Middletown and New Jersey #11
A Brief History
by Dan Myers
The exact build date of Alco/Cooke locomotive #11
seems somehow to be in question. Various accounts and articles indicate
that the engine was either built for stock or for the Cuba Sugar Company in
1920 or 1921. The locomotive’s number plate shows a date of 1923 and the
engine carries serial number of 62635. Number 11 was part of a three
locomotive build and interestingly enough at least two of the three
locomotives exist today. Narragansett Pier #11, Osceola Cypress #50 and
Maryland and Delaware Coast #203 were all part of shop order C-659. The
Alco-Cooke builder’s card for #11 shows the engine in Narragansett Pier RR
paint with a ship date of March 1923.
It is
known that a number of heavy and light Mogul (2-6-0) and Consolidation
(2-8-0) engines were built for Cuba around 1920. Cuba enjoyed a “sugar
boom” during World War I and a group of locomotives were ordered to handle
the boom. Unfortunately the boom that had fueled the Cuban economy crashed
in 1920 with sugar prices falling from twenty-three cents a pound to four
cents a pound in a period of six months. This factor, the corruption of the
government lead by President Zaya, and a sugar tariff imposed by the US
government apparently killed the “Cuba Sugar Engine” deal. Several engines
with close serial numbers are still operating in Cuba today. Other engines
from this group exist at Steamtown and in a park in Lakeland, Florida.
Virginia-Carolina Chemical Co. #50 and L&BR #1923 support the “Cuba Sugar
Engine” scenario. The Virginia-Carolina (formerly Osceola Cypress #50) is
the surviving sister engine to #11. The engine which is displayed in
Lakeland’s Adair Park lacks butterfly firebox doors, which might support
construction for export service. The Lowville and Beaver River 2-8-0 also
shows evidence of the “Cuban Scenario” in an interesting way. L&BR #1923
carries a builder’s date of 1920 and a Serial # of 62623. The L&BR always
numbered their locomotives according to the year they were purchased hence
the number 1923. #1923 was built in 1920 and acquired new by the L&BR in
1923 showing a 3-year sales lag. L&BR #1923 and MNJ #11 are separated by 12
Alco serial numbers.
The
Narragansett Pier Railroad of Peace Dale, Rhode Island purchased #11 in 1923
as a new locomotive. The NP was known for its corporate thrift and Henwood,
in his book “Short Haul to the Bay” notes that the 11 was purchased without
a great deal of research. Apparently the first time the 11 was fired up on
the NP it wedged in a curve due to its long wheelbase. The New Haven was
called to rescue the engine and the flange was cut from the center driver to
alleviate the binding problem. The flange on center driver was restored by
a subsequent owner. The 11 served the Narragansett Pier for 15 years and
was sold in 1938 to Thomas Carey, a locomotive dealer in Elizabethport, NJ.
The
11 was purchased by the Bath and Hammondsport Railroad in 1939 to replace a
former Erie camelback, purchased when the line became independent from the
Erie in 1935. The engine served as the B&H’s primary locomotive until the
arrival of the road’s 44-ton diesel-electric in October of 1949. Mr. U.S.
Arland, General Manager of the B&H had a great affection for the 11 and kept
her in reserve for another 7 years.
Dr.
Stanley Groman, a Syracuse surgeon, purchased the 11 from the Bath and
Hammondsport in June of 1955 for use at his “Rail City” museum in Sandy
Creek, NY. The 11 was on hand for the grand opening of “Rail City” on July
4, 1955. The engine traversed the mile-and-a- half loop at “Rail City” for
the next nineteen years until the museum closed in the fall of 1974.
The
engine was re-purchased by its original owner, the Narragansett Pier
Railroad in 1977 and returned to Peace Dale, Rhode Island. Dr. John Miller,
a Connecticut Dentist and rail fan intended to restore the locomotive for
excursion service. Dr. Miller’s people removed the jacket, lagging,
accessories and a number of the locomotive’s flues before losing interest in
the engine.
The
Middletown and New Jersey Railway was aware of the locomotive’s situation
and purchased the engine in the early 80’s. The M&NJ hoped to transport the
locomotive by rail, but before the move could be made, the rails to Peace
Dale, RI were scrapped. Chet’s Towing of Florida, NY was contracted to move
the locomotive and #11 arrived in Middletown, NY in July of 1982.
The
locomotive has been stored in “as received condition” indoors since its
arrival on the Middletown and New Jersey in 1982. It is interesting to note
that the Middletown and New Jersey Railway have owned the 11 longer than any
of her previous owners!!! Number 11 has been retained by one of the
previous owners of the M&NJ for future dispossession.
References:
http://kodtrak.railfan.net
www.railcitymusuem.com
www.steamlocomotive.info
(pursue NY and FL list of “survivors”)
www.steamlocomotive.com (pursue
NY and FL list of “survivors”)
www.trainweb.org/kin/narrRR.html
www.cr.nps.gov/history/online_books/steamtown/shs2j.htm
“Short Haul to the Bay” J. Henwood
“Steam & Champagne” Trains Magazine, December 1946
“The Rise and Fall of Rail City”, Trains Magazine, December
1995
Robert Groman, President, Rail City Historical Museum
