05/16/08 Essex Steam Train: I was fortunate to ride in the cab of Valley RR 97, for a steam train charter up to Chester and back to Essex. Here are some photos which tell the tale but don't fully express how much fun I had.
We found this wonderful set of photos recently, which you can view online here.
Monday, June 23, 2008
Tuesday, June 17, 2008
Indiana Jones and the Quest For Cash
Well, I finally saw the latest Indiana Jones epic. I had tried several times previously only to find it "sold out" for any performance prior to 9:30PM or so. My motive for seeing the movie was that one rather short (although pivotal) scene had been shot at Essex, using some of our equipment as props.
A bit of background.
We had, of course heard that Steven Speilberg, et al were filming another episode and that New Haven would be one the locations. The State of Connecticut gives tax credits to motion picture production companies that use locations/facilities in the state, so suddenly there is quite a bit of movie work to be had. However we were surprised when a location scout called and asked for a meeting.
We chatted about the scene and what they would need: "typical" depot, typical day coach, paved station platform (huh? "well, there is some action on the platform"), an airport nearby (huh? "don't know, but it's important". We asked them what sort of a locomotive they wanted and it didn't seem to matter as the scene didn't include a locomotive.
A few days later another group came for the same tour. This time there were electricians and other tradesmen along to figure out how to deal with getting plenty of "clean" power on the train and in the "Indy" car. We chose our former L&NE gondola to carry their generators and a caboose to bring up the read of the train.
A few days later yet another group arrived for the same tour (routine by now). The Art Director was along: "typical" depot too clean (just repainted the year before), typical day coach ("Indy car") to be No. 503 (not the nicest or the scruffiest of the fleet), platform fine except for yellow safety line and he liked the old airport around the corner (not much landing space but it has a neat old arched hanger building). He wanted to see our selection of locomotives but got no further than 2-8-0 No. 97, loved it and that was that.
There were endless negotiations about costs, logistics, available days, etc. For enough money, we were prepared to shut down the railroad for a day.
In the end, we maintained our regular schedule operating from a track in our parking lot. Each regular train would load, back onto the main track at which time the movie train would have to stop and stay in the clear. Then our passenger train would pass the movie train on the Essex passing siding. Once they were clear, the movie train could go back to work until it was time to get the passenger train back into the parking lot. It worked well and our passengers got a front row seat as they passed the "set". My job was to cordinate the movements of the trains between the Railroad and the production company.
Preparations for the "shoot" took days. Our freshly painted depot was given a patina of age and use, signs were changed or removed. Truckloads of dirt, small tree and shrubs arrived and were artfully placed (and often moved). Huge light trucks arrived (think of O. Winston Link's obsession with controlling light) as well as a fleet of antique autos.
On the big day, the station area was a beehive of activity as everything got set up. Scenes were run through and tweaked. Eventually they began actually filming and not long after, someone said: "he'll be here soon. "Who? "Speilberg, that's his helicopter... And sure enough, there was a helicopter landing over at the old airport, and sure enough, a few minutes later, Speilberg arrived and everything moved into high gear.
Aside from the lunch break (plentiful and delicious and relaxing), it was a fast paced afternoon.
I kept the trains moving and other of each other's way AND I instructed Harrison Ford (a nice guy) on how to properly get off a moving train so he wouldn't fall down. But that shot wasn't used ( they wanted him to get off backward so he would face the camera).
Eventually Speilberg and all the important people left, which left cleaning up and putting everything away to the worker bees. It took days to put everything right again. The depot was repainted, temporary trees and dirt removed, cables stowed away, generators, etc. sent back to from where ever they came from, and Essex eventually returned to "normal".
Oh, and we got our final payment for our efforts.
And the movie (remember, I went to see the movie) was good. I especially liked the brief glimpse of The Ark of the Covenant in the warehouse scene and the snake. Oh, and the scene shot at Essex is a good one too.
Ken Blandina can be seen in the gangway of No. 97, Brian Messinger walks across the platform, cars 503, 602 and Wallingford appear as does the running gear of No. 97 and plenty of steam, although most of the steam was created by machines other than No. 97.
Thats' Hollywood!
J.David
A bit of background.
We had, of course heard that Steven Speilberg, et al were filming another episode and that New Haven would be one the locations. The State of Connecticut gives tax credits to motion picture production companies that use locations/facilities in the state, so suddenly there is quite a bit of movie work to be had. However we were surprised when a location scout called and asked for a meeting.
We chatted about the scene and what they would need: "typical" depot, typical day coach, paved station platform (huh? "well, there is some action on the platform"), an airport nearby (huh? "don't know, but it's important". We asked them what sort of a locomotive they wanted and it didn't seem to matter as the scene didn't include a locomotive.
A few days later another group came for the same tour. This time there were electricians and other tradesmen along to figure out how to deal with getting plenty of "clean" power on the train and in the "Indy" car. We chose our former L&NE gondola to carry their generators and a caboose to bring up the read of the train.
A few days later yet another group arrived for the same tour (routine by now). The Art Director was along: "typical" depot too clean (just repainted the year before), typical day coach ("Indy car") to be No. 503 (not the nicest or the scruffiest of the fleet), platform fine except for yellow safety line and he liked the old airport around the corner (not much landing space but it has a neat old arched hanger building). He wanted to see our selection of locomotives but got no further than 2-8-0 No. 97, loved it and that was that.
There were endless negotiations about costs, logistics, available days, etc. For enough money, we were prepared to shut down the railroad for a day.
In the end, we maintained our regular schedule operating from a track in our parking lot. Each regular train would load, back onto the main track at which time the movie train would have to stop and stay in the clear. Then our passenger train would pass the movie train on the Essex passing siding. Once they were clear, the movie train could go back to work until it was time to get the passenger train back into the parking lot. It worked well and our passengers got a front row seat as they passed the "set". My job was to cordinate the movements of the trains between the Railroad and the production company.
Preparations for the "shoot" took days. Our freshly painted depot was given a patina of age and use, signs were changed or removed. Truckloads of dirt, small tree and shrubs arrived and were artfully placed (and often moved). Huge light trucks arrived (think of O. Winston Link's obsession with controlling light) as well as a fleet of antique autos.
On the big day, the station area was a beehive of activity as everything got set up. Scenes were run through and tweaked. Eventually they began actually filming and not long after, someone said: "he'll be here soon. "Who? "Speilberg, that's his helicopter... And sure enough, there was a helicopter landing over at the old airport, and sure enough, a few minutes later, Speilberg arrived and everything moved into high gear.
Aside from the lunch break (plentiful and delicious and relaxing), it was a fast paced afternoon.
I kept the trains moving and other of each other's way AND I instructed Harrison Ford (a nice guy) on how to properly get off a moving train so he wouldn't fall down. But that shot wasn't used ( they wanted him to get off backward so he would face the camera).
Eventually Speilberg and all the important people left, which left cleaning up and putting everything away to the worker bees. It took days to put everything right again. The depot was repainted, temporary trees and dirt removed, cables stowed away, generators, etc. sent back to from where ever they came from, and Essex eventually returned to "normal".
Oh, and we got our final payment for our efforts.
And the movie (remember, I went to see the movie) was good. I especially liked the brief glimpse of The Ark of the Covenant in the warehouse scene and the snake. Oh, and the scene shot at Essex is a good one too.
Ken Blandina can be seen in the gangway of No. 97, Brian Messinger walks across the platform, cars 503, 602 and Wallingford appear as does the running gear of No. 97 and plenty of steam, although most of the steam was created by machines other than No. 97.
Thats' Hollywood!
J.David
Friday, May 30, 2008
The Engine House
The Engine House, at Essex Station, from space, courtesy of Microsoft's Virtual Earth. It's almost like being there!
Friday, May 23, 2008
"New" Boom Truck Placed in Service and Other News
Our "new" (well 1986 is new for those of us who are use to machines from the 1920s') was placed in service this morning. We used it to lift coach 501's "A" end truck to facilitate the replacement of a set of wheels. "Boomer II" handled the task with ease. Its crane is a good bit more powerful than our boom truck, plus the new one has four (count them, four) outriggers for better stability when making lifts. Right now I hear the whine of 35 ton Norton air jacks, as Wayne Hebert and Bill Wolf lower the 501 back onto its truck.
Scott DiMartino has begun work on the roof of our open car "RIVERVIEW". This year, rather than receiving just another coat of "Koolpatch", the roof is getting a good scraping, needlechipping where necessary and a few patches where the clerestory meets the hip. The open car is scheduled to go back into service on June 21st, the day after the final school trip and first day of our daily (until Labor Day) service schedule.
Paul Horgan and Ken Blandina are putting the final touches on the "Trackside Cafe" prior to it opening for the season. I saw the van from "Downunder Subs" make a delivery. We sell their mini subs at the Cafe and on our riverboat "Becky Thatcher". These little subs are quite tasty (our senior management favors the Chicken Salad...) and a good bargain.
J. David
Scott DiMartino has begun work on the roof of our open car "RIVERVIEW". This year, rather than receiving just another coat of "Koolpatch", the roof is getting a good scraping, needlechipping where necessary and a few patches where the clerestory meets the hip. The open car is scheduled to go back into service on June 21st, the day after the final school trip and first day of our daily (until Labor Day) service schedule.
Paul Horgan and Ken Blandina are putting the final touches on the "Trackside Cafe" prior to it opening for the season. I saw the van from "Downunder Subs" make a delivery. We sell their mini subs at the Cafe and on our riverboat "Becky Thatcher". These little subs are quite tasty (our senior management favors the Chicken Salad...) and a good bargain.
J. David
Saturday, September 29, 2007
It's In the Bag
Last week, visitors to the Essex Steam Train were startled to see a huge “bag” in the parking lot and wondered what it was doing there and what was inside.
The “bag” was actually a temporary containment structure to enable the sandblasting and painting of New York, New Haven & Hartford box car number 35386 owned by The Friends of the Valley Railroad..
Prior to the development of the Interstate highway system and the rise of the trucking industry, the box car was used by the railroads to haul many commodities. In addition to items that were boxed or crated, these cars were used for carrying lumber, grain and other non-perishable food stuffs. Specialized box cars were used to transport automobiles. At one time the New Haven owned box cars by the thousands. Today, less than a dozen survive. No. 35386 was last used by Amtrak as a storage shed at New London, Connecticut. When it was learned that the car was to be scrapped, The Friends purchased the car and quickly trucked it to Essex. Volunteers repaired the rusted car and made reproduction parts to replace lost or damaged ones.
Brian DeWolf, a local sandblasting and painting contractor was retained to refinish it. The “bag” is homemade, stitched together with numerous zippers to allow for entering. The “bag” was placed over the boxcar and then secured to the ground with stakes and ropes. Two large electric blowers are placed at the bottom and once turned on, inflate the “bag”, and create an enclosed work space. Once the box car was sandblasted, primed and painted (in a authentic New Haven paint scheme), the “bag” was floated off and folded up for storage. Once the “bag” was removed, the work area was cleaned up and the used sand disposed of.
Next month, the box car will be lettered and the moved to East Haddam for display adjacent to the former New Haven Freight Station.
J. David Conrad
The “bag” was actually a temporary containment structure to enable the sandblasting and painting of New York, New Haven & Hartford box car number 35386 owned by The Friends of the Valley Railroad..
Prior to the development of the Interstate highway system and the rise of the trucking industry, the box car was used by the railroads to haul many commodities. In addition to items that were boxed or crated, these cars were used for carrying lumber, grain and other non-perishable food stuffs. Specialized box cars were used to transport automobiles. At one time the New Haven owned box cars by the thousands. Today, less than a dozen survive. No. 35386 was last used by Amtrak as a storage shed at New London, Connecticut. When it was learned that the car was to be scrapped, The Friends purchased the car and quickly trucked it to Essex. Volunteers repaired the rusted car and made reproduction parts to replace lost or damaged ones.
Brian DeWolf, a local sandblasting and painting contractor was retained to refinish it. The “bag” is homemade, stitched together with numerous zippers to allow for entering. The “bag” was placed over the boxcar and then secured to the ground with stakes and ropes. Two large electric blowers are placed at the bottom and once turned on, inflate the “bag”, and create an enclosed work space. Once the box car was sandblasted, primed and painted (in a authentic New Haven paint scheme), the “bag” was floated off and folded up for storage. Once the “bag” was removed, the work area was cleaned up and the used sand disposed of.
Next month, the box car will be lettered and the moved to East Haddam for display adjacent to the former New Haven Freight Station.
J. David Conrad
Friday, July 13, 2007
Essex Steam Train Provides Authentic Background For Major Motion Picture
A scene for a yet untitled motion picture was filmed at Essex Steam Train on July 5, 2007. Descending on Essex Station for the “shoot”, were hordes of set designers, landscape artists, lighting and sound technicians, costumed extras, caterers, assistants, gaffers and grips . . . not to mention assorted Directors, Producers and two major Hollywood Stars!
A special “Movie Train" consisted of Steam Locomotive #97, Parlor Car "Great Republic", Passenger Coach #’s 503, 501 and 602, L&NE Gondola Car (for generators) and a Caboose. The train made short moves for cameras along the station platform throughout the 12-hour day. Regular Essex Steam Train service was maintained with Steam Locomotive #40 and Diesel Locomotive #0901 at either end of a 5 car train, operating from Track 7. Two locomotives eliminated the need for a locomotive to run around the train at Deep River (saving time) and Essex (leaving the main track for filming). The day went smoothly as both the Movie Train and Regular Train experienced no delays.
Photo courtesy of Tom Nanos at Nanosphoto
When we learn the name of the movie and/or a release date, we'll post the information here. (Edit: Of course, it's Indiana Jones and the Kingdom of the Crystal Skull, released 22May2008)
J. David Conrad
VP, Chief Mechanical Officer
A special “Movie Train" consisted of Steam Locomotive #97, Parlor Car "Great Republic", Passenger Coach #’s 503, 501 and 602, L&NE Gondola Car (for generators) and a Caboose. The train made short moves for cameras along the station platform throughout the 12-hour day. Regular Essex Steam Train service was maintained with Steam Locomotive #40 and Diesel Locomotive #0901 at either end of a 5 car train, operating from Track 7. Two locomotives eliminated the need for a locomotive to run around the train at Deep River (saving time) and Essex (leaving the main track for filming). The day went smoothly as both the Movie Train and Regular Train experienced no delays.
Photo courtesy of Tom Nanos at Nanosphoto
When we learn the name of the movie and/or a release date, we'll post the information here. (Edit: Of course, it's Indiana Jones and the Kingdom of the Crystal Skull, released 22May2008)
J. David Conrad
VP, Chief Mechanical Officer
Tuesday, June 26, 2007
Valley Railroad No. 40 Steams Again
Valley Railroad Co. steam locomotive No. 40 operated under it’s own power today for the first time since December 22, 2002 following the extensive (and expensive) renewing much of its firebox and other repairs.
VRR Locomotive Foreman Wayne Hebert headed up the team of Employees and Volunteers who performed virtually all of the work within the Company’s small shop at Essex. The most complex part of the project was forming of a new firebox door sheet. This is the rear end of the firebox and has an opening in it to allow coal to be shoveled in for the fire. The door hole and the outside edge are “flanged”. The “flanging” was done by heating the edge of the 3/8” steel by means of torches totaling 2 million BTU. Once heated, the steel was formed over dies using large wooden mallets. It took a crew of six a full day to “heat and beat” the outside edge. Although the process appeared crude, the newly formed part was within ¼” in it’s major dimensions once trimmed.
After each of the three major sections were fit into place, the locations for staybolt and rivet holes were carefully transferred, the sheets were removed, drilled and then reinstalled.
The new sheets were welded in place by Bob Carlson, a retired welder from Electric Boat Co. Two large air powered riveting hammers were used to drive over 100 steel rivets which had to be heated to a bright yellow color before they were hot enough to be driven. The nearly 500 new staybolts were installed cold, they too required being driven with air hammers to make them water and steam tight. Other major work included rebuilding the locomotive’s air compressor (necessary for the brake system) and rebuilding the trailing truck, which supports a portion of the weight of the rear end of the locomotive.
No. 40 will receive further “testing & tinkering & touch ups” prior to being placed in regular service, probably in mid-July.
- J. David Conrad
VRR Locomotive Foreman Wayne Hebert headed up the team of Employees and Volunteers who performed virtually all of the work within the Company’s small shop at Essex. The most complex part of the project was forming of a new firebox door sheet. This is the rear end of the firebox and has an opening in it to allow coal to be shoveled in for the fire. The door hole and the outside edge are “flanged”. The “flanging” was done by heating the edge of the 3/8” steel by means of torches totaling 2 million BTU. Once heated, the steel was formed over dies using large wooden mallets. It took a crew of six a full day to “heat and beat” the outside edge. Although the process appeared crude, the newly formed part was within ¼” in it’s major dimensions once trimmed.
After each of the three major sections were fit into place, the locations for staybolt and rivet holes were carefully transferred, the sheets were removed, drilled and then reinstalled.
The new sheets were welded in place by Bob Carlson, a retired welder from Electric Boat Co. Two large air powered riveting hammers were used to drive over 100 steel rivets which had to be heated to a bright yellow color before they were hot enough to be driven. The nearly 500 new staybolts were installed cold, they too required being driven with air hammers to make them water and steam tight. Other major work included rebuilding the locomotive’s air compressor (necessary for the brake system) and rebuilding the trailing truck, which supports a portion of the weight of the rear end of the locomotive.
No. 40 will receive further “testing & tinkering & touch ups” prior to being placed in regular service, probably in mid-July.
- J. David Conrad
Monday, August 30, 2004
Work Continues on Historic Diesel Locomotive
An 80 ton General Electric locomotive built in 1937 is being restored and returned to service for use on the Essex Clipper Dinner Train. The locomotive was acquired from Pfizer several years ago and has been worked on as time and funds permitted. This summer a major effort has been made to complete the work and return the locomotive to service. A new oak tongue and groove floor was installed in the cab, all electrical components were cleaned, new batteries purchased and brake rigging rebuilt.
With all of the brake rigging removed, it was possible to reprofile the wheels using a specially designed machine borrowed from the Green Mountain Railroad. The machine is bolted and clamped to the rails, the wheels are jacked up and the traction motor hooked up to a welding generator. The welder powers the traction motor which turns the wheel, effectively the assemblage becomes a poor man's wheel lathe. It is hoped that the locomotive will be ready for testing by the end of September. Once it is placed in service, it is believed that it will be the oldest operable diesel-electric locomotive in the country.
Machinist Bill Wolf cuts down a high wheel flange on VRR No. 0901, August 2004.
With all of the brake rigging removed, it was possible to reprofile the wheels using a specially designed machine borrowed from the Green Mountain Railroad. The machine is bolted and clamped to the rails, the wheels are jacked up and the traction motor hooked up to a welding generator. The welder powers the traction motor which turns the wheel, effectively the assemblage becomes a poor man's wheel lathe. It is hoped that the locomotive will be ready for testing by the end of September. Once it is placed in service, it is believed that it will be the oldest operable diesel-electric locomotive in the country.
Machinist Bill Wolf cuts down a high wheel flange on VRR No. 0901, August 2004.
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