The 2011 Season is finished and thus begins the work of preparing for 2012.  Engine 40 has completed it's annual inspection and has had a "caps job" done.  Bill Wolf has been very busy working to machine a new wrist pin for the fireman's side crosshead as well as making new studs for the air compressor bracket and  preparing the fireman's injector to be ready for the upcoming season.  Others have been working on re-installing the lagging, piping, brakes, and water-glasses.  The air compressor was removed and had several boiler studs replaced and the bracket was repaired.   Interesting note that #40 has 292 service days remaining that need to be "used up" over the next two seasons, so we can expect to see 40 pulling quite a few trains this year. 

Wallingford was in the shop for maintenance and repairs.  Having completed most of the work we now have 1000 in the shop getting its "M&R" for the upcoming season. 

During 2012, Engines 40 and 3025 will be operating; however, 40 will see more service because we need to use up the valuable 1472 inspection days.  Engine 3025 is new and has many, many years left to use up its days. 

The tentative 2012 Motive power operating schedule (which is subject to change)
Engine 3025 will start the 2012 season in Fri, April 13 and operate until May 20, 2012 (weekends). 
Engine 40 will operate May 26 through June 29, 2012
Engine 3025 will operate June 30 through July 30, 2012
Engine 40 will operate July 31 through August 30, 2012
Engine 3025 will operate August 31, Sept 1-3, 2012
Engine 40 will operate September 7 through October 22, 2012
Engine 3025 will operate October 26 through November 4, 2012
Engines 3025 and 40 will both operate Christmas starting November 16 through December 27
Please remember and don't be disappointed if your favorite engine isn't operating a particular day.  You can always call the office to verify; however, under certain circumstances the schedule may be altered at the last minute. 

3025 in the SUN!

3025 was out of the shop for a few minutes this afternoon. The tender was filled with coal and some firewood was put on board. We are getting ready to fire it up for the first time since it was re-assembled. A myriad of small tasks remain to be done before it will run, but it is getting close. Stay tuned...
J.David

3025 BACK ON ITS WHEELS

We reached a major milestone in the rebuilding of No. 3025 this afternoon, raising the locomotive nearly 5 feet, sliding the wheels under it and lowering it onto it's rebuilt running gear.

The lift was a long time in coming. The entire running gear had to be disassembled, all parts cleaned, inspected and repaired or replaced.

In addition to all that, early this year we acquired a set of 4 Whiting 30 Ton locomotive jacks. Prior to getting these jacks, we either hired cranes or used our air jacks (and a lot of oak blocking) to wheel and un-wheel our equipment. We beleive that the jacks will pay for themselves with about three or four uses.

Once moved to Essex the jacks were rebuilt by our Master Electrician, Paul Horgan (right) and Contractor, Dave Wantz. Paul made the electrical repairs and modifications (including conversion fron 575 Volt to 480 Volt) while Dave disassembled each jack, making a thorough inspection and replacing worn parts.

Now the push will be on to reassemble the rest of the locomotive and place it in service so it can begin to repay this major investement for our company.

J.David

3025 BOILER STEAM TESTED

April 5, 2011, Wayne Hebert Looks Over His Work
3025 has slid in and out of the shop several times in the last month. The final step in making an alteration of a boiler under FRA (Federal Railroad Administration) jurisdiction is a steam test of the boiler to operating pressure. We did this for ourselves in March to be sure that we wouldn't be wasting the FRA's time coming up to witness the test. Once certain that all was in readiness, we scheduled the inspection.
April 5th wasn't a good day weather wise, but for the No.3025 project, it was excellent. The FRA was pleased with the test, so now we are clear to apply the insulation and boiler jacket.
J.David



Eric Seamans Tends the Fire

The Last Run of "Old 97" (for a while)...

December 29, 2010 Engineer Ken Blandina & Fireman Jim Miller There has been a lot of babbling about our No. 97 being "retired". It is true that it has used up it's 1472 Service Days as allowed by Federal Railroad Administration rules and that it cannot be operated again until it has recieved another 1472 day inspection. But "retired"? That is hardly the case. It is only a matter of manpower, time and money before it will be in steam again. Now, it may be a while before those requirements are met. No.3025 must be finished. We are behind on coach work and must catch up. No.40 is getting close to it's 1472 day anniversary (May 16, 2014), (but whos' keeping track?) and there are events ("Thomas", Circus Train, North Pole Express, etc.) which must be pulled off year after year. But at some point in time it will return to the shop for a long stay. Actually, it will probably come in first for a couple of weeks for as thorough an inspection as we can manage, then go back out while plans are made, money is found and long lead time parts ordered. Once all these are in place, we'll begin the work. No.97 needs a good deal more than just a routine 1472 day inspection this time around. It has a number of chronic (read: expensive and/or time consuming) problems which must be addressed. We have already begun acquiring the materials and parts that we'll need. Crown brasses and a new set of flues and tubes are on hand, as are new spring rigging parts (see previous blog) and we will continue to accumulate more parts as bargains present themselves. I remember when I first came to work at The Valley in April of 1986. No.97 was in bits and pieces, strewn from one end of the shop to the other. A couple of the "old heads" were standing around, hands in pockets, looking over the locomotive, shaking their heads; both agreed: it would never run again. But two months later, it was back on the road, and has run every year since. No.97 won't be back in a couple of months, or even a couple of years, but it will steam again. J.David No.97 Enters the Enginehouse, 12/29/10

VIVID DRAGON lands in Essex

VIVID DRAGON

Why would a standard 20 foot shipping container be considered "blog worthy"? OK it has a neat name, but really, it is what inside that counts.
When we purchased SY 1658M (see previous blogs), we got a fair number of spare parts with it. However there were a number items which we needed to rebuild the locomotive, plus, with steam locomotives it is always good to have plenty of spares and many SY parts are useable on our other locomotives.

While in China supervising the overhaul of several class QJ steam locomotives at the legendary "701 Factory", Dennis Daugherty noted large quanities of spare parts in their storage areas. Since "701" was about to close it's doors, we were able (with the help of our agent, Vicky Yuan) to purchase many item which we needed for our SY, parts to be used in the rebuilding of our No. 97 and items for other locomotive owners in the U.S.

It took Vicky several months to track down all the parts we wanted (some not in stock at "701") negotiate prices and arrange for shipping to a loading point near "701". Since we are always short of storage space, Vicky found us a shipping container (VIVID DRAGON), which we purchased. Dennis traveled to China last fall to inspect all of the parts, inventory them, and supervise as they were being loaded.

VIVID DRAGON Interior
After a number of inspections by Chinese Customs, VIVID DRAGON made good time to Newark, where it was again subjected to muliple inspections by U.S. Customs (maybe all of the superheater flues looked like cannon barrels).
Eventually it arrived at Essex where we set it on tie cribs.
Finally opened, we "saw wonderful things": injector nozzels, air compressor governors, shoes, wedges, spring saddles, mechanical lubricators, parts too numerous to list. A veritable cornicopia of steam parts all useful for keeping our steam locomotives on the road.
J.David

Coach 1001 Completed (finally)

Scott Painting Coach 1001
Readers with long memories may recall that back in 2006, Wayne Hebert began the tedious process of repairing the rusted window posts. Complicating the work was the need to refrain from taking apart any more than could be repaired in a week or two so the car would be available for charters and events. Concurrent with the window posts, Scott Dimartino repaired the roof and clerstory vents. By late 2008 attention had turned to replacing large sections of the carbody ends. In 2009, Eric Seamans made a complete set of windows, which were installed by Paul Horgan, Mike Camera and the Freinds of the Valley Railroad. Kevin Narin was hired as a dedicated worker. His job was to remove the bottom 10 inches of the carbody and replace it with new steel. Rivets were replaced with round head screws with the slots filled with bondo after tightening. About80% of this work had been accomplished by the time the car was needed for "Thomas" service.
A final push to completion came in 2010. Even as Kevin finished the welding, Scott had begun applying body filler to the weld seams. Eventually, most everyone in the shop worked on sanding the carbody in preparation for painting.

Coach 1001 After Painting
Scott did much of the priming and painting in our new containment bag, which was set up alongside the shop. The finish coat used on the car was a DuPont automotive paint: FulThane. This is the same product used on the Dinner Train in 2000 (it has held up well).

Valley's New Containment Bag, 20X15X100 feet

J.David

Farewell to Old 97

In November 2010, “Your Hand on the Throttle” will celebrate Engine 97’s last run . . . until it’s rebuilt per federal regulations!

Periodically, steam locomotives have to be overhauled, typically every 100,000 miles. However, Engine 97 hasn’t been totally rebuilt since the 1940s and has run a remarkable 200,000 miles in Valley Railroad service since 1977. Therefore, upon completion of Engine 97’s current term of service in 2010, it will undergo a complete boiler inspection and rebuilding of all mechanical components . . . such as driving axels, crank pins, and crown brasses. 

Join us for:

Farewell to Old 97

Your Hand on the Throttle, 2010

November 5-14

The cost for this special Farewell to Old 97 event is $500.00. A portion of the proceeds from your participation will help the VRR’s effort to defray costs of acquiring parts and rebuilding Engine 97.

Don’t forget to bring your camera…a VRR Engineer will be happy to take your photo in the cab of Engine 97, of course, with Your Hand on the Throttle!  

"What's That Silver Thing?"

3025 Boiler and Firebox

As an enhancement to our annual "A Day Out With Thomas" (TM) event, this year we opened up one side of the Engine House to give our visitors a look "behind the scenes". The centerpiece of our mini-exhibit was No.3025, freshly sandblasted and painted in gleaming silver. Without wheels, cab, boiler jacket not to mention smokestack, it became a great conversation starter as people wondered what it was. Most were astonished to learn that we, by law, had to periodically dismantle our steam locomotives for inspection. It was a great teaching tool. Lights were set up to illuminate the boiler interior, cylinder and valve.

Wayne and the New Dome Liner

One of the major tasks to be addressed was that of designing , constructing and installing an additional dome liner. The liner was designed by our Mechanical Engineer, Pete Fredrickson. It was fabricated and fit up by Wayne Hebert. The installation (welding), post weld heat treatment and inspection was handled by Expert Boiler & Welding from Brooklyn, New York.

Once the liner had been finished, we slid the locomotive out of the Engine House for sandblasting and painting. Nils Michaelson, our favorite sandblaster, erected a temporary containment structure over it. The boiler was blasted inside and out. Then it was painted with special coatings. Apexior was used inside the boiler and an aluminium paint designed for high temperatures was used on the exterior. Once the boiler was done, it was slid back inside and the tender of the locomotive was moved into the containment structure to be blasted and painted inside and out. It too was later moved into the Engine House for more work.
Another major milestone on the boiler was recently completed: the flues and tube were "safe ended". When we removed the old tube and flues from No.3025, it was clear that they were in excellent condition save being coated with scale. When removing the tubes and flues, about 3 to 4 inches of material is lost due to cutting. "Back in the day", the railroads (always trying to save money) would weld a new end on. This practice was called: "safe ending". Due to increased labor costs, not too many companies "safe end" anymore. But we were fortunate that Reese Achison, an inventor from New Hampshire, donated an automatic welding lathe for this task.

Reese Setting Up Welding Lathe

With some assistance from Reese and his son Fitz, Wayne got the devise set up and began "safe ending". Preparing the ends was largely done by Tom O'Brian and Dave Wantz, who designed and build a devise for facing the flue ends. Once positioned in the machine, the actual welding took a matter of seconds. Then each tube had to be tested and both ends annealed. Mike Camera and Eric Seamens helped with this work.

Kevin and His Favorite Tube Sheet
Concurrent with the work on the tube and flues, Kevin Narin spent several weeks preparing the tube sheets. His work involved a LOT of grinding: first to remove old weld, then to make certain that sheets were smooth, then to polish all of the hole and bevel all edges. Finally he performed dye penetrant testing to check for cracks in the sheets. He was glad that he found none!

J.David

Engine No. 40 Celebrates its 90th Birthday!

Ninety years ago this month, in August 1920, Steam Engine No. 40 was built by the AMERICAN LOCOMOTIVE COMPANY, at their Brooks Works in Dunkirk, NY.

No. 40 had a long and interesting career prior to its arrival at Essex Steam Train & Riverboat. Originally, No. 40 was one of 3 identical engines constructed for the new Portland, Astoria & Pacific Railroad, however, the company building the PA&P went bankrupt before the line was finished. For over a year, the locomotive sat on the docks at Portland until it was purchased by the Minarets & Western Railway to haul loads of logs and lumber. When that railroad could not pay its debts, the locomotive was given to the Southern Pacific Railroad and then sold to a used locomotive dealer. Eventually, No. 40 was bought by The Aberdeen & Rockfish Railroad in North Carolina.


On the A&R, Engine No. 40 pulled freight and passenger trains and was involved in one major derailment where it came to rest on its side (above photo). Around 1950, No. 40 was replaced by a diesel locomotive, retired and stored in a small shed. Finally, in 1977, No. 40 was discovered by an employee of The Valley Railroad Company, purchased and loaded onto flat cars for its trip to Essex, CT...and a new career pulling trainloads of tourists aboard the Essex Steam Train & Riverboat.

Today, No. 40 is one of less than 200 operable steam locomotives in the United States, versus the roughly 180,000 steam engines in operation at the height of the steam era. Each day it runs, No. 40 burns about 2 tons of low sulfur coal for fuel and evaporates about 6000 gallons of water, pulling a 400-ton train a total of 50 miles. This is pretty much the same distance that No. 40 has run for most of its life.