Tuesday, August 25, 2009
Our new steam cleaner and its operator, Scott DiMartino have been hard at it cleaning years of road dirt off the frame of No. 3025 and its running gear. Wayne Hebert (assisted at times by Ken Blandina) has begun the 1472 day inspection of the boiler. Thus far, the superheater units have been removed and all of the superheater flues have been cut.
The driving, lead and trailing truck wheels are still in Pennsylvania being re-profiled. We expect them to be ready for shipping to Essex next month.
The lack of wheels has not prevented us from bringing the locomotive into the shop. When we unloaded the locomotive, we placed it on two large steel "H" beams which have "flanges" welded onto their bottom sides.
This afternoon, we oiled the rails ahead of No. 3025, coupled onto it with diesel locomotive No. 0901, and slid No. 3025 (on the "H" beams) into the shop. The whole move took a couple of minutes.
Now that No. 3025 is safely inside the shop, the rebuilding phase of the project can begin.
Friday, June 19, 2009
Friday, April 3, 2009
Wednesday, March 18, 2009
Wayne Hebert operates the hoist as Charlie Pike and Bill Wolf rig the truck.
Coach 503 (built in 1914 for the Lackawanna) has been "re-wheeled" using like new roller bearing wheel sets which we recently purchased from railroad car wheel expert, Bruce Moore.
The other cars in our fleet all have friction bearings, a type of bearing commonly used from the early days of railroads up until the adoption of roller bearings in the mid-20th Century.
A friction bearing rides directly on the axle, typically lubricated via wool yarn or cotton waste packed under the axle and saturated with oil. The yarn or waste had to be carefully arranged into little bundles called "mice". These "mice" in turn had to be carefully "packed" into the journal box, making sure their "tails" (the loose ends of the yarn or waste) were carefully folded under and not dangling. If one of the "tails" were to come loose and get caught between the axle and the bearing as the axle was turning, a "waste grab" would occur, a "mouse nest" would form and an over heated bearing or "hot box" would result. In extreme cases, a "hot box" could cause the end of the axle to fail, usually resulting in a derailment. Waste became obsolete as foam rubber filled "journal pads" found favor. These pads look rather like a mop head and require less skill to install and maintain.
The roller bearing is a series of highly polished cylindrical or tapered steel rollers which run between highly polished "races" the inner of which is pressed onto the bearing end of the axle, the outer of which is in contact with the journal box. This type of bearing requires less energy to get it turning than a friction bearing. The journal box is sealed so the oil or grease used to lubricate the bearing can't run out. The roller bearing requires minimal maintenance.
Coach 503 truck, roller bearing wheel set to the right, friction bearing to the left. In the forground is a friction bearing journal box with a bearing on the tray behind it.
Friday, March 6, 2009
As of now we have completed work on kitchen car "Colonial Hearth" and coaches 501, 502, 602 and 1000. Most work on open car 600 "Riverview" has already been completed. Ken Blandina is refinishing it's wooded seat slats and window sills for reinstallation later this month. The next car scheduled to come into the shop is dining car "Meriden". The "new" roller bearing wheel sets for coach 503 have arrived and ought to be installed later this month. Next month we plan to work on dining car "Wallingford", parlor car "Great Republic" and coach 1002. Once these are done (whew) coach 1001 will return for more steel work and eventually repainting.