NH&I - 1976

It was agreed that a second steam locomotive would be ready for service in 1976. So the old worn out #1533 on February 21 & 22, 1976 would be lifted off it's drivers and lead truck assembly. The driver wheel sets and lead truck would be removed and the locomotive would be placed onto cribbed blocking so an inspection of the frame, boiler, and all mechanical components could be made. The tender of the locomotive would be inspected along with the damaged truck assemblies. The locomotive was found to be in worse shape that expected from the many previous years of abuse since 1966,  until it had some needed care during the winter of 1973. It was estimated at that time to properly rebuild 1533 the cost would exceed $250,000.00 and take several years to complete.

Then John Russell had a friend a Malcolm Ottinger who owned a 4-6-2 steam locomotive #425 that was formely used at the closed V.F.S.R. and introduced Jimmy McHugh along with a few of the new NH&I volunteers to Mr. Ottinger. However no terms could be worked out for the sale of the #425 because Mr. Ottinger was so unpleased with the former V.F.S.R. group, that he could not be convinced that the former V.F.S.R. people would never run his locomotive again. A former V.F.S.R. officer & later a former NH&I officer Guy Obrecht would not let Mr. Ottinger run the #425 at V.F.S.R. and this is something Mr. Ottinger disliked very much.

Other locomotives were then sought after, first a lanlocked 2-8-2 steam locomotive #3254 located at a motel in Ashland, PA was inspected and accepted by the NH&I and purchase terms were worked out with it's owner. When the NH&I's management went to hand deliver a certified $25,000.00 checked for the agreed price a week later, they were stunned to find out that they were dooped by suppositily friendly volunteers of the NH&I who had just put a $100.00 deposit down on the locomotive. This group was lead by Larry Cohen, Howard Pinkus, Eliott Moxley, and a few others, that wanted to use the locomotive at a location in New Jersey to have a operation of their own, but this never did materialize. This group of people were then banned from the NH&I because of their actions and they could not understand why. After some time #3254 was eventually sold to the Gettysburg railroad.

The Rail City museum that was located in New York had former Bath & Hammondport RR #11 a 2-6-0 coal burning steam locomotive for sale. Jimmy McHugh, Sam Freeman, Hal Bortz, John Hargraves, former Reading Company boilermaker Bobby Wiltermuth, and JC McHugh travel to that location. The group inspected the locomotive but it was determined that #11 would  require an extensive and costly amount of repairs before it could be ready for operation, so the NH&I passed on purchasing #11. A fourth locomotive was considered and the NH&I inspected a locomotive in Michigan were several large 2-8-0's were stored. Those steam locomotives were all found to be in good condition but an agreeable sale price could never be reached with the owner. A few other locomotives were considered but they all needed a major overhaul so no off line steam locomotives were purchased by the NH&I. 

The NH&I now considered leasing an operating steam locomotive for the 1976 season and this is when Tony Citro offered to have his 2-6-0 Lackawanna #565 rebuilt and then lease it to the NH&I. The #565 was sent to New Hope to be rebuilt by the Menair Fetcser Company who Frank Menair was a part owner. It was not very long into the project that Citro and MFC owner Frank Menair had several issues, and work would stop on the project. Also Citro now changed his verbal agreement that he had with the NH&I on a yearly rental charge to lease the  completely rebuilt #565 steam locomotive. The NH&I was under a contract by the state of PA to have a second steam locomotive operating during 1976, so it was thought that an outrageous lease price would be paid for the operating #565. The NH&I would not be forced into what it thought was an unfair lease for Citro's steam locomotive, and informed Citro to have the #565 removed from the NH&I's property within 90 days. Also during this period of time, the disagreement between MFC and Citro esculated into legal proceedings with the NH&I now being forced to have the derlict Lackawanna #565 on the property until these issues were resolved between MCF and Citro.

The NH&I also considered to purchase the privately owned 0-6-0 ex-Virgina Blue Ridge Rwy #7 that had been on the property since 1966. The first group of people that operated the NH&I 1966 - 1969 forced the owner of #7 out of the railroad. Then also the second group that operated the NH&I from 1970 - 1972 also had issues with the owner of #7. Because of the bad relationship that devoloped between the NH&I between 1966 - 1972 the owner of #7 would not sell the locomotive to the NH&I in 1976. The owner of #7 decided that he would rather scrap the Lima USRA build 0-6-0 than see it saved. Frank Manair of the MFC company was contracted by the lawyer representing the owner of #7 to scrap it. The contract stated that the #7 locomotive could not be saved and that it had to be scrapped. However it did not state if parts could be used from the locomotive. A deal was made between Frank Menair and Jimmy McHugh to swap the worn out wheel / axle sets and some other parts from #9 with the #7. The #7 was first lifted off it's good wheel / axle sets and placed onto the ground, then #9 was lifted off it's worn out wheel / axle sets. The #7's wheels / axles were then placed under #9, and #7 was scrapped by the MCF company as contracted by the private owner, not the NH&I or McHugh company.

It was then decided that if the NH&I was going to have a second operating steam locomotive during 1976, the NH&I would rebuild it's own #9 even though it was an 0-6-0 switcher. The PA state contract stated that a second steam locomotive was to be operating, not what type wheel arrangement the locomotive had to be. Many people under estimated  the talent of the McHugh shop forces and the reorganized NH&I volunteers capabilities. It was thought that #9 could be ready for service in less than 6 month from the time the project started. The ex-US Army - ex-Virgina Blue Ridge Rwy. 0-6-0 was completed during the second week of August 1976 and placed into service. When #9 made it's first test run down the track to Buckingham Valley it had #100 in tow in case there was a problem. Al Breigal was engineer, Dave Work & Dixion Blanchard were the fireman, & JC McHugh was in the firemans seat to ring the bell at the crossings. The tender was only filled 1/2 full of coal, with the NH&I & McHugh shop forces that rebuilt #9 riding in it's tender. The McHugh family covered $70,000.00 of the #9's rebuilding cost and the state of PA paid $30,000.00 to assist with the total cost of the $100,000.00 project. The #9 had both of it's head lights, bell, and other apliances, stolden sometime between the period of 1971 - 1973 and it had be rumered that they were taken by former NH&I volonteer's. A head light was purchased at a train show by president Jimmy McHugh for 500.00 and a second headlight was still required for the locomotive. Jim Boyd offered to loan a headlight from his railway collection to the NH&I but stated that his headlight had to be mounted onto the front of #9. Mr. Boyd also stated that he would like to see the headlight mounted onto the front of the smokebox. NH&I president Jimmy McHugh agreed with Mr. Boyd's request because when he was in the US Army Transporation Corp. reserves from 1958 - 1961 at the Fort Euist Army base in VA he had seen one of the  0-6-0's outfitted in this fashion.  

These are the events and reasons why the NH&I then management and operator selected to rebuild #9 and not the #1533. It is also why the #565 was never finished by MFC, and Citro's abanondonment of the #565 in peices at New hope and parts scattered at the MFC shop in Carversville, PA of which the then management & operator of the NH&I wanted off the property immediatily in mid 1976.

In September #40 would have one of it's pistons break and this would take it out of service for about a month. A replacement was found at the Rockhill shops of the East broad Top railroad and given to Jimmy McHugh by his friend Joe Kovalchick owner of the EBT. During this time the passenger trains would be pulled by Baldwin diesel #101 in the McHugh green livery and the Warminster passenger trains would be pulled by #100 still remaining in the ex-Copper Range RR livery.  

Other NH&I milestones for 1976. 

The NH&I purchased the 1 mile of track between Ivyland and Warminster

April 2, the first interchange with Conrail occured and the transition was smooth with all of the freight conductors on hand including Jimmy & JC McHugh

April 3rd was the first day of regular weekend steam passenger train operation, #40 was the locomotive used.

May 22, #40 blasted out of New Hope at 8:45am heading to Warminster and it arrived at 9:38am, seven minutes ahead of schedule marking the first New Hope to Warminster trains.

August, an 0-6-0 steam locomotive #9 is put into service during the second week.

Labor Day Weekend, 09/03 the #40 & #9 would steam together for a NRHS national convention that was held in Phila., PA.

In September #9 will head to the US Steel - Fairless Works complex and be used as a portable steam source for 2-1/2 months.

Freight car loadings was 703 for the year.

The rehab of the tie project had 9,505 ties replaced.

The track crew would have 22 men, this number does not include the paid shop employees.

December, first weekend the #9 & #40 would be double headed for the Santa Claus Special trains to Buckingham Valley.

December, weekend before Christmas a volunteers Christmas Party Train would be operated to Warminster with both #9 & #40.

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#101 is moving #40 to the water plug as it is being prepared for a weekend run. JC McHugh is in #40's cab, in the back ground in the rare Lackawanna #300 gas motor car.

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The #7 ex-Virgina Blue Ridge Rwy 0-6-0 was never owned by the NH&I and it was privately owned. Frank Manair of the MFC was contracted by the lawyer representing the owner of #7 to scrap it. The #7 was scrapped per it private owner's wishes by the MCF company, not the NH&I or McHugh company.

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#9 is ready to be lifted by the McHugh cranes and have the old worn out wheel / axle sets changed.                                

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#9 at Warminster station with JC McHugh looking out the fireman side of the cab.

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There were several double heading steam trains in 1976 with #40 & #9.

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This small 10 ton trolley freight locomotive was painted: red, white, & blue, by the BVTA presidents son Mike Bortz & the NH&I presidents son JC McHugh. Also in the photo is the wood CNJ caboose that was placed on the siding at Buckingham Valley that was used for sleeping quarters for some of the trolley group during the weekends.