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Engine #15 in Kenilworth.
5/9/1948.
Collection of Jeffrey J.
Jargosch.
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#15 of the Rahway Valley
Railroad began its life working for the Oneida & Western
Railroad (O&W) in Tennessee as their #20. The O&W
ordered the locomotive new from Baldwin and the engine was built in
June, 1916. The locomotive served faithfully until in 1926 a
neglectful hostler let the locomotive freeze overnight and ice broke
the locomotive's bridges. The O&W sent the engine back to
Baldwin for repairs and Baldwin fitted the locomotive with outside
piston valves, a new steel pilot, a new reverse mechanism, a
lubricator, and also superheated the engine with new cylinders. The
locomotive went back to work in the hills of Tennessee for another
eleven years before it was deemed surplus by the O&W. The engine
was sold to Birmingham Rail & Locomotive in July,
1937. |
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#15's Baldwin Builder's Photo. She was built
for the Oneida & Western RR
as their #20. |
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Up on the Rahway Valley Railroad in New Jersey,
business had picked up to a point where it was thought to have a
third engine held in reserve. The RVRR had its faithful workhorses,
#13 and 14, and #12 which had been held onto for years on a siding
in the Kenilworth Yards, but had not been used in years.
Master Mechanic Carl Nees was sent south to look over
the locomotive and immediately took a liking to it. Nees had George
Clark make the purchase and the old Southern Gal made its way north
to work for the Rahway Valley Railroad where it was given the number
15. The first day it was in service on the RVRR was in September,
1937.
In crew preference, #15 fell in third place, losing
out to #13 and 14, "Matched against these twins, No. 15 came off
third in performance. Everybody agreed that she was a well-fitted
engine. But when it came to crew preferences, the older deckless
engines were more powerful and had semi-wide fireboxes--and their
closed cabs were wanner in winter. For a long time No. 15 was used
sparingly during the cold months." (Cite: http://www.cr.nps.gov/history/online_books/steamtown/shs2r.htm)
What #15 lacked in brute strength and mechanical
attributes, it made up for in appearances, "Matched against these
twins, No. 15 came off third in performance. Everybody agreed that
she was a well-fitted engine. But when it came to crew preferences,
the older deckless engines were more powerful and had semi-wide
fireboxes--and their closed cabs were warmer in winter. For a long
time No. 15 was used sparingly during the cold months.
Not everyone could stoke the new arrival successfully.
Her design called for a clean but light fire, something never
achieved without care.
Even so, the handsome Consolidation remained the
master mechanic's pet and the favorite of most observers. Her charms
were even audible, in a clean exhaust and a melodious whistle on
which Engineer Frank Froat could sound either muted, low tones or
higher, louder notes of urgency. The admirers of that whistle are
many, and Carl Nees, a man not given to oversentiment, always liked
to tell how beautifully its notes echoed among the mountains of
Tennessee." (Cite: http://www.cr.nps.gov/history/online_books/steamtown/shs2r.htm)
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Engine #15 in Kenilworth.
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Mechanical problems with the railroad's three
steamers, surrmounting complaints from residents along the line
about the smoky engines, along with the pressure to modernize, the
decision was made to switch to diesel power. George A. Clark, the
railroad's President and General Manager, gave his opinion of the
coming diesel power, "Gosh, I hate to see those diesels come.
Railroading won't be railroading without those big black babies
puffing and blowing their black smoke. I don't like it, but things
are tough." ("New Jersey's Streak 'o Rust," TRAINS Magazine, by John
T. Cunningham, October 1950)
Wm. Wyer & Co.
Report on Rahway Valley Railroad
August
1944 |
15
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Builder | Baldwin |
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Date Built |
1916 |
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Tractive Power, lbs.
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33,600 |
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Steam
Pressure | 190
lbs. |
| Cylinders |
20" x
26" |
| Driving
Wheels |
44" C, 3" tire | |
Engine Truck
Wheels | 29" |
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Reverse
Gear
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Ragonnet |
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Tender Capacity,
Water |
5,000 gals. |
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Tender Capacity,Coal
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10 tons | |
Total Weight of Locomotive
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146,000 lbs. | |
Former Owner | Oneida &
Western |
| Date Acquired by Rahway
Valley |
1929 | |
| Diesel power arrived on January 29, 1951, in the form
of bright red and yellow #16, a 70 ton locomotive built by General
Electric. #14 was soon scrapped, and #13 and 15 were put on standby
to the diesel for the day it would be in the shop, or when traffic
was heavy enough to warrant the use of two locomotives. #15 lost
it's longtime steam stablemate, #13 when it was clobbered by an
excavator and subsequently put out to pasture, but #15 was retained
for the same purpose it had always had on the RV, backup. #15
operated for the last time on the RV on November 28, 1953, when #16
was down for repairs. Three months later a second diesel, #17
arrived, and steam was permanently retired on the RV. George Clark
did not want to see #15 go up for scrap, and he contemplated putting
it on display in Kenilworth, but space was limited.
F. Nelson Blount, the eccentric seafood connoisseur
with a passion for steam locomotives, became interested in #15.
Blount ended up purchasing the engine in May, 1959, and it was
shipped on June 5, to Wakefield, Massachusetts.
Once in Massachusetts the locomotive was put on
display, but then Blount had his steam locomotive collection moved
to Keene, NH, then to North Walpole, NH, and finally to Bellows
Falls, VT. While in North Walpole, #15 was overhauled and put into
service for Blount's tourist line, the Monadnock Northern. In
1962-1963 the engine starred in a movie titled, "The Cardinal" and
ran to Boston for the picture. After Blount's death in 1968 the
locomotive was put into service on the Green Mountain Railroad of
Vermont. In January, 1973, Steamtown obtained a flue extension and
installed a new piston and piston rod, and the locomotive was then
leased out for a couple days for a wealthy couple's wedding in
Boston.
In August, 1973, the locomotive's front was
modified, when its headlight was center mounted and the number plate
was placed underneath the headlight. It only operated shortly with
this appearance for on August 12, 1973, during "Friends of Steamtown
Day" while the locomotive was triple-heading, broke a flue, and
badly scalded veteran engineer, Andy Barbera. That was the last time
#15 operated. In 1987, the locomotive moved to Steamtown's new
location in Scranton, PA and has remained there ever since, and it's
headlight was high mounted again. Not much work is needed to restore
the locomotive to
operation. |
See also: The Story of Number
15
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#20
of the Oneida & Western Railroad of Tennessee, still with her
original compound cylinders and wood pilot.
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#15, still
numbered O&W #20, sometime after she was rebuilt by Baldwin
in 1926. |
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#15's first day in
service on the Rahway Valley Railroad, August 28, 1937.Photo by T.A. Gay, Dave Keller
archive |
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A second view of #15 on her first day
in service on the RV. August 28, 1937. Collection of
Joseph A. Smith. |
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#15 in
Kenilworth |
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#15 and her
crew, Carl Nees, George
Davis, Paul
Albright, Thomas
Mangini, and Frank J.
Froat.
Collection of Jeffrey J.
Jargosch. |
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#15 in Kenilworth.Collection of Jeffrey
J. Jargosch |
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A view of #15's tender in Kenilworth.Collection of Jeffrey J.
Jargosch. |
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#15 backs down
towards S. Michigan Ave.Collection of Patty Clark Gilbride. |
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#15 steams up
grade to Summit |
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#15 has just
crossed Rt. 29 and is heading towards Newark
Heights. |
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#15 sits in front of the Kenilworth
Station
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In this still
frame, #15 chugs along through Springfield.Collection of Jeff
Jargosch. |
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Harry Davis
and Paul Albright offload L.C.L. from #15's pilot in Kenilworth.
Collection of Jef Jargosch. |
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#15 makes her way
along the embankment through Summit and is heading towards the
Lackawanna. |
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#15 at
Aldene. |
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It's October 12, 1941. The attacks on
Pearl Harbor are less than two months away and a violent war is
being waged in Europe by Nazi-Germany. The United States has managed
to remain neutral so far, but President Roosevelt warns of impending
American involvement in the war that would become known as World War
II. But on the Rahway Valley Railroad, it's just another day. #15 is
under steam, Frank Froat is at the throttle and drilling cars with
the crew out along the line. Master Mechanic Carl Nees and one of
his helpers, perhaps Harry Reifsnyder or even his son John Nees, are
tinkering around in the shops with one of the steamers. Over in the
Kenilworth Station, George Clark works on financial statements and
chats to customers on the candlestick phone as his personal
secretary, Pauline Beirach, types letters to be signed by Clark-ey.
It was just another day on the
RVRR. |
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#15 sits in front of the Kenilworth
Station
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#15 at Kenilworth.Collection of Thomas T. Taber,
III |
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#15
meets the Lehigh Valley at the interchange in Roselle Park.Collection of Jeff
Jargosch. |
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A side
profile view of #15 working in Kenilworth. Collection
of Joseph A. Smith. |
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#15 at Kenilworth.Steamtown National Historic
Site |
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#15, with Caboose
102, at the DL&W interchange in Summit. April 1947.
Photo taken by Edward Weber. |
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#14 and 15 await repairs in Kenilworth.
3/16/1948. Photo taken by Edward Weber.
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#15 and Caboose
102 head across the Rahway River Trestle and make their ways towards
Springfield. |
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A side
profile view of #15 in Aldene. 1/19/1951. Collection of Thurlow C. Haunton,
Jr.
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Side profile view
of #15 in Kenilworth |
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#15 works the LV interchange in Roselle
Park |
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#15 and Caboose
102 at Springfield. |
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#15 steaming in
Aldene |
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#15 meets the
Corson Brothers. 1/30/1951.Collection of Jeff
Jargosch. |
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#15 meets the
Corson Brothers. 1/30/1951.Collection of Jeff
Jargosch. |
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#15, not under
steam, is shuffled around the Kenilworth Yards by #13.
2/8/1951. |
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#15 heads north
towards the Route 29 crossing.Collection of Jeffrey J.
Jargosch. |
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#15 heads towards
Baltusrol.Collection
of Jeffrey J. Jargosch. |
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#15 steaming in Aldene. November, 1953.Collection of Jeff
Jargosch. |
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It's a crisp autumn day on the
Rahway Valley Railroad. Good ol' Frank Froat, at the throttle, eases
#15 across S. Michigan Ave. in Kenilworth, as Frank Amoroso and his
trusty red flag protect the crossing from motor traffic. From the
looks of things, it's just a typical day on the RVRR, but it's just
the opposite. The date is November 28, 1953, a little more than two
years after the first diesel, #16, had arrived on the line. #15,
bumped from regular duty, was pulled out of the shop on Thanksgiving
as the diesel was down with a bad turbocharger. George Clark, who
said in 1950, "Gosh, I hate to see those diesels
come. Railroading won't be railroading without those big black
babies puffing and blowing their black smoke. I don't like it, but
things are tough," personally steamed up the old
girl. #15, and her crew, went about their business, as
usual, for four days while George Davis was in the shops making
repairs to the diesel. On November 28, 1953, #15 pulled into
Kenilworth, under steam, for the last time. The fire was dropped and
the engine tucked away, less than three months later, a second
diesel arrived, #17. Photo taken by William S.
Young. |
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Languishing in
retirement, #15 is seen here tucked away in the new "diesel" engine
shed. One of her replacements, can be seen at the far left amongst
all the motor and track cars. It is April, 1958 and George Clark is
pondering putting the old girl on display in Kenilworth, but space
around the Rahway Valley Railroad is limited. In less than a year
the wealthy seafood-millionaire, F. Nelson Blount, would purchase
the Rahway Valley's last steamer for his Steamtown Collection.
Used with permission of Gene
Collora. |
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#15 on her way to
Wakefield, MA after being purchased by F. Nelson
Blount. |
Sources:
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Roster Information provided byAllen
Stanley of Railroad Data Exchange,
courtesy of
Michael
Kaplonski. |
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