We've put nearly 300 photos online from the 765's 2000-2005 rebuilding. While many are technical in detail, there may be some interest: http://fortwaynerailroad.org/rebuilding-the-765/

For a refresher, the rebuild of Nickel Plate Road steam locomotive no. 765 took place over five years from 2000-2005, consumed over 15,000 volunteer hours, and cost $750,000. We estimate today we've spent about 1.8 million since 2000 on the locomotive, including latter day upgrades like tender rollerbearings and cab signals: http://fortwaynerailroad.org/more-21st-century-upgrades

The original restoration of 1974-1979 had carried the 765 through thirteen years of passenger excursion service, but by 1993 the 765's running gear had accumulated over 115,000 miles, having last been overhauled by the Nickel Plate Road in the late 1950s.

During the course of the rebuild, the original blueprints were consulted to assist in returning the locomotive to as built condition. Along with our volunteers, steam contractors Gary Bensman, Robert Franzen, John Rimmasch, Mark Ray and others at TVRM, Scott Lindsay and Steam Operations Corp, and many other friends in the industry were also heavily involved in the work.

We're still organizing and dating these photos, so some may appear out of order.

Kelly;

Thanks for the photos. A railroader's question if you know the answer: Is the cab signal setup for 765 just for displaying aspects, or is there also a LSL/penalty function connected with it, and if there is, how will it shut down the throttle for the penalty application? Oh, and is it self-testing (that is, can it be tested internally via an on-board computer, or do you need to manually put a test loop under the pick-up)? Also, does the engine now have an alerter function, and if so which actions (besides pressing an acknowledge button/switch) annul it - like actuating the independent brake, turning on the bell, etc.?

Thanks, and hopefully will see you on the Curve next month.

I think there was one step left undocumented.... The crew enjoying SKYLINE CHILLI! Lot's of familiar faces in those photos, Gary Bensman, Mike Hall, Zach Hall, Mark St Aubin, Marks cousin Chad (don't know his last name), Bob Gold and a few others the names of whom I can't remember.
If I may be so bold as to add to your list of thanks... Steam Operations Corporation and the fine folks at Timken for all their work reconditioning the roller bearings!

Cheers, Jason

Can you tell me how you went about determining the condition of the roller bearings on the drivers? Looks like they are inside a pretty permanent housing. Did the roller bearings need any service? I have heard that Timken is completely out of that kind of business and there is no one left who can service locomotive rollers. I ask because the ATFS 2925 group in Albequerque will probably be facing that kind of inspection soon.

Really enjoyed ALL of your photos!

Jason, definitely! Forgive the oversight -- I've made an edit. That's the trouble when you start naming folks, you're bound to leave someone out.

Paul, Jon Jaros of Horizon Rail (who has put in over 400 hours on the custom installation and is here to help test it today with the heritage unit no. 8100) chimes in with:



I'm hoping to get Jon on camera to walk us through the system on the 765 in the near future.

The bearing boxes were inspection by Steam Operations Corporation and Timken. No. 1 driver bearings needed work.

Also: Here's everything we did to the 765 during that time:
http://fortwaynerailroad.org/the-work-list

Great stuff, Kelly, and thanks for taking the time to share it with us.

Looking forward to standing trackside with my new bride and waving to my friends on the 765 crew as they bring steam back to the Steel City for the first time in almost a generation.

I'll admit it, might even tear up a bit - half for sentimental reasons and half from jealousy that I'm not in the cab!

I believe NKP had automatic stops for red signals in their heyday, it would kick in the brakes, not sure it was called a penalty but surely the engineer would have some explainin to do.

Once I get my film done you'll have a visual account of the original restoration.
I guess after the original restoration we wore out the time on its previous overhaul by the NKP, but as easy at it seemed to pull out of Lawton park and ride the rails out to New Haven, then its initial live power test, it was rockin and rollin.

It may be a better engine today than when it ran the NKP!

Linn, we'll be sharing our plans to do a documentary on the year next week with professionally produced and crowd sourced footage from this year and the 39 prior. Really hope to include some of your stuff.

KL

Thanks for the answers, Kelly.

Kelly -

Thanks for the credit on the 765 Project. It was my pleasure to do all the paperwork needed to satisfy the regulator.

I hope today's trip went very well for the 765 and crew. My last ride on the 765 was 30 years ago. I can still see the dump truck.

I have a trivia question for everyone. There are two brand new parts on the 765 and 630 that TVRM and FWHS collaborated on to produce. They are very prominant on both locomotives. What are they?

And an absolutely beautiful job was done fabricating them! You still have the pattern? (hint to everyone else)

Jason

NS reporting marks?

That would be the smokebox front and door.

Thanks for posting about "How To Rebuild A Berkshire".

I was under the impression the NKP 765 rebuilding was over a 12 year period starting back to 1993 then to 2005. Hopefully, with the all document material seen here, other groups restoring Berkshires will have it easily in figuring out what they would need to do in order to make their locomotive work again.

Still, taking apart something is easy, its always harder put it back together again.