WOODSTOWN, N.J. — SMS Rail Lines Alco 0-6-0 locomotive No. 9 has been certified for operation by the Federal Railroad Administration after a 14-year restoration at the SMS shops in Bridgeport, N.J.
The locomotive was built for the U.S. Army in 1942, working first at Fort Dix, N.J., and at Fort Eustis, Va., as No. 4023 and later, at Fort Eustis, as No. 616. Retired there in 1958, it was sold to Virginia Blue Ridge Railway in Piney River, Va., and became its No. 9, pulling that railroad’s last steam-powered train on Aug. 1, 1963.
After Virginia Blue Ridge dieselized, it stored No. 9 in operating condition until 1966, when it was sold to the New Hope & Ivyland Railroad (today’s New Hope Railroad), in New Hope, Pa., some 16 miles northwest of Trenton, N.J. The locomotive operated sporadically from in the 1960s and again from 1976 to 1981. Work there began in 1992 but then was halted; the locomotive was disassembled when it was purchased by SMS Rail, which began a complete overhaul to operating condition in 2009. It was first test-fired in 2021 [see “SMS 0-6-0 returns to steam,” Trains News Wire, Aug. 10, 2021].
According to Paul Harland, SMS Rail Service director of passenger operations, an FRA team visited the SMS shop for three days earlier this month. On the first day, the locomotive passed the FRA’s hydrostatic boiler test; on the second, the team confirmed boiler metal conditions and thicknesses and found no problems. Finally, on the third day, the FRA team fired up the locomotive and its operational test was also a success, leading to operating certification on Nov. 16. Harland said SMS shop forces will complete the restoration and paint the locomotive in coming months and plans to debut No. 9 in passenger service at SMS’s heritage rail operation, Woodstown Central, for the 2024 operating season.
No. 9 is one of five remaining Virginia Blue Ridge steam locomotives, but the only one currently in operating condition. Three of VBR’s diesels have survived since the railroad’s closure in 1981, with two known to still be on operation.
Woodstown is a 45-minute drive south of Philadelphia and 30 minutes east of Wilmington, Del. More information about the Woodstown Central is available at its website, with more on SMS Rail available here.
— Updated at Nov. 27 to clarify ownership, correct other details.
This is wonderful news and congratulations to all involved. As information and for clarity, FRA does not “certify” locomotives or conduct hydrostatic tests. The regulation as outlined in 49 CFR Part 230 explain the minimum requirements, including the opportunity for FRA to witness the “hydro”. FRA will verify compliance with all applicable parts in the regulation.
Mike Ramsey
Here’s a photo of MT 2-6-0 64 as converted from a GI 0-6-0. Colo RR Mueum has the negative. Note in addition to the pilot truck, the engine gained a second air pump and enlarged coal capacity on the tender.
https://digital.denverlibrary.org/digital/collection/p15330coll22/id/92643/
That tender looks like it would be at home on the DB!
I can think of a couple more 0-6-0s that could be converted to 2-6-0 if they were rehabbed to operational service. The one that comes to my mind close to home is the former SP1221 on display in Deming, NM. Delaware-Otsego (Cooperstown and Charlotte Valley RR and NYSW) in Cooperstown, NY had one that, the last I read, went to a trucking rigger and train collector in MD. However, leave Thomas alone, he’s just fine the way he is as an 0-6-0. lol
That MT 2-6-0 is a nicely proportioned locomotive. It looks larger than it is!
It’s a good engine, Steams well (saturated), rides well except for short wheelbase and no lead truck. Midland Terminal had these and installed lead trucks.
Full steam ahead dear Woodstown Central 0-6-0 No. 9!
Dr. Güntürk Üstün