 142, but sometime that year, while No. 142 was being ferried from Utica to Chenango Forks, its left side cylinder suffered a catastrophic failure.[55][62] The locomotive had to travel to Binghamton with only its right cylinder intact, and it subsequently had to be repaired.[62] Throughout October and November, No. 142 hauled another series of Fall Foliage excursions between North Bergen and Warwick, and the trips were to help the Historical Society fund construction of a new locomotive shed to relocate No. 142.[53][55][63] On September 10, 2000, No. 142 hauled an excursion over NJ Transit between Dunellen and High Bridge, and it was sponsored by the Dunellen Merchants and Professionals Association for their Dunellen Railroad Days event.[64]
On June 16-17, 2001, No. 142 hauled some excursions between Butler and the Pequannock area, as part of Butler's Centennial Celebrations.[65][66] No. 142 was scheduled to haul excursions for another Dunellen Railroad Days event, in September of that year, but NJ Transit ordered for the event to be cancelled as a security precaution, following the September 11 attacks.[67] On September 7-8, 2002, No. 142 was able to haul Dunellen Railroad Days excursions over NJ Transit's Raritan Valley line, without incident.[67] On September 28, No. 142 participated in the Lincoln Park Days event, by hauling four push-pull excursions with NYS&W Nos. 2400, 2402, and 2012, over NJ Transit between Lincoln Park and Netcong.[68]
The following day, No. 142 lead another Lincoln Park Days excursion, but prior to the return run, one of the locomotive's driving axle bearings overheated and disintegrated, after one of its lubricator pipes fell off.[68][69] The three NYS&W diesels had to cover the rest of that day's excursions, and for the next several weeks, No. 142 was left in temporary storage on a siding in Little Falls, while crews figured out how to solve its axle problem.[68][69] The locomotive was later towed to Little Ferry, and due to a lack of an available drop pit there, crews opted to gently push the locomotive over the side of a turntable pit and use a crane to remove its faulty axle, and then the axle was shipped to the Strasburg Rail Road to have its bearing replaced.[68][69]
By May 2003, No. 142 was relocated to the NYS&W Historical Society's newly-built shed in Butler, where it underwent some additional repairs, which involved the installation of heat sensors for the bearings.[70][71] By August 21, the repairs were completed, and No. 142 performed another test run between Butler and Limecrest.[69][70] It subsequently hauled some additional Dunellen Railroad Days and Lincoln Park Days excursions, without incident.[69][70] While NYS&W Historical Society was able to keep No. 142 operable, the Susquehanna continued to diminish their general passenger excursions, due to rising liability insurance prices, and by the end of 2003, they sold complete ownership of the No. 142 locomotive to the Historical Society.[52][53][72]
Bel-Del excursion service
NYS&W No. 142 idling on the Bel-Del Railway, on October 20, 2012
Also during 2003, the town of Phillipsburg, New Jersey, partnered with the Black River and Western Railroad to redevelop a former Pennsylvania Railroad (PRR) right-of-way between Phillipsburg and Carpentersville, as a tourist operation called the Belvidere and Delaware River Railway (Bel-Del).[52][73] The NYS&W Historical Society, who began searching for a place to regularly operate No. 142, reached an agreement with Bel-Del management to join the partnership and to help plan their excursion services.[52][53] On April 20, 2004, No. 142 operated out of Butler and over the Susquehanna and NJ Transit to Dover, and the following day, it was ferried with a Norfolk Southern local train to Phillipsburg.[52]
On May 1, Bel-Del held its official grand opening ceremony, and No. 142 hauled their six-car inaugural train.[52][73] It subsequently hauled all of Bel-Del's weekend excursions, until September 30.[52][69] Shortly thereafter, the locomotive was ferried back to NJ Transit to participate in a Westfield Railroad Days event in Westfield.[69] On October 2, No. 142 lead the first of three push-pull excursions for the event, but in doing so, its faulty driving axle bearing began to overheat again, and the sensors alerted the crews before it could disintegrate.[69] The other two excursions had to be hauled exclusively by diesels, while No. 142 was towed to a NYS&W siding to have the bearing removed.[69]
Since No. 142 was scheduled to attend another special event later that month, NYS&W Historical Society crews opted to swiftly repair the locomotive before then, and crews from the Susquehanna, the Strasburg Rail Road, the New Hope and Ivyland, and other groups volunteered to help.[69] The overheating was traced to the replacement bearing being slightly too small for correct lubrication and being problematic above 30 miles per hour (48km/h), so Strasburg crews re-machined it to the correct size.[69][74] On October 10, the fixed bearing was reinstalled, and No. 142 was quickly fired up and ferried to Binghamton with two Susquehanna diesels and twenty passenger cars.[69]
On the weekend of October 16-17, No. 142 lead multiple push-pull excursions with the consist, as part of the 150th anniversary of the NYS&W's Binghamton—Syracuse route, and no issues with the bearing were reported.[69] No. 142 was then returned to Butler, for winter storage.[74] In early 2005, No. 142 returned to Bel-Del to haul their excursions for that year's operating season.[75] On December 31, 2005, construction began on a new Quonset-shaped locomotive shed in Carpentersville, to house and maintain No. 142 near Bel-Del.[76][77] By December 2006, construction was temporarily subsided, when No. 142 had to be disassembled for its 1,472-day inspection, which was mandated by the Federal Railroad Administration (FRA).[77][78]
Alstom, which had shut down their West Easton, Pennsylvania plant, agreed to allow the NYS&W Historical Society to temporarily use one of their buildings for the remainder of No. 142's inspection, and then the locomotive was moved to the plant.[79][80] No. 142 was scheduled to return to service by May 1, 2007, but its reassembly was not completed, until the following month.[78][79][81] That same year, NYS&W president Walter Rich died, and his name was painted on the side of No. 142's cab, in his honor.[53][72] In September 2017, No. 142 was due for another FRA-mandated 1,472-day overhaul, so it had to be removed from Bel-Del service and disassembled again.[82][83]
For the overhaul, NYS&W Historical Society crews opted to construct a larger shop facility in Phillipsburg, and when it was completed, No. 142 was moved inside to be overhauled alongside some passenger cars.[84][85] During the overhaul, No. 142's boiler had to be reconditioned, and it received a new set of tubes.[85] On August 9, 2024, the locomotive underwent a stationary test fire, and subsequent work is required for it to return to service.[82]
↑ A second SY-1647 locomotive was built specifically for domestic usage in China, and it was assigned to work at the Tongliao Power Station.[18]
↑ A second SY-1698 locomotive was built specifically for domestic usage in China, being assigned to the East China Aluminum plant in Lanxi.[31]
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↑ Hudson, Mike; Atkins, Philip (September 2007). "Locos lost at sea. The all-time definitive record". The Railway Magazine. Vol.153, no.1277. pp.14–19. ISSN0033-8923.
↑ "The Business Times". Singapore. June 10, 1991. p.30.
↑ "Editorial - Steamy Situation". Susquehanna Reflector. Vol.3, no.3. NYS&W Technical and Historical Society. November 1991. p.6.
↑ Stephens, Bill (January 1998). "The Susie-Q Saga". Trains. Vol.58, no.1. Kalmbach Publishing. pp.42, 44. Archived from the original on October 2, 2024. Retrieved September 25, 2024.
1 2 3 4 5 6 7 Burton, Sandy (June 2004). "Steam Trains on the Delaware—Belvidere & Delaware River Railway Inaugurates Excursions". Railpace. Vol.23, no.254. Railpace Company, Inc. pp.20–22.
1 2 3 4 5 6 Bleyker, Martin Den (2010). "Twenty Years of the New York, Susquehanna and Western Technical & Historical Society Inc". Susquehanna Reflector. Vol.14, no.1. NYS&W Technical and Historical Society. pp.4, 18.
↑ Pinglora, Ray (2003). "President's Message". Susquehanna Reflector. Vol.11, no.2. NYS&W Technical and Historical Society. p.1.
1 2 3 "From The Current Timetable - Excursion Report". Susquehanna Reflector. Vol.9, no.4. NYS&W Technical and Historical Society. 2000. pp.13–14.
↑ "Odds and Ends". Susquehanna Reflector. Vol.8, no.4. NYS&W Technical and Historical Society. 1998. pp.16, 19.
1 2 "The 1998 Syracuse NRHS Convention". Railfan & Railroad. Vol.17, no.10. Carstens Publications. October 1998. pp.42, 45.
↑ "Markers - The 1998 NRHS Convention". Railfan & Railroad. Vol.17, no.10. Carstens Publications. October 1998. p.64.
1 2 McGonigal, Robert (October 1998). "Railroad News - Success in Syracuse". Trains. Vol.57, no.10. Kalmbach Publishing. p.28. Archived from the original on October 2, 2024. Retrieved September 25, 2024.
↑ Bleyker, Martin Den (2017). "Shop Talk". Susquehanna Reflector. Vol.16, no.3. NYS&W Technical and Historical Society.
↑ Bleyker, Martin Den (2018). "Shop Talk". Susquehanna Reflector. Vol.16, no.3.5. NYS&W Technical and Historical Society. p.15.
1 2 Bleyker, Martin Den (2019). "Bel-Del News, Shop Talk". Susquehanna Reflector. Vol.16, no.4. NYS&W Technical and Historical Society. pp.8, 12.
Bibliography
Gibbons, Robin (2016). Locomotives of China - The JF6 Family - The JF6, PL2, YJ and SY Classes. United Kingdom: Tynedale Publishing. ISBN978-0-9934192-1-8.
Forero, George; Vecchio, Mike Del (May 1992). "Steam Returns to the Susquehanna". Railfan & Railroad. Vol.11, no.5. Carstens Publications. pp.48–51.
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