Will Prr 1223 Ever Run Again

Always run across a locomotive on jackstands?

NickD UltimaDork
10/iv/20 seven:19 p.m.

In respond to Recon1342 :

Hope those aren't Harbor Freight jackstands

In reply to NickD :

Doubtful. They're pretty stout. They accept a truck pulled out from nether it and it looks like they are servicing the traction motor(s).

ShawnG UltimaDork
10/four/20 9:32 p.k.

Getting nether information technology would requite me the heebie jeebies no matter how stiff the stand.

ddavidv PowerDork
ten/5/xx vii:30 a.m.

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 viii:04 a.m.

ShawnG said:

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

The skilful thing is, they really aren't working under it much while it'due south in the air. You get under it and disconnect all the connections to the truck, then jack information technology up and pull/whorl the truck out from under it, do all the work to the truck away from the locomotive, then ringlet the truck back under it, lower the locomotive down onto it and then hook everything support.

NickD said:

ShawnG said:

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

The skilful thing is, they really aren't working under information technology much while information technology's in the air. You become under information technology and disconnect all the connections to the truck, so jack it up and pull/roll the truck out from under it, exercise all the work to the truck away from the locomotive, then roll the truck dorsum under information technology, lower the locomotive down onto it and then hook everything back upward.

If you lot expect closely, you'll see they have the loco on stands and have blocked the front end with a concrete bulwark, and the truck is out in front of that.

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

I'd be much more nervous about 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 pin betwixt the front and rear engine? There was a great story by David Page Morgan where they swung by the Roanoke shops and a crew was rewheeling a Y6 and was splitting the engine in half and a crew member said that sometimes the drawbar pin would fall correct out. Then he betoken at the engine they were splitting and said "We've been trying to get that ane out for a day and a one-half."

NickD UltimaDork
10/v/xx 3:58 p.m.

Pennsylvania Railroad #460 aka The Lindbergh Engine. Built in 1914 as the last of the PRR's 80 homebuilt E6s Atlantics, the #460 and her sisters were all lxxx" drivered, superheated, equipped with Belpaire boilers and were quite powerful for an Atlantic (they were the first Us engine to have 1000hp per drive beam). They were only beat out out in size, ability and speed past the Milwaukee Road's Class A streamlined Atlantics. When introduced, the E6s held downward the top spots on PRR rider trains, although the arrival of the even more powerful K4s Pacific bumped them down rather quickly. Nevertheless, the E6s handled most of the brusk-booty passenger trains and commuter operations, right up until retirement.

Having lived a rather uneventful career, in 1927, #460 gained her moment of fame. When Charles Lindbergh returned to the US by gunkhole after his transoceanic flight, there was a reception in Washington D.C. where he met Calvin Coolidge and was awarded the Distinguished Flight Cantankerous. All the news companies engaged in an outright race to go the moving picture of the reception to New York Urban center first to see who could intermission 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 (fe) equus caballus. The PRR had a direct road from D.C to NYC, information technology was quadruple-tracked the whole mode so that at that place was no hazard of the train getting caught up in traffic and the PRR had fast, powerful engines (an before E2 Atlantic had prepare an unofficial and somewhat dubious speed record of 127mph a few years before) and they had track pans where steam engines could make full up water on the wing and reduce time spent stopped for rewatering.

PRR management, always hungry for publicity, paw-selected the #460 and her coiffure. While a K4s was more powerful, since the locomotive would be hauling a single baggage machine and a single rider machine, an E6s had sufficient power. And theoretically, thank you 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 also made sure that the road was going to be cleared for the #460 and her short railroad train.

After the award anniversary wrapped up, the footage was immediately rushed to the waiting #460 and the locomotive, 2 cars and film coiffure set off for New York Urban center on a white knuckle ride. The railroad train left D.C. at 1:14pm and arrived at Manhattan just 2 hours 56 minutes after. Over the 225 mile trip, boilerplate speed was 82.7mph, with a superlative speed of 115mph. That boilerplate also included a iii minute watering stop, later on the water scoop failed and they were unable to rewater on the fly, besides as uncoupling the #460 and hooking upwards a DD1 jackshaft electrical to booty the final leg into Manhattan.

During the trip, the competing company's airplane was spotted flying overhead and waggling its wings at the train every bit a taunt. And while the airplane would actually stop upwardly beating the #460 to Manhattan, it was the train-carried footage that made it to theaters first. Why? The baggage car behind #460 was prepare every bit an impromptu darkroom, so that during the trip, they were developing all the movie and information technology could exist immediately rushed to theaters on arrival. The plane-carried footage had to be driven from the airfield to a studio, developed, and then driven to a theater, meaning the footage itself arrived at the theaters hours tardily. Lindbergh was never asked his opinion on the fact that a steam locomotive showed up an airplane delivering footage of his return from his transoceanic flight, but I'm sure he was not amused.

After that trip, the #460 faded back into obscurity. Her career was spent mostly hauling driver runs on both the PRR subsidiary Long Island Railroad, as well as hauling trains on the joint PRR/Reading-operated Pennsylvania-Read Seashore Line. In 1951, equally the PRR was starting to dieselize and they began scrapping E6ss. The #460, at this point in fourth dimension, received an overhaul using parts cannibalized from other retired E6ss. The drivers on the engineer'south side are from PRR #1565, the air reservoir on the fire fighter's side was from PRR #690 and the reservoir on the engineer's side was from PRR #782. In 1952, her tender was replaced with the tender off of #1565 equally well, while the #460s tender was converted for MoW apply. During a 2010 cosmetic restoration, many other parts were plant to have been swapped at some indicate, with over 23 different locomotive serial numbers present on the #460. During the last days of operation, #460 hauled a number of railfan specials, then was operated on the PRSL from 1953 to 1955 before being retired.

The PRR, always historically minded, fix the #460 aside, moving information technology to their Northumberland heritage collection, before donating information technology to the Railroad Museum of Pennsylvania in Strasburg, PA in 1969. There the engine sabbatum on display outside for many years, slowly deteriorating.

Finally, in 2010, the #460 was given a 6 yr cosmetic restoration and moved inside of the new display hall.

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

NickD UltimaDork
10/5/20 8:34 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 whatever throttle. The whistle is sounding pretty worn out by this point. It should be a PRR 3-chime but it sounds like only one tone is really working

NickD UltimaDork
x/half-dozen/twenty 12:19 p.chiliad.

The other famous PRR Atlantic is PRR #7002. #7002 was an earlier E2 light Atlantic (the E6 was a heavy Atlantic) that was built in 1902.  While the E2 used the same 80" drivers of an E6s, information technology was not superheated, weighed 70,000lbs less and had smaller cylinders. They were still thoroughbred fliers though. On June of 1905, the PRR was running the starting time westbound run of thePennsylvania Limited(which would be renamed to the Broadway Limited in 1912) which had previously only been eastbound. At Crestline, Ohio, the #7002 was coupled on as a replacement engine. Delays nearly Mansfield, Ohio would result in the train leaving Crestline, Ohio twenty-5 minutes late. Not wanting the countdown trip to be late, and with the rules and regulations being a bit more than lax at the time, the crew really opened the #7002 to make upward time.

The next bit is a bit controversial. Nearly Elida, Ohio, the #7002 and her train was reported to have covered 3 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 record attempt. Also, this speed was calculated past two separate observers at Elida and AY Tower. It is very hard to calculate time and speed only by the point registers. Also the average speed from Elida to Fort Wayne (the train's final finish) was but 68mph. So, information technology may exist possible that information technology went that fast, but very dubious. Afterwards all, #460 was a larger and more powerful engine towing simply 2 cars, not a fully loaded passenger train, and only hit 115mph. PRR, ever the celebrity hound, always boasted of that tape. Despite that, the #7002 faded into obscurity. In 1916, it was rebuilt into an E7a, which was PRR'due south upgrade program for the aging E2a/b/cs. The most of import upgrades were switching to piston valves for the valve gear in place of the onetime slide valves, and increasing piston diameter from twenty.5" to 22.five".

In 1939, while preparing for the 1939 New York World'due south Fair, the PRR decided they wanted to clean up and brandish the #7002. Management did some digging to find what division she was operating in to bring information technology into the shop and was startled to discover that in 1935, when the PRR retired some of the old low-cal Atlantics due to the arrival of K4s, the #7002 had been scrapped. So, they grabbed #8063, likewise a 1902-built E2 that had been rebuilt to an E7, and backdated its appearance to the as-built E2 appearance, also as renumbering information technology to the #7002. For this reason, while there seem to exist tons of photos of #7002, they are almost all entirely of #8063. I was unable to find whatever photos of the true #7002, actually.

The #7002 would be largely retired and set up aside by the PRR. They would drag it back out to the 1948 Chicago Railroad off-white, and so later on that it was sent to Northumberland, PA to be function of their heritage fleet. It would occasionally exist moved to other events to be displayed.

Stored at Northumberland, with B6sb 0-half-dozen-0 #1670

Afterward the Penn Central merger in 1968, the unabridged drove was donated to the Railroad Museum of PA in Strasburg in 1969. Unlike 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 dorsum into service hauling trains.

From 1982 to 1989, the #1223 and #7002 traveled the rails. They operated together, fifty-fifty doing occasional doubleheaders, on the Strasburg's 4.5 mile line. And together, the 2 engines as well fabricated numerous trips over old PRR trackage. In the summer of '85 they went to Harrisburg, so in the summer of '86 they doubleheaded to Philadelphia. They as well made a doubleheaded excursion from Hanover Junction and Gettysburg on November 19, 1988 to celebrate the 125th ceremony of Abraham Lincoln's trip over the same route to make the Gettysburg Address.

In 1989, Strasburg ultrasound-tested the firebox of both #1223 and #7002 and found that the firebox walls of both engines were too thin to continue operating. The Railroad Museum of PA decided that they did not want the fireboxes replaced, equally that would be replacing the original historical fabric and both engines were retired from service and moved back over across the street and put on brandish. This was the last fourth dimension 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 await probable to happen anytime soon either.

NickD UltimaDork
ten/7/twenty half-dozen:31 a.thousand.

An onetime video of #7002 and #1223 doing the doubleheader trip to Harrisburg. Whoever was firing the #7002 was doing a pretty poor job. Awful lot of black smoke.

NickD UltimaDork
10/7/xx 11:44 a.m.

And then as I said, non likely to meet PRR mainline steam engines anytime presently. Most preserved PRR engines ended upward at the Railroad Museum of PA, who has made it clear in recent years that they volition be beautifully cosmetically restored, moved indoors and taken care of but not operated. So, barring a major alter of middle (unlikely) all those engines are off limits. Then, that is 13 out of the 22 preserved PRR steam engines.

Of the other 9: one is an old B4a 0-half dozen-0 , #643, at Dillsburg, PA that is the only operational PRR steam engine. Another is a B6sa 0-vi-0, #60, which is privately owned and has saturday inoperational at the Wilmington & Western for years. Another is #35Reuben James, an aboriginal 1860s 0-x-0 at the Children's Museum in Indianapolis, unlikely to ever run over again due to its age and configuration.  The Smithsonian has the 1831 2-4-0John Bull,which was operated briefly in 1981 for its 150th birthday but 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 Lodge has the only remaining Pennsy I1sa 2-10-0 in Hamburg, NY but she is also big, heavy and tiresome to ever be a tourist engine. And then at that place is PRR #1361, 1 of 2 preserved K4ss, in Altoona which operated very briefly in the '80s and has been undergoing a tumultuous on-again-off-again restoration for the past thirty years. Going over to PRR subsidiary Long Island Railroad, at that place are two G5s Ten-Wheelers, #35 at Oyster Bay and #39 at Strasburg.

So, what PRR mainline engines (not switchers) are we probable to always see operate:

LIRR #35 is owned 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 can read I don't think they have any runway, only a turntable and an old station. I'm really confused by this one, since it sounds like they are restoring her to performance, unless they accept a deal hammered out with the Long Island Railroad to run it over their tracks. I don't know. Of the 4 options, this 1 sounds least likely.

LIRR #39: Back in the early '90s, subsequently losing PRR #1223 and #7002, Strasburg was in talks to acquire LIRR #35 or #39, since they wanted a PRR engine. Neither worked out, and Strasburg instead concluded up with Norfolk & Western #475. But a few years dorsum, Strasburg hammered out a deal with the LIRM: LIRM raises $1 meg dollars in xv years and Strasburg volition restore and operate it under a 49 year lease. If the coin can exist raised, Strasburg will become it done. Only, coin-raising is difficult and Long Island is also pitching a fit virtually losing the engine to Pennsylvania for 50 years. The LIRM has said, they accept no facilities to store the #39 indoors and so they would have to construct those, they accept no operational turntable so they would have to sink $iii 1000000 to restore the one at Greenport or $vii million to rebuild and install one they got from Buffalo, and then would have to work out a deal with Long Island Railroad to run on their tracks, then in the long run its more viable to transport information technology to PA. But, it wouldn't be the commencement fourth dimension local politics interfered. I call this one a 50/l shot, and it'll exist a ways out before it's run

PRR #1361: One of 2 K4s Pacifics in preservation (the other is #3750 at RRMoPA), this ane actually ran excursions in 1987, albeit very briefly. There were some issues with the guys doing the restoration and the guys operating her, and she was never quite right. Lots of hot bearings, a drive wheel losing its tire, a cracked axle and other gremlins like low-speed derailments plagued the few trips she fabricated before being parked. It was supposed to be re-restored correctly but parts went missing, the boiler was found to be admittedly worn out and money troubles and backroom politics meant it spent years apart at Steamtown and Altoona with little getting done. The plan has changed a few times from operational restoration, to stock-still display, to operational again. Its go a running joke/statement almost when #1361 volition be fired upwardly. But, information technology has gained new financial bankroll, information technology's getting an all-new banality, it'south getting roller bearings (from an old Timken blueprint that PRR commisioned in the '30s!) and Positive Train Control compliancy. No clue on how close they are, but I've heard a lot of people say "#1361 is closer than people recollect", so hopefully she gets to navigate Horseshoe Bend once again quondam in the about future.

PRR #5550: Instead of restoring an existing engine, these mad lads are building an all-new engine. And not just any engine, but a PRR T1 4-4-4-four, of which there are none preserved. The start reaction from people was that this was a pipe dream, but they are actually cranking on her. They're casting the drive wheels, they've acquired a PRR long-haul tender to restore and use behind it, they're reverse engineering the unique Franklin rotary cam valve gear, they've fabricated the nose piece and cab, the new boiler is almost done. Supposedly they have agreements in place for places to operate information technology once its done, which is amazing considering it is a large, heavy engine. The completion appointment is prepare as sometime in 2030. We'll see.

The 'building new' is cool equally all get!!

In reply to NickD :

Only 'cause-

ShawnG UltimaDork
ten/8/twenty 12:50 a.m.

Begs the question.

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

ShawnG said:

Begs the question.

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

I'd say it's the old, not the latter. A banality is a boiler; they're withal designed in largely the same way they were over a century agone. The knowledge of properly running the locomotive is out in that location as well, and with modern metallurgy and technology programs that evidence you where the stresses volition show up, information technology'll be safer equally well. All in all, I'chiliad pretty excited about it.

It'due south totally possible that this is my smashing grandfather in this film.

I still remember when they brought this engine out after information technology's "restoration".  We followed along in my granddad's car and watched it become around horseshoe bend.

ddavidv said:

Vice Grip Garage takes a tour of Trackmobiles and fires upwardly a EMD SD-40.

3000 HP V16 Locomotive start upwards

I was around those on river boats and the chief ever blew the cylinders downward before starting no matter how long it was shut down. He skipped that. 1 leaky injector or a coolant leak and information technology's ability pack fourth dimension.

NickD UltimaDork
10/viii/20 xi:23 a.m.

ShawnG said:

Begs the question.

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

They actually tried it in the 1980s with the ACE3000. When fuel prices were loftier in the tardily '70s, Ross Rowland thought that since coal was a cheaper fuel source, they could build a modern coal-powered freight locomotive. He was also convinced that, every bit some of the early diesel-era testing showed, steam locomotives were more 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 point and did tons of testing up and down the Chessie Systems mainline. But then oil prices dropped, which killed off one big driving force behind the project, and backroom politics fully sank the program earlier a prototype was ever fifty-fifty built. To appointment, Rowland still swears by the data they recorded and that the program could be viable. He'southward supposed to be releasing an autobiography former that will go in-depth and I'1000 certain it will be quite a read. Rowland is kind of the railroading version of Smokey Yunick.

Building a new steam engine, at that place are a few hurdles. Finding places to make some of the big parts is a bit difficult. For instance, the T1 Trust plant that there are no longer any foundries large plenty to cast the frame in one 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 aforementioned boat, they run onetime equipment that you tin can't get parts for) that will bandage drive wheels and other parts for them. Y'all can't only caul up Westinghouse anymore and social club a cross-compound air pump either. You have to brand all of that. Fifty-fifty boilers: an industrial boiler is not the aforementioned as a railroad banality. Texas State Railroad, trying to keep money in the state, had a Texas-based industrial boiler company build boilers for their operational steam locomotives. They installed one and put it into service and had yanked the boiler off their other engine to install the new one, 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 set of new boilers.

Now, for the thought of building a new steam engine to use in regular Grade I usage, there accept been advancements in metallurgy and machining that would be helpful. But steam engine technology has really not had any major developments. Roller bearings were a huge efficiency booster, but those were known and used in the '30s. The Lempor frazzle, which used two stacks and pulled a vacuum on the back of the cylinder to amend efficiency, was supposedly a pretty big game changer just came also late to the party to brand a departure. Definitely rotary cam poppet valve valve gear, as experiemented with merely improved to exist not-then-delicate. Possibly a higher-pressure, "ultra-max" boiler like on a NYC Niagra. Other than that, there actually hasn't been any major advancements that were successful. The D&H experimented with some ultra-loftier pressure level, multiple-expansion water tube boilers but said "every fourth dimension she went out, we had to transport half a machine store with her." Could the maintenance woes of it exist solved today? Mayhap. The Chinese were using steam engines into the late '90s, just they were basically only opposite-engineered 1940s American designs that were set up up to run on terrible-grade coal, there was no real pushing the envelope there. A few years dorsum some company tried to buy the last remaining ATSF Hudson, #3463, to develop a new "nada carbon" fuel source that used torrefied wood and compressed coal dust (How is that nix carbon?) but they were just trying to develop a new fuel source in hopes that would sway the railroad manufacture dorsum to edifice steam engines. That program flopped and null was done to #3463 (Thank god, considering they said that when they were done "it would merely resemble the starting bespeak in the loosest sense") partly considering the grouping that sold them the big Hudson did not ain it. In the terminate, I retrieve steam's days of ruling the rails over. Steam boilers are even so as well maintenance-intensive, they are still perceived (perhaps rightfully and then) as being dingy, and they have weird powerbands thanks to the correlation of pistons being directly connected to the drive wheels. A steam engine is a lot like driving a manual transmission car in one gear at all times. Either it's a powerhouse downwards low then inefficient and slow up peak, or it struggles to get moving just and so runs like a scalded cat at 60mph. Electric motors don't have that issue.

Now, building new steam engines to use in tourist usage? That has a lot of merit. A big office of the cost of restoring a steam engine comes from the fact that you are undoing 60-eighty years of decay from oft-improper storage. And and so sometimes you do that and go it operating and discover that the engine still has more than issues, similar the Atlanta & West Point #290 coiffure, who got it operating and then found that it had severe frame impairment that resulted in abiding begetting issues and forced it into an early retirement, or the same issue with CN #3254 at Steamtown. It results in a more reliable engine that can operate more oftentimes. It too allows y'all to dodge the whole "historical fabric" fence from preservationists, considering it is an all-new build and you aren't replacing parts of an artifact or making upgrades like 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 built in the same vein) simply groups didn't want them to supplant the original boiler. Too, it dodges the whole issue of cities/states/museums getting grabby belatedly in the game and having common cold feet virtually yous taking "their" engine abroad, like what batty, pun intended, the D&RGW #223 attempt. And currently, if you want to operate a steam engine, your restoration candidates are limited: you lot have to work with what is even so extant, what will work with your layout (if you're a small line with calorie-free runway, yous can't become restoring a PRR I1sa, and if you accept long trips you can't make do with an 0-6-0 m switcher at 10mph) and what you tin can get readily go your hands on from local parks/cities/museums. Does your operation need a fairly heavy Pacific that can tow a 12 machine train at 50mph? Or a Consolidation with decent ability but depression axle loadings? Build 1. It too lets you create engines that are no longer extant. If your operation is running on say, former Reading tracks, and you want a Reading steam engine, but no Reading G3 Pacifics were saved (and a G3 is unique enough that you tin't doll up some other Pacific to look like i easily) then you can accept ane fabricated. Or anybody bemoans that no ane saved a NYC J3 Hudson, while at present ane can exist congenital (and I sincerely hope that the T1 Trust's success will inspire a grouping to build a J3 Hudson from scratch)

There was an interesting, just ultimately nonviable, proposal put forward past some people a couple years back for a pair of "universal" steam locomotive designs for tourist lines to operate. The thought was that by using a standardized design it would be cutting downwards on custom parts and brand them cheaper to purchase and operate by more than cash-strapped short lines. I believe the 2 configurations were a 2-six-two Praire and a 2-8-0 Consolidation. The idea was they would utilise the same cylinders and cylinder saddles, the same smokebox segment, the same drive wheels and axles (63" was the meridian that was agreed to be best) and cab and tender. They would be saturated-steam (superheating adds power only more parts to maintain and repair), Stephenson internal valve gear (very elementary) or Walschaerts valve gear (very common and well understood), and roller bearings on all axles (less little with adjusting clearances and packing bearings) and a welded firebox crown canvass (reduces risk of boiler explosion, every bit shown in the Gettysburg #1278 meltdown). It was a nifty idea, but you'd essentially have to find a company that was willing to get into construction of all-new steam locomotives and you would realistically never sell enough to brand a profit or bring the price that far down.

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

wvumtnbkr said:

Information technology's totally possible that this is my great grandfather in this picture show.

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

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

Reports on what happened with #1361:

"1361 batty during one of the shuttle runs from York to Hanover Jct. on the NCRR. Unbeknownst to the crew, the derailment dislodged the grease cake in 1 of the DB cellars, causing minimal contact between it and the beam journal. No immediate issues were discovered once re railed, as the slow speeds of roughly x mph did not generate enough friction to crusade overheating. When the engine saw mainline speeds during a ferry run dorsum to Altoona(?) that dislodged greasecake didn't provide adequate lubrication and overheated the axle/DB somewhere near Lewisburg, PA halting the move. Water was used in an attempt to cool the overheated axle/DB that had also defenseless fire, but supposedly resulted in the axle and DB fracturing from thermal shock. The engine sat there for some time until repairs were made for it to exist hauled dead in-tow."

"It was non a bearing that acquired the grease cake to cook out, it was a loose tire at York that was never reset, and caused the hubliner to run hard against the journal box, due to minimal lubrication on the hub this in turn heated up the box and the axle, causing the grease to overheat and runout, which then made the begetting fail. 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 dorsum on the wheel center, information technology was crooked on the wheel center and caused the hubliner to run in hard contact during each revolution of the wheel. The tire did not come up off completely because of the riveted safe plates. The whole fiasco was caused past a lacking brake system causing the brakes to constantly reapply on the locomotive every bit information technology was pulled back to York and to boot not ane person from the operating squad, knew how to cutting the commuter brakes out. From an operations standpoint, the crew wouldn't fifty-fifty need to cutting the commuter brakes out. A vigilant engineer would see brake cylinder pressure 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 commuter brakes would exist heard, felt and definitely smelled long before they heated up a tire to a point it expanded off the wheel center. No disrespect to Mr. Tillger, I'one thousand simply playing Devil'due south abet."

"1361 had a problem with the Hub-Liner heating from the 1st day after the '85 re-build; I was 1 of the original 1361 crew from when information technology came off the curve.
The events prior to the York trip prompted me to outset to back away from 1361; I was asked in two individual phone calls to become to the York trip and a call after the York trip to get it dorsum to Altoona! I had to reject: newly married and expecting a kid; I was once more asked on a trip on what would've been my outset "Begetter's Day"" That hub liner heated from Day 1. The Man in Charge (Reason I left) said this was common and it would cool down; it progressively got worse."

NickD UltimaDork
10/9/20 half-dozen:52 p.m.

PRR #1361 on her showtime run after restoration. The baggage car directly behind the engine in SP Daylight colors is theAye Dear,a tool machine owned by Doyle Mccormack, who spearheads SP #4449'southward operation

Heading out to the NYC Runway Museum in Elkhart tomorrow.  Anyone demand pics of anything?

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

In reply to kazoospec :

I wouldn't mind seeing some photos of #3001, the Mohawk that they accept. I know that New York Key had some big facilities in Indiana only information technology still baffles me that the New York Central Museum isn't in, you know, New York

From today's trip to the New York Central Museum:

I've got a few more on my telephone that don't want to download for some reason.  I'll add them later if I can upload them.  The museum itself was pretty small, probably took united states an hour and a half to go through.  Their outdoor displays are, quite frankly, in rough shape.  Fifty-fifty on a Sat, there was a fair amount of traffic coming in and out of the neighboring NS yard.  Definitely worth stopping if you are in the expanse.  Probably not worth all-encompassing travel to become there.

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

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