You can't be too safe when you're tensioning chains. You could literally lose your mind if one snapped.
Flap wheels are just short pieces of Emery cloth mounted on a hub, so you're OK either way.
When we restored Frisco 1522, it seemed like parts from half the Frisco's roster was on her. It was interesting.

Here are photos from yesterday.

http://www.trainweb.org/j.dimech/journal/100422.html

Absolutely amazing work from you guys. What great discoveries you have made on this once premier excursion locomotive! She's finally getting the attention she deserves.

Did you get any photos of the inside of the main driver showing the floating crown brass?

There isn't much we can to do to the floating bushings and have left them alone, but I do have some photos of the boxes, although they are covered in grease and you can't really see much, and I have posted some much more interesting diagrams and photos from the 1941 Locomotive Cyclopedia here: http://www.trainweb.org/j.dimech/6167/drvbox.html

During the restoraion on CNR #91 it was interesting to see all the parts that were stamped for other locomotives.

Interesting read about the floating brass on the No. 2 axle.
Also, very interesting read on the perforated screens/grease cakes. This subject was a running debate on the 1522 crew for years.

What was the debate?

There was another work session today, unfortunately I wasn't there and no one was able to take photos, however, this is pretty much the same stuff as was done with 6213, so check out my photos of that move to get an idea of what this stuff looks like, if you are so interested....

http://www.trainweb.org/j.dimech/6167/
http://www.trainweb.org/j.dimech/journal/

We got the drawbar pin out and took apart the radial buffer to force the wedges out and all Barco couplings on the left side were loosened off for eventual replacement of piping.

Unlike 6213's drawbar pin which could go up or down, 6167's is designed to fall down only. We found out the hard way. We thought something might be amiss as we had two 20-ton jacks under the pin and it would only go up so far (flange at bottom of pin fit into recess on drawhead casting - we couldn't initially see this). Anyway, we ended up setting up a jack between the top of the pin and the stoker housing and that did the trick. Mind you, it had been doused plenty with WD-40 and diesel fuel which I'm sure helped some. And the pin is much shorter and lighter than 6213's (it could still do a number on one's finger - but we didn't have any accidents today).

Just like with 6213, the only thing holding the engine and tender together, is one lousy bolt in the universal joint of the the stoker screw. This one bolt has been our biggest headache while working on BOTH Northerns. We have given up on doring it ourselves and we are hoping that Western Mechanical will have the proper tools and equipment to cut the bolt, either by cutting torch or zip saw, without damaging the stoker screw.

Hopefully when this stupid bolt does get cut, we can document just how we did it, as I'll bet other people having to move engines have had to deal with this.

Some of the gang was out working on the engine again this past Wednesday.

The main focus was again, the bolt in the stoker universal joint. As it still would not co-operate, it was decided to take more drastic action and we burned out both ends of the horizontal bolt as it was easier to access. Unfortunately, this came at the expense of the universal components. While damage was unavoidable, it was kept to a minimum and repairs can be made at a later date, although unless being made to run, will not be necessary. But even after all of that, we think there still may be something (either slag or part of the bolt) just holding everything together still. However, we did put a 20-ton jack between the engine and tender and the tender did actually move back about 1/4" but then seemed to bind up somehow. And then the rain moved in and as it was getting late, we left it at that. So it's either the universal still just "catching" something, or possibly journals resisting.

We also removed all four jounal box cover plates on the trailing truck and cleaned them up as best as possible.

Also, as a result of what ever forces are delaying the construction of 6167's new pad, we don't foresee 6167 moving in May.

Even more cool photos!

http://www.trainweb.org/j.dimech/journal/100505.html

Also, we are now being told the move may occur on June 15.

Well, it seems we hit a bit of a snag when we tried to split the engine and tender. With the bolt in the stoker screw universal joint dispensed with, we thought we were free to move the tender back, however we made a most unwelcome discovery.

It turns out that at the bottom of the drawhead casting on the engine, is a flange that actually extends IN TO the bottom drawbar. What this means is that it is impossible to uncouple the engine and tender from the engine end.

This means that we must now try and get the drawpin pin out of the Tender Drawhead Casting, a feat which we found to be impossible on 6213 as it was completly rusted in place, even though there was no where near as rust scale and crap built up around it as is on 6167. We are going to do our best to try and free this pin, but if we are unable to, then we have only one option: cut the top drawbar so that it can be removed from the Drawhead casting, allowing the bottom drawbar to be lifted over the flange.



The flange protruding into the bottom drawbar pin is just barely visible in this shot.

More pictures and a more detailed description are here:

http://www.trainweb.org/j.dimech/journal/100517.html

Any suggestions for freeing the drawbar pin?

It's called a cutting torch!!! Ya gotta do what you gotta do! ;)

Rob, I meant suggestions OTHER then cutting stuff.

Dave tells me that he has found a large torch thats suitable for heating up castings, and he is going to try and get his hands on a 100-ton jack.

Be sure to keep the torch moving over a large area, to avoid building up stresses in the castings that could lead to a future fracture. You want a big transition area between hot and cold. You will know this, but you never know who might mine the archives at a later date, looking for similar info.

Best of luck with the pin!

Steve Hunter
Cardinal, Ontario

http://www.sfrmeo.ca/
http://public.fotki.com/elliottd/sfrmeo/