Mark: a thought on the crane task, does there exist something like a heavy come-along? Instead of trying to get the crane operator to lift the side rod a fraction of an inch, the small adjustment could be done by hand at the lift point. Maybe a threaded eye adjustment?

Alternately, why not jacks and slide rails, and slide the rods sideways away from the engine before lifting with the crane?

We use to use a come along wrapped around the running board. Once the rods were off we would use the overhead crane. We could then move them elsewhere in the shop. Nevada Northern employee 2005-2007.

For delicate operations, we use a crane as the main support point. but then we hook a heavy-duty chain hoist to the crane's hook. Very small movements can be made easily with the chain hoist. This seems to be more important in assembly than in disassembly. The crane is used for the big movements, then the final adjustments made with the chain hoist.

Nice to see the 93 steaming again. Sounds like crap and I hear there are problems no one wants to address, like the timing. Sounds like it was "thrown together" for the centennial celebration. There is something about the wrong pins in it? I didn't hear the whole story at the diner. Does anyone have more info on this? I would love to hear the story...

Well I found this video on you yube:
http://www.youtube.com/watch?v=3hpxq8mzzw8
Sounds pretty good to me. I doubt there were any "wrong pins" put in, locomotives aren't like an erector set...parts in the valve gear will only go in certain places. They are all of tapered fits and very much location specific.

How about we look at this from a different vantage point...Shall we?

Mark,

Congradulations in having completed such a very major overhaul, it is great to see the locomotive in operation again. I do believe that this is the first time a locomotive even close to this size has had all of it's driving axles replaced not to mention the renewal of the boxes, crown brasses, shoes/wedges, crank pins, valve gear and spring rigging.
It seems that as time goes by the rebuilds of larger power are getting much more invasive and the rebuilds are more like a class 5 shoppings. If more equipment received the level of work that the 93 has steam would have a much better reputation in this country.


Congrats Mark,

Jason Sobczynski

If you want to see 93 in operation join us at our winter photo shoots February 6-8 and February 13-15. We will also have the steam crane in operation.

93's pins were made from the orginal drawings on a cnc machine.

Jason - You're right, to keep a steam locomotive operating is going to be more than just doing the tubes. It will mean a complete overhaul. Steve Lee's presentation at the TRAINS convention in Kansas City covered this topic and it was eye opening. Our experience with 93 was just as eyeopening, the deeper we went, the more we found that needed to be refurbished or replaced. To keep a steam locomotive running or putting one back into service will take a massive infusion of cold hard cash.

Now that 93 is done, we have locomotive 40 to do and waiting in the wings is locomotive 81. We're looking at 100's of thousands of dollars.

K Cameron: If you want more of the story email me railbroph@yahoo.com

Sorry Jason but if more equipment received the same level of work 93 has there would be no steam engines operating. After $400,000 dollars they already need to have an axel machined and a new crown brass. Photo shoot participants were treated to only an hour of yard operation before she was put away. And by the way the boxes were not renewed, the shoes and wedges were not renewed and neither was the valve gear, although the spring rigging was "renewed" it is still screwed up and no where near sitting level.

This year was the second year in a row that the Nevada Northern photo "spectacular" was a complete failure. Participants were essentially robbed of their money and once again rode behind diesel powered trains. As word got out about 93's problems, people for the next weekend started calling in for refunds and were denied them. Sad.

No offense to anyone involved, photographers, foamers, or others, but this is STEAM, and it IS cantankerous. Restoring and even maintaining them is getting expensive, even on what was once considered "The cheap". It doesn't mean it can't be done --- it just means it gets tougher with every passing year. I'm sure the same is true at NN --- I know it is here.

That said, its is also my humble opinion (and mine alone, not my employers, any of those I work with or who volunteer with us, but mine alone) that if you are going to ask for the big dollar on a photo charter, and say you will have steam, you better dang well give people their money's worth --- or you have no business doing it. We have found that most photographers can and do understand and deal with the mishaps that come with steam operation --- but there is a limit to that, too, especially when you don't refund their money when you say you will give them a specific product.

All in all, I hope NN can continue to keep #93 going well into the future.

TJG

My sympathies and support to Mark Bassett and his fine team!! The chief reason steam locomotives are always referred to in the female gender is their talent for being both unpredictable and HIGH maintenance.

I'll never forget having to be the messenger with a bull horn to about 750 people lined up in Hoboken waiting for the gates to open to board the Erie Limited behind C&O 614, with the word that 614 had slipped a tire that morning and we'd be a diesel excursion that day. About 98% of the folks took it in stride and accepted either the full refund or decided to enjoy the trip behind diesels but the other 2% made up for them. One woman who had come from Alaska got so nasty that the NJT cops had to literally pull her off me!!

I'm confident that Mark and his team will get her fixed and running fine again and I wish them Gods speed in so doing!!!


Ross Rowland

J Oxborrow's comments about the 93's drive boxes not being renewed are totally erroneous. The boxes were cleaned up and built up with weld material by Michael Manwiller of the Heber Valley Railroad. The boxes were heat-treated (stress-relieved), in accordance with standard railroad practice, at Blanchard Metals Processing in Salt Lake City, and then were machined by Gary North, utilizing the Heber Valley Railroad's horizontal boring mill. Crown brasses were turned by Mr. Manwiller on the HVRR's King vertical turret lathe and hub liners were fabricated and installed at Bonneville Machine in Salt Lake City.

Mr. Manwiller also went to the effort of ensuring that the wheel centers were built up and the tires were machined to standard outside and inside diameters, respectively, to provide full interchangeability. Although I don't personally know the details regarding the balance of the work done to the 93's running gear, I do know that a tremendous amount of craftsmanship, work and expense went into the entire project, and hope that the problems can be quickly resolved.

Because of the numerous relationships between the various running-gear components of a steam locomotive, it is necessary to address the entire machine. This can be a very costly proposition, but is becoming increasingly necessary in order to ensure reliable locomotive operation. Our challenge in the preservation field, is to find the resources and expertise to complete the boiler and running-gear overhauls that are now facing many of us. In order to keep our steam and vintage diesel locomotives operating, trade-out and economical contracting between the various tourist and museum operations are essential. We also need to continue contributing to the cause by lending a hand and/or promoting each others' successes, instead of throwing stones at every opportunity. Our community is too small and too vulnerable to tolerate the petty backbiting and criticism that are all too prevalent.

Craig Lacey
Executive Director
Heber Valley Railroad

Thanks to Mr. Lacey for the detailed explanation/report. At some point I'm sure that Mark Bassett will give us a summary report of the problem and how they're addressing it.

I would also like to second Mr. Lacey's comment about the petty back biting etc. Lord knows we have few enough "going" concerns and they all need to have our strong support and help NOT our Monday morning nit-picking!!!

IMHO-Ross Rowland

I have some limited information about this incident. I would like to say that folks might want to wait until the results of "fact finding" are known. It seems that the Nevada Northern did what would amount to "due diligence" in doing this rebuild, and knows that there is money involved, and that it is important to spend the money wisely. Obviously, there are several people who want to know what went wrong, and determine how to rectify it.

How any special event is handled in the meantime is important as well. If a piece of equipment can't operate, or may suffer additional damage if operated, then the participants need to understand, and railroad management should make the appropriate concession toward their customers.

I have found that in the tourist railroad and preservation world, that there are many personalities and opinions. Sometimes it is difficult to determine which path is best, and the point of view regarding the best path depends upon where the viewer is within the context of the operation. A General Manager won't see the issue the same as a CMO, advertising director, car host or a patron. The volunteer will often disagree with the hired hand. Sometimes it's hard to determine if the board of directors is right or wrong, the CMO's opinion is right or wrong, or the patron should be handled by the police.

What is important to remember is to do what is required to preserve the spirit of the effort, and keep the personalities focused. This is easier said than done, no matter where you fit into the organization.

My two cents,
Mark

Factual information from a reliable source would do a lot of good here. Thanks to those who sent some. I'm completely lost in rumor on this one..........I would encourage NN to explain to their diasppointed customers the reason their program was cut short, however, as a measure of common courtesy and good honest business practice.

Nobody familiar with steam rebuilding would believe some shakedown and adjustment would not be required after any project of magnitude was complete.

dave