Will Prr 1223 Ever Run Again

Ever run into a locomotive on jackstands?

NickD UltimaDork
ten/4/20 7:19 p.chiliad.

In answer to Recon1342 :

Hope those aren't Harbor Freight jackstands

In reply to NickD :

Hundred-to-one. They're pretty stout. They have a truck pulled out from under information technology and information technology looks like they are servicing the traction motor(s).

ShawnG UltimaDork
10/4/20 9:32 p.thou.

Getting under it would give me the heebie jeebies no matter how stiff the stand.

ddavidv PowerDork
10/5/twenty 7:thirty a.yard.

Vice Grip Garage takes a bout of Trackmobiles and fires up a EMD SD-40.

3000 HP V16 Locomotive start up

NickD UltimaDork
x/5/20 8:04 a.m.

ShawnG said:

Getting under it would give me the heebie jeebies no thing how strong the stand up.

The good thing is, they really aren't working nether information technology much while it'due south in the air. You lot get under information technology and disconnect all the connections to the truck, then jack it upwardly and pull/whorl the truck out from nether it, do all the piece of work to the truck abroad from the locomotive, then roll the truck back under it, lower the locomotive down onto it and then hook everything back upwardly.

NickD said:

ShawnG said:

Getting nether information technology would give me the heebie jeebies no matter how strong the stand.

The good thing is, they really aren't working under information technology much while it'south in the air. Y'all get under it and disconnect all the connections to the truck, so jack information technology upward and pull/roll the truck out from under it, practice all the work to the truck away from the locomotive, then roll the truck back under it, lower the locomotive down onto it and then claw everything back up.

If you wait closely, you'll see they take the loco on stands and take blocked the front end terminate with a concrete barrier, and the truck is out in front end of that.

NickD UltimaDork
10/5/20 10:50 a.m.

I'd exist much more nervous near being involved in the repairs on a steam locomotive when they are in the air. Could you imagine being the guy who has to crawl under a Y6 and line up the drawbar pivot between the forepart and rear engine? There was a bully story by David Page Morgan where they swung past the Roanoke shops and a crew was rewheeling a Y6 and was splitting the engine in half and a coiffure fellow member said that sometimes the drawbar pin would fall correct out. Then he point at the engine they were splitting and said "Nosotros've been trying to get that one out for a day and a half."

NickD UltimaDork
10/5/20 3:58 p.m.

Pennsylvania Railroad #460 aka The Lindbergh Engine. Built in 1914 as the final of the PRR'due south 80 homebuilt E6s Atlantics, the #460 and her sisters were all 80" drivered, superheated, equipped with Belpaire boilers and were quite powerful for an Atlantic (they were the first Usa engine to have 1000hp per drive axle). They were only beat out in size, power and speed by the Milwaukee Road's Course A streamlined Atlantics. When introduced, the E6s held downward the height spots on PRR passenger trains, although the inflow of the even more powerful K4s Pacific bumped them downwards rather speedily. Still, the E6s handled virtually of the curt-haul rider trains and commuter operations, correct up until retirement.

Having lived a rather uneventful career, in 1927, #460 gained her moment of fame. When Charles Lindbergh returned to the U.s.a. past boat after his transoceanic flight, there was a reception in Washington D.C. where he met Calvin Coolidge and was awarded the Distinguished Flying Cantankerous. All the news companies engaged in an outright race to get the film of the reception to New York City first to run into who could suspension the story. While all the other news companies had chartered airplanes to transport their footage, International Newsreel Company placed their bet on the railroad. And the Pennsylvania Railroad was their (iron) horse. The PRR had a direct route from D.C to NYC, information technology was quadruple-tracked the whole style then that there was no risk of the railroad train getting defenseless up in traffic and the PRR had fast, powerful engines (an earlier E2 Atlantic had prepare an unofficial and somewhat dubious speed tape of 127mph a few years earlier) and they had track pans where steam engines could fill upwards water on the wing and reduce time spent stopped for rewatering.

PRR management, e'er hungry for publicity, paw-selected the #460 and her crew. While a K4s was more powerful, since the locomotive would be hauling a single baggage car and a single passenger motorcar, an E6s had sufficient power. And theoretically, thanks to less rotating and reciprocating mass, an E6s had higher top speed and could safely maintain high speeds for long periods of time without connecting rod or valve gear failure. They besides fabricated sure that the route was going to be cleared for the #460 and her short railroad train.

After the accolade anniversary wrapped up, the footage was immediately rushed to the waiting #460 and the locomotive, two cars and film crew set off for New York Metropolis on a white knuckle ride. The train left D.C. at one:14pm and arrived at Manhattan just ii hours 56 minutes afterward. Over the 225 mile trip, average speed was 82.7mph, with a tiptop speed of 115mph. That average also included a 3 minute watering terminate, subsequently the water scoop failed and they were unable to rewater on the fly, every bit well as uncoupling the #460 and hooking up a DD1 jackshaft electrical to haul the final leg into Manhattan.

During the trip, the competing visitor'due south airplane was spotted flying overhead and waggling its wings at the train as a taunt. And while the airplane would actually end up beating the #460 to Manhattan, it was the railroad train-carried footage that fabricated it to theaters beginning. Why? The baggage car behind #460 was set up as an impromptu darkroom, then that during the trip, they were developing all the flick and information technology could be immediately rushed to theaters on inflow. The plane-carried footage had to be driven from the airfield to a studio, developed, and so driven to a theater, pregnant the footage itself arrived at the theaters hours late. Lindbergh was never asked his stance on the fact that a steam locomotive showed up an airplane delivering footage of his return from his transoceanic flying, but I'm certain he was not amused.

Later that trip, the #460 faded back into obscurity. Her career was spent more often than not hauling commuter runs on both the PRR subsidiary Long Island Railroad, likewise equally hauling trains on the joint PRR/Reading-operated Pennsylvania-Read Seashore Line. In 1951, as the PRR was starting to dieselize and they began scrapping E6ss. The #460, at this signal in time, received an overhaul using parts cannibalized from other retired E6ss. The drivers on the engineer's side are from PRR #1565, the air reservoir on the fireman's side was from PRR #690 and the reservoir on the engineer'due south side was from PRR #782. In 1952, her tender was replaced with the tender off of #1565 as well, while the #460s tender was converted for MoW utilise. During a 2010 cosmetic restoration, many other parts were constitute to take been swapped at some point, with over 23 dissimilar locomotive serial numbers nowadays on the #460. During the terminal days of performance, #460 hauled a number of railfan specials, then was operated on the PRSL from 1953 to 1955 earlier being retired.

The PRR, always historically minded, set the #460 aside, moving it to their Northumberland heritage collection, before altruistic it to the Railroad Museum of Pennsylvania in Strasburg, PA in 1969. There the engine saturday on brandish outside for many years, slowly deteriorating.

Finally, in 2010, the #460 was given a six year cosmetic restoration and moved within of the new display hall.

I've seen her in person and she looks like a make-new engine.

NickD UltimaDork
10/five/20 eight:34 p.m.

An audio recording of the #460 hauling a commuter train in '54 while working for Pennsylvania-Reading Seashore Lines. The engineer is certainly not sparing any throttle. The whistle is sounding pretty worn out past this point. It should be a PRR 3-chime just it sounds similar only one tone is really working

NickD UltimaDork
10/6/20 12:xix p.m.

The other famous PRR Atlantic is PRR #7002. #7002 was an earlier E2 light Atlantic (the E6 was a heavy Atlantic) that was congenital in 1902.  While the E2 used the same 80" drivers of an E6s, it was non superheated, weighed lxx,000lbs less and had smaller cylinders. They were withal thoroughbred fliers though. On June of 1905, the PRR was running the get-go westbound run of thePennsylvania Express(which would be renamed to the Broadway Limited in 1912) which had previously merely been eastbound. At Crestline, Ohio, the #7002 was coupled on as a replacement engine. Delays near Mansfield, Ohio would result in the train leaving Crestline, Ohio twenty-five minutes late. Not wanting the inaugural trip to be late, and with the rules and regulations being a fleck more lax at the time, the crew really opened the #7002 to make up time.

The next scrap is a scrap controversial. Nearly Elida, Ohio, the #7002 and her train was reported to have covered three miles in 85 seconds, and was clocked at 127.1mph. This would make the #7002 the fastest steam locomotive. The issue is that it was not an official tape attempt. As well, this speed was calculated by ii separate observers at Elida and AY Tower. It is very difficult to summate fourth dimension and speed simply by the bespeak registers. Besides the average speed from Elida to Fort Wayne (the train's last end) was only 68mph. So, it may be possible that it went that fast, simply very dubious. Afterward all, #460 was a larger and more powerful engine towing just ii cars, non a fully loaded passenger train, and only hit 115mph. PRR, always the glory hound, always boasted of that tape. Despite that, the #7002 faded into obscurity. In 1916, it was rebuilt into an E7a, which was PRR's upgrade programme for the aging E2a/b/cs. The most of import upgrades were switching to piston valves for the valve gear in place of the quondam slide valves, and increasing piston diameter from xx.5" to 22.5".

In 1939, while preparing for the 1939 New York World'southward Fair, the PRR decided they wanted to clean up and brandish the #7002. Direction did some digging to discover what division she was operating in to bring it into the shop and was startled to discover that in 1935, when the PRR retired some of the old light Atlantics due to the arrival of K4s, the #7002 had been scrapped. And so, they grabbed #8063, also a 1902-built E2 that had been rebuilt to an E7, and backdated its advent to the as-built E2 advent, as well as renumbering it to the #7002. For this reason, while there seem to be tons of photos of #7002, they are almost all entirely of #8063. I was unable to find any photos of the true #7002, actually.

The #7002 would be largely retired and gear up aside past the PRR. They would drag it dorsum out to the 1948 Chicago Railroad fair, and and so after that it was sent to Northumberland, PA to exist office of their heritage armada. Information technology would occasionally be moved to other events to be displayed.

Stored at Northumberland, with B6sb 0-6-0 #1670

After the Penn Central merger in 1968, the entire drove was donated to the Railroad Museum of PA in Strasburg in 1969. Different the #460, the #7002 saw a second life. Since 1965, Strasburg Railroad had been leasing and operating D16sb 4-4-0 #1223 from the PRR. In 1982, while their Canadian National Mogul #89 was undergoing an extensive overhaul, Strasburg leased the #7002 from the RRMoPA and put her back into service hauling trains.

From 1982 to 1989, the #1223 and #7002 traveled the rail. They operated together, even doing occasional doubleheaders, on the Strasburg'southward 4.5 mile line. And together, the two engines also made numerous trips over onetime PRR trackage. In the summer of '85 they went to Harrisburg, and and then in the summer of '86 they doubleheaded to Philadelphia. They too made a doubleheaded excursion from Hanover Junction and Gettysburg on November 19, 1988 to gloat the 125th anniversary of Abraham Lincoln's trip over the same road to make the Gettysburg Address.

In 1989, Strasburg ultrasound-tested the firebox of both #1223 and #7002 and establish that the firebox walls of both engines were as well thin to continue operating. The Railroad Museum of PA decided that they did non desire the fireboxes replaced, every bit that would be replacing the original historical fabric and both engines were retired from service and moved dorsum over across the street and put on brandish. This was the last time that a PRR mainline steam engine would operate, and also the only time that PRR steam would doublehead in the preservation era. Neither of those wait probable to happen someday soon either.

NickD UltimaDork
10/7/xx 6:31 a.m.

An old video of #7002 and #1223 doing the doubleheader trip to Harrisburg. Whoever was firing the #7002 was doing a pretty poor task. Awful lot of blackness smoke.

NickD UltimaDork
ten/seven/20 11:44 a.m.

So equally I said, not likely to run into PRR mainline steam engines someday soon. Most preserved PRR engines ended up at the Railroad Museum of PA, who has made information technology clear in contempo years that they will be beautifully cosmetically restored, moved indoors and taken intendance of but not operated. So, disallowment a major change of heart (unlikely) all those engines are off limits. And so, that is 13 out of the 22 preserved PRR steam engines.

Of the other nine: one is an old B4a 0-6-0 , #643, at Dillsburg, PA that is the only operational PRR steam engine. Another is a B6sa 0-half-dozen-0, #60, which is privately endemic and has sat inoperational at the Wilmington & Western for years. Some other is #35Reuben James, an ancient 1860s 0-10-0 at the Children's Museum in Indianapolis, unlikely to ever run again due to its age and configuration.  The Smithsonian has the 1831 2-four-0John Balderdash,which was operated briefly in 1981 for its 150th birthday just will never see steam again and is realistically pretty useless. There is an odd narrow-estimate Mogul from PRR subsidiary Waynesburg & Washington in Waynesburg, PA. The Western NY Railway Historical Society has the only remaining Pennsy I1sa two-x-0 in Hamburg, NY but she is too big, heavy and slow to ever be a tourist engine. Then there is PRR #1361, one of 2 preserved K4ss, in Altoona which operated very briefly in the '80s and has been undergoing a tumultuous on-once more-off-once again restoration for the by xxx years. Going over to PRR subsidiary Long Isle Railroad, there are two G5s Ten-Wheelers, #35 at Oyster Bay and #39 at Strasburg.

And so, what PRR mainline engines (not switchers) are we likely to ever see operate:

LIRR #35 is endemic by the Oyster Bay Railroad Museum. Supposedly they are chipping away at restoring her, but the plans and details are very vague and from what I tin read I don't retrieve they have any track, just a turntable and an sometime station. I'm really confused by this one, since it sounds like they are restoring her to operation, unless they have a deal hammered out with the Long Island Railroad to run information technology over their tracks. I don't know. Of the four options, this one sounds least likely.

LIRR #39: Back in the early '90s, after losing PRR #1223 and #7002, Strasburg was in talks to larn LIRR #35 or #39, since they wanted a PRR engine. Neither worked out, and Strasburg instead ended upwardly with Norfolk & Western #475. Simply a few years back, Strasburg hammered out a deal with the LIRM: LIRM raises $1 million dollars in 15 years and Strasburg will restore and operate it under a 49 year charter. If the money tin exist raised, Strasburg volition get it washed. But, coin-raising is hard and Long Isle is as well pitching a fit almost losing the engine to Pennsylvania for fifty years. The LIRM has said, they have no facilities to store the #39 indoors so they would take to construct those, they take no operational turntable so they would have to sink $iii million to restore the one at Greenport or $7 one thousand thousand to rebuild and install one they got from Buffalo, and so would have to work out a deal with Long Island Railroad to run on their tracks, and so in the long run its more viable to transport information technology to PA. But, it wouldn't be the first fourth dimension local politics interfered. I call this 1 a 50/l shot, and it'll exist a ways out earlier it's run

PRR #1361: Ane of 2 K4s Pacifics in preservation (the other is #3750 at RRMoPA), this one actually ran excursions in 1987, albeit very briefly. There were some bug with the guys doing the restoration and the guys operating her, and she was never quite right. Lots of hot bearings, a bulldoze wheel losing its tire, a cracked axle and other gremlins like low-speed derailments plagued the few trips she made before existence parked. It was supposed to be re-restored correctly but parts went missing, the boiler was constitute to be absolutely worn out and coin troubles and backroom politics meant it spent years apart at Steamtown and Altoona with piffling getting done. The plan has changed a few times from operational restoration, to fixed display, to operational again. Its become a running joke/argument about when #1361 will be fired upwards. But, information technology has gained new financial backing, information technology's getting an all-new boiler, it's getting roller bearings (from an sometime Timken blueprint that PRR commisioned in the '30s!) and Positive Train Control compliancy. No inkling on how close they are, only I've heard a lot of people say "#1361 is closer than people think", and then hopefully she gets to navigate Horseshoe Curve again sometime in the near hereafter.

PRR #5550: Instead of restoring an existing engine, these mad lads are edifice an all-new engine. And not just whatever engine, but a PRR T1 4-iv-iv-4, of which there are none preserved. The first reaction from people was that this was a pipage dream, but they are really cranking on her. They're casting the drive wheels, they've acquired a PRR long-haul tender to restore and use backside information technology, they're opposite engineering the unique Franklin rotary cam valve gear, they've fabricated the nose piece and cab, the new boiler is almost washed. Supposedly they have agreements in identify for places to operate information technology once its washed, which is amazing because it is a large, heavy engine. The completion date is ready as onetime in 2030. We'll see.

The 'building new' is absurd as all get!!

In reply to NickD :

Simply 'crusade-

ShawnG UltimaDork
ten/eight/20 12:fifty a.g.

Begs the question.

Could nosotros build a better, faster, stronger, safer steam locomotive with modern metallurgy and controls or have we forgotten a bunch of what we need to know?

ShawnG said:

Begs the question.

Could we build a better, faster, stronger, safer steam locomotive with modern metallurgy and controls or take we forgotten a bunch of what we need to know?

I'd say it's the former, non the latter. A banality is a boiler; they're yet designed in largely the same way they were over a century ago. The knowledge of properly running the locomotive is out in that location as well, and with modern metallurgy and engineering programs that prove yous where the stresses volition show up, it'll exist safer as well. All in all, I'm pretty excited about information technology.

It's totally possible that this is my great grandfather in this film.

I still remember when they brought this engine out after information technology's "restoration".  We followed along in my grandfather's auto and watched it go around horseshoe curve.

ddavidv said:

Vice Grip Garage takes a tour of Trackmobiles and fires up a EMD SD-xl.

3000 HP V16 Locomotive start up

I was around those on river boats and the master always blew the cylinders downward before starting no matter how long it was close down. He skipped that. 1 leaky injector or a coolant leak and information technology's power pack time.

NickD UltimaDork
ten/8/20 eleven:23 a.g.

ShawnG said:

Begs the question.

Could nosotros build a better, faster, stronger, safer steam locomotive with modern metallurgy and controls or have we forgotten a bunch of what we need to know?

They actually tried it in the 1980s with the ACE3000. When fuel prices were high in the late '70s, Ross Rowland thought that since coal was a cheaper fuel source, they could build a mod coal-powered freight locomotive. He was also convinced that, every bit some of the early diesel-era testing showed, steam locomotives were more than efficient and offered more horsepower per dollar. And then he put together American Coal Enterprises with a bunch of agreeing individuals in the coal and railroad industries. They used his C&O Greenbriar #614 as a data acquisition signal and did tons of testing up and downwardly the Chessie Systems mainline. But then oil prices dropped, which killed off one large driving forcefulness behind the project, and backroom politics fully sank the program earlier a epitome was ever fifty-fifty built. To appointment, Rowland nonetheless swears by the data they recorded and that the program could exist viable. He'due south supposed to be releasing an autobiography sometime that volition go in-depth and I'm sure it will exist quite a read. Rowland is kind of the railroading version of Smokey Yunick.

Building a new steam engine, there are a few hurdles. Finding places to brand some of the big parts is a bit hard. For example, the T1 Trust found that in that location are no longer whatsoever foundries large plenty to cast the frame in 1 piece, so they are having to have the frame cast in multiple pieces and then weld them together. Strasburg has found an Amish-run foundry (the Amish are in the same boat, they run old equipment that y'all can't get parts for) that will cast drive wheels and other parts for them. Y'all tin can't simply caul up Westinghouse anymore and order a cantankerous-chemical compound air pump either. Yous have to brand all of that. Even boilers: an industrial boiler is not the aforementioned as a railroad boiler. Texas State Railroad, trying to continue money in the country, had a Texas-based industrial boiler company build boilers for their operational steam locomotives. They installed ane and put it into service and had yanked the boiler off their other engine to install the new one, and and then discovered that they were built besides rigid and the installed boiler had developed all sorts of stress cracks and failures. Now both their steam engines are out of service, pending another ready of new boilers.

Now, for the thought of building a new steam engine to apply in regular Grade I usage, there accept been advancements in metallurgy and machining that would be helpful. But steam engine technology has actually non had any major developments. Roller bearings were a huge efficiency booster, but those were known and used in the '30s. The Lempor exhaust, which used two stacks and pulled a vacuum on the back of the cylinder to amend efficiency, was supposedly a pretty big game changer but came as well belatedly to the party to make a difference. Definitely rotary cam poppet valve valve gear, every bit experiemented with just improved to exist not-so-frail. Possibly a higher-pressure, "ultra-max" boiler like on a NYC Niagra. Other than that, there really hasn't been any major advancements that were successful. The D&H experimented with some ultra-high pressure level, multiple-expansion water tube boilers simply said "every time she went out, we had to transport half a machine shop with her." Could the maintenance woes of it be solved today? Maybe. The Chinese were using steam engines into the tardily '90s, but they were basically just opposite-engineered 1940s American designs that were gear up to run on terrible-grade coal, in that location was no real pushing the envelope there. A few years back some company tried to purchase the final remaining ATSF Hudson, #3463, to develop a new "zero carbon" fuel source that used torrefied wood and compressed coal dust (How is that zippo carbon?) but they were just trying to develop a new fuel source in hopes that would sway the railroad industry back to edifice steam engines. That program flopped and nothing was done to #3463 (Thank god, considering they said that when they were done "it would only resemble the starting point in the loosest sense") partly because the group that sold them the big Hudson did not own it. In the stop, I think steam's days of ruling the rails over. Steam boilers are still likewise maintenance-intensive, they are still perceived (perhaps rightfully so) as being dirty, and they have weird powerbands thanks to the correlation of pistons existence straight continued to the drive wheels. A steam engine is a lot like driving a transmission manual car in one gear at all times. Either it'southward a powerhouse downward low so inefficient and slow up top, or it struggles to get moving but then runs like a scalded cat at 60mph. Electrical motors don't accept that effect.

Now, building new steam engines to use in tourist usage? That has a lot of merit. A large function of the toll of restoring a steam engine comes from the fact that you are undoing threescore-80 years of decay from oft-improper storage. And so sometimes y'all do that and go information technology operating and detect that the engine however has more issues, like the Atlanta & Westward Point #290 crew, who got it operating and then institute that it had severe frame damage that resulted in constant begetting issues and forced information technology into an early retirement, or the aforementioned outcome with CN #3254 at Steamtown. It results in a more reliable engine that can operate more than frequently. It also allows you lot to dodge the whole "historical fabric" argue from preservationists, because it is an all-new build and you aren't replacing parts of an antiquity or making upgrades similar roller bearings or stokers. A big reason the PRR #1361 restoration stalled out was that the boiler was worn too thin to really utilize (PRR pinched pennies and built their engines to a cost, and the boilers were congenital in the same vein) but groups didn't want them to replace the original boiler. Also, it dodges the whole issue of cities/states/museums getting grabby late in the game and having common cold anxiety nearly you lot taking "their" engine abroad, similar what derailed, pun intended, the D&RGW #223 effort. And currently, if you want to operate a steam engine, your restoration candidates are express: yous have to work with what is notwithstanding extant, what volition work with your layout (if you're a small line with lite rail, yous tin can't get restoring a PRR I1sa, and if y'all have long trips you tin can't make do with an 0-6-0 1000 switcher at 10mph) and what you lot can become readily get your easily on from local parks/cities/museums. Does your functioning need a fairly heavy Pacific that tin can tow a 12 automobile train at 50mph? Or a Consolidation with decent ability but low axle loadings? Build i. Information technology also lets yous create engines that are no longer extant. If your operation is running on say, one-time Reading tracks, and you lot want a Reading steam engine, but no Reading G3 Pacifics were saved (and a G3 is unique enough that you lot can't doll upwardly another Pacific to look similar one easily) then you lot tin have one made. Or everyone bemoans that no one saved a NYC J3 Hudson, while now 1 tin be congenital (and I sincerely hope that the T1 Trust'due south success will inspire a group to build a J3 Hudson from scratch)

In that location was an interesting, but ultimately nonviable, proposal put forward by some people a couple years dorsum for a pair of "universal" steam locomotive designs for tourist lines to operate. The thought was that by using a standardized design it would exist cutting down on custom parts and make them cheaper to purchase and operate by more cash-strapped short lines. I believe the two configurations were a 2-half-dozen-2 Praire and a 2-8-0 Consolidation. The idea was they would use the same cylinders and cylinder saddles, the same smokebox segment, the same drive wheels and axles (63" was the height that was agreed to be best) and cab and tender. They would be saturated-steam (superheating adds power simply more parts to maintain and repair), Stephenson internal valve gear (very simple) or Walschaerts valve gear (very common and well understood), and roller bearings on all axles (less fiddling with adjusting clearances and packing bearings) and a welded firebox crown canvass (reduces risk of banality explosion, as shown in the Gettysburg #1278 meltdown). It was a great idea, just you lot'd essentially have to detect a visitor that was willing to get into construction of all-new steam locomotives and you would realistically never sell enough to make a profit or bring the price that far down.

NickD UltimaDork
10/8/20 11:35 a.m.

wvumtnbkr said:

Information technology'south totally possible that this is my great granddaddy in this motion-picture show.

I notwithstanding call up when they brought this engine out after it's "restoration".  We followed along in my grandfather'southward car and watched it go around horseshoe bend.

That's awesome. I'd honey to see the #1361 reassembled and operational. That poor engine has gone to hell and dorsum.

Reports on what happened with #1361:

"1361 batty during 1 of the shuttle runs from York to Hanover Jct. on the NCRR. Unbeknownst to the crew, the derailment dislodged the grease cake in one of the DB cellars, causing minimal contact betwixt information technology and the axle journal. No immediate problems were discovered once re railed, as the wearisome speeds of roughly 10 mph did non generate plenty friction to cause overheating. When the engine saw mainline speeds during a ferry run back to Altoona(?) that dislodged greasecake didn't provide acceptable lubrication and overheated the axle/DB somewhere virtually Lewisburg, PA halting the move. Water was used in an try to cool the overheated axle/DB that had likewise caught burn, merely supposedly resulted in the axle and DB fracturing from thermal stupor. The engine sat there for some time until repairs were made for it to be hauled dead in-tow."

"Information technology was non a bearing that caused the grease cake to cook out, it was a loose tire at York that was never reset, and caused the hubliner to run hard confronting the journal box, due to minimal lubrication on the hub this in turn heated upwards the box and the beam, causing the grease to overheat and runout, which then fabricated the bearing neglect. I stuck dimes in between the tire and the bicycle center to prove my point to the crew. I showed the loose tire to the crew at York and they took no actions, when the tire cooled and shrunk back on the bicycle center, it was crooked on the wheel center and caused the hubliner to run in hard contact during each revolution of the wheel. The tire did non come off completely considering of the riveted safety plates. The whole fiasco was caused by a lacking brake organisation causing the brakes to constantly reapply on the locomotive as it was pulled back to York and to boot non one person from the operating squad, knew how to cut the driver brakes out. From an operations standpoint, the coiffure wouldn't fifty-fifty need to cutting the driver brakes out. A vigilant engineer would see brake cylinder pressure level creeping up on the gauges and thus bail off any errant application (perchance due to a faulty distributing valve?). One would similar to believe, an unintended, prolonged application of the driver brakes would be heard, felt and definitely smelled long before they heated up a tire to a point it expanded off the cycle center. No disrespect to Mr. Tillger, I'm simply playing Devil's advocate."

"1361 had a problem with the Hub-Liner heating from the 1st mean solar day later on the '85 re-build; I was one of the original 1361 crew from when it came off the curve.
The events prior to the York trip prompted me to outset to back away from 1361; I was asked in ii individual telephone calls to become to the York trip and a call subsequently the York trip to become it back to Altoona! I had to refuse: newly married and expecting a child; I was again asked on a trip on what would've been my starting time "Begetter'south Solar day"" That hub liner heated from Day One. The Homo in Charge (Reason I left) said this was mutual and information technology would cool downwards; it progressively got worse."

NickD UltimaDork
10/nine/twenty half dozen:52 p.m.

PRR #1361 on her first run subsequently restoration. The baggage car direct behind the engine in SP Daylight colors is theYeah Love,a tool car endemic past Doyle Mccormack, who spearheads SP #4449's operation

Heading out to the NYC Rail Museum in Elkhart tomorrow.  Anyone demand pics of annihilation?

NickD UltimaDork
10/ix/20 8:52 p.thousand.

In answer to kazoospec :

I wouldn't mind seeing some photos of #3001, the Mohawk that they have. I know that New York Cardinal had some big facilities in Indiana but it nevertheless baffles me that the New York Cardinal Museum isn't in, yous know, New York

From today'south trip to the New York Primal Museum:

I've got a few more than on my phone that don't desire to download for some reason.  I'll add them later if I can upload them.  The museum itself was pretty small, probably took us an hour and a half to go through.  Their outdoor displays are, quite frankly, in rough shape.  Even on a Saturday, there was a fair amount of traffic coming in and out of the neighboring NS m.  Definitely worth stopping if y'all are in the expanse.  Probably not worth extensive travel to get at that place.

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Source: https://grassrootsmotorsports.com/forum/off-topic-discussion/grassroots-railroad-sports/161868/page59/

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