Here are today's comments by Valley CMO J David Conrad, re-posted from the Railway Preservation News.
"Greetings:
A couple of quick comments.
The project really began in 2007 when I convinced our Board that we needed another steam locomotive if we were to maintain consistance steam powered service after our No. 97 came due for it's next 1472 Service Day Inspection after December 2010. No. 97 will require a good bit more than the minimum work as per 49CFR, Part 230.
After a number of disappointments (and with time running out) we purchased what was to become No.3025 at the Knox & Kane auction in October 2008. Prior to the auction we inspected the locomotive and developed a plan for it's rebuilding with a timeline for a manpower requirements and cash flow projection for completion in July 2011.
The plan was for our core group of shop workers: Wayne Hebert, Bill Wolf, Paul Horgan, Scott Dimartino, Mike Camera, Kjell Benner and myself to do the work.
We began by dismantling the locomotive at Kane to enable trucking it Essex. After it arrived in early 2009 it sat until July (had to finish repairs to No.40, car work and other requirements for operations). By early 2010 we were way behind schedule so we brought in machinist Dave Wantz, as a contractor, to help out.
Our support group, The Friends of the Valley Railroad, wanted to become involved, so we began conducting periodic Saturday work sessions to augment their usual Wednesday night activities. Among other things, members of The Friends designed and built the "New Haven" style cab.
By summer, the wheels were back from turning and most of the parts that we had sent out and/or ordered were on hand. The tubes and flues were "safe ended" and installed and the boiler work mostly completed. One driving wheel tire was replaced.
Brake and spring rigging, driving boxes, cross head guides, shoes & wedges, appurtenances (air compressor, lubricators, etc.) were all complete by years end. A load of SY parts arrived from China (some needed for the rebuild, some for stock). Turret, cab valves and other boiler fittings were either rebuilt or renewed. Work on the tender was finished (including "squaring" the end of the cistern).
In January of 2011 we hydro tested the boiler for the FRA and in April steam tested it. By late spring, the lead and trailing trucks had been rebuilt and the tramming of the frame finished. The boiler was insulated and jacketed, domes installed and a myriad of small tasks accomplished. Re-babbitted rod bearings were pressed into the rods. During the summer we installed the springs and rigging, wheeled the engine, installed the cab and connected the engine to the tender. Our fall has been occupied with a lot of piping work, testing lubricators, setting the valves, air brake work and general re-assembly. The entire electrical system has been replaced.
November 15, 2011; we began test firing and working off leaks and finishing up details. With luck, we will test run it yet this week.
Although we are behind schedule, it would appear that the project will come in under budget at about $530K. That figure includes the cost of the locomotive and parts, moving and unloading and about 97% of the labor. Less than half of the project has been funded with borrowed money.
J.David"
