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The Latest from the Strasburg Rail Road Shops
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Author:  Kelly Anderson [ Mon Feb 09, 2015 4:14 pm ]
Post subject:  The Latest from the Strasburg Rail Road Shops
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Author:  cjvrr [ Mon Feb 09, 2015 4:37 pm ]
Post subject:  Re: The Latest from the Strasburg Rail Road Shops
Wow, the video is amazing. Seeing everyone bringing in their torches and then the swingers taking terms beating that backhead into the correct shape. About how many hours did that take?
Author:  Bobharbison [ Mon Feb 09, 2015 4:43 pm ]
Post subject:  Re: The Latest from the Strasburg Rail Road Shops
Quote:
We were also hired to flange a new backhead sheet the old fashioned way for a customer.


I won't bother asking who, if you'd wanted us to know, you'd have told us. But can you tell us why they chose that method?

It's great to keep the craft alive, and show people how it was done. I'd venture a guess it's also more expensive to do it that way, correct? Do you know what the customer's reason for choosing that method was? Historical accuracy? Better end product? Best method of one this size? Some other reason I've overlooked?
Author:  hamster [ Mon Feb 09, 2015 8:38 pm ]
Post subject:  Re: The Latest from the Strasburg Rail Road Shops
My understanding is that "heat and beat" is standard operating procedure for stuff like this. There is the McCabe flanger, but I am not sure how the decisions are made between the two methods.
Author:  Taylor Rush [ Mon Feb 09, 2015 9:35 pm ]
Post subject:  Re: The Latest from the Strasburg Rail Road Shops
When I was helping do some boiler work on Mt. Emily Lumber Company Shay number 1 we had to do the heat and beat to get the proper curve for the firebox sheets. The diameter changes as you move up the firebox, so that is actually often the easiest way to duplicate the curves.

Taylor
Author:  jasonsobczynski [ Mon Feb 09, 2015 11:13 pm ]
Post subject:  Re: The Latest from the Strasburg Rail Road Shops
On a McCabe, "duplicating curves" is of no issue. I have flanged two key hole inner sheets on a McCabe and it went smoothly. The issue which does negate the use of McCabe is that of radii that are a bit too tight.
Author:  Taylor Rush [ Mon Feb 09, 2015 11:17 pm ]
Post subject:  Re: The Latest from the Strasburg Rail Road Shops
Well we also didn't have a McCabe, so that made it the easiest way to duplicate the curves.

Taylor
Author:  Mark Z. Yerkes [ Tue Feb 10, 2015 2:32 am ]
Post subject:  Re: The Latest from the Strasburg Rail Road Shops
I spy a narrow gauge engine ;)
Author:  Randy Musselman [ Tue Feb 10, 2015 7:32 am ]
Post subject:  Re: The Latest from the Strasburg Rail Road Shops
Kelly,

Very impressive!

In converting rods to oil lubrication, do you add any seals help retain the oil or just use less of it? (I am guessing hard grease losses are limited some by its thickness but you still loose a fair amount?)

A curiosity, did you machine the new driver tires at Strasburg from the raw rolled rings? I understand there becoming less ring rolling shops? I believe there may be one in the Erie, Pa region?

Thank you.

Randy Musselman
Author:  Rick Rowlands [ Tue Feb 10, 2015 9:31 am ]
Post subject:  Re: The Latest from the Strasburg Rail Road Shops
What are the benefits of going to oil lubrication on side rods from grease? Is the wear less with oil lubrication?
Author:  Kelly Anderson [ Tue Feb 10, 2015 10:55 am ]
Post subject:  Re: The Latest from the Strasburg Rail Road Shops
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Author:  tomgears [ Tue Feb 10, 2015 12:29 pm ]
Post subject:  Re: The Latest from the Strasburg Rail Road Shops
Kelly,

Thanks so much for sharing. It is always nice to see the work your shop is turning out. The reports along with similar reports from others and the multitude of questions that are answered here are examples why this is still my favorite railroad related website.

It is interesting that you mentioned that No. 90 has run off 200,000 miles since her last machinery overhaul. As you probably know I'm working on a book on W&W No. 98 and have managed to find mileage reports from her use on the Mississippi Central and 200,000 is about the number of miles between her visits to the shop. Do anyone know if 200,000 miles is somewhat of an industry standard? The 200,000 miles also happen to align with 5 years of tube time. She ran between 195,000 and 268,000 in various 5-year periods.

Thanks,
Author:  jasonsobczynski [ Tue Feb 10, 2015 3:20 pm ]
Post subject:  Re: The Latest from the Strasburg Rail Road Shops
Kelly Anderson wrote:
We have had less and less luck finding acceptable hard grease in recent years, and had one problem crankpin in particular that chronically wasn’t happy running on grease. With the availability of PB&J oil, we thought we would make up an oil cup to see if it worked any better, which it did. Another benefit is that the engines stay magnitudes cleaner without globs of rod grease slinging around and sticking to everything in sight.

Also, the oil cups feed a small amount of oil more or less constantly while the engine is in motion, where hard grease is pumped in each morning, and by the time the engine has run a mile, 90% of it has squished out. The amount of lubrication left in the bearing then gets less and less until the next stop for greasing.


Kelly,

For future reference, the grease sold by Steam Services of America (consistently for the past 15 years) works well. It is a proprietary blend made by the same company that supplies for Interlube. It is second only to the new hard grease which is a reformulation of Texaco Hytex which I developed for Steam Services a few years ago. It has proven to reduce operating temperatures on a number of locomotives including several in mainline operation.
On a grease lubricated bearing it DOES get lubrication during operation prior to the next greasing of the rods. As the rod warms the grease in the reservoir expands, feeding into the bearing. It's actually quite amazing to see how thermally sensitive properly formulated block greases are. That's how locomotives like the 765 are able to run 120 to 160 miles between lubrication stops.

Cheers, Jason
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