Does anybody out there know why ex-Rahway Valley 15 2-8-0 was "retired" back in VT? It seems that it was bypassed in favor of 1246,1278,1293 and 2317.
I heard that it had valve gear and/or cylinder issues combined with the smaller driver diameter, it fell out of favor.
Besides money of course, "Faithful 15" would be a great candidate for the shuttle train since it is locally tied to NJ?
Comments and information please.



bigboy4884@charter.net

> Does anybody out there know why ex-Rahway
> Valley 15 2-8-0 was "retired" back
> in VT? It seems that it was bypassed in
> favor of 1246,1278,1293 and 2317.
>

15 was one of the first Steamtown locomotives to operate for Nelson Blount; it ran out of Keene and N. Walpole in the early (1962-65) days.

It was back in service in early 1973 for a private charter (for a wedding train) in Hudson, Mass., on the B&M. 15's last day of service was the August 1973 Steamtown Railfan Day, when she was doubleheaded with a 1200 between Riverside and Chester. She blew a tube that day, and engineer Andy Barbera was scalded on his leg, because he was standing in front of the firedoor-- a 12-year old girl was on the righthand seatbox, running the engine! 15 never ran again.


hpincus@mindspring.com

Hello All

One must remember that the 15 ended its career (relatively late in the steam era at that) in shortline service with shortline maintenance. The engine is mechanically quite worn, particularly in the critical areas of the boiler and running gear and boiler. She was also superficially damaged in Vermont when the engine house collapsed under heavy snow. Originally from the Onieda and Western RR, she was brought north to the Rahway Valley RR sometime during the Great Depression.

Interestingly enough, records show she was overhauled by the Lackawanna in Scranton as a contract job. This was performed at the still-standing "Erecting Shop" (now an ammunition shell manufacturing facility) less than a city block from the engine's final (?) resting place.

> During the early 1980s' when I was C.M.O. at Steamtown, we inspected No. 15 as a possible candidate for restoration as a "back up" locomotive for the 1246. One of the more interesting and unsusal defects on No. 15 is "quarter slip" a condition evidenced by the flange thickness varying around the circumference of the tires. It is supposed that this is due to the piston thrust being greater at the begining of the power stroke than at the end, hence uneven wear on the flanges if the locomotive is worked at its' maximum power most of the time. It is my recollection that there is sufficent material left on the driver tires to take at least a couple more turnings.
The tubes on No.15 are very thin. It is easy to see why they failed: age, no water treatment program and possibly over rolling.
A couple of years ago I obtained No. 15's original (and very distinctive) whistle and returned it to Steamtown. It is now back on No. 15.
J. David

HP, Dave and J David,
Thanks to all for the replies. It is unfortunate that so much needs attention on this fine piece in the collection. I suppose we can only see it operating in our imaginations in Scranton.
J David, it is fitting and honored to have you return the whistle to "Faithful 15"

Kind Regards,
J R Prescott

bigboy4884@charter.net

> Hello All

> One must remember that the 15 ended its
> career (relatively late in the steam era at
> that) in shortline service with shortline
> maintenance. The engine is mechanically
> quite worn, particularly in the critical
> areas of the boiler and running gear and
> boiler. She was also superficially damaged
> in Vermont when the engine house collapsed
> under heavy snow.

Also while parked behind the station in Scranton in 1986, before it was brought back down to the yards, a cut of coaches got loose behind the University and stove the rear beam and coupler on the tender in about two feet, so the tender fram will require heavy repair.

Steve

SZuidervee@aol.com