We have flange oilers on #401. We are planning on replacing the drip oilers on the rear drivers with connections to the Mech, pump that also takes care of the front drivers among other things.

DBH

I'd be careful about spreading oil around - what drips off the valve gear is enough alone to get noticed by many people who don't understand the technology, and in a most unfavorable light. Not so much a problem with dry sticks.

Also, oilers that can't be controlled could lead to creating traction problems where you don't want them. You end up sanding while oiling, coating your motion with heavy grit lapping compound, and greasing the steep grade which won't help you climb.

Water makes a fine flange lubricant, I've worked on Shays that were equipped with water sprinklers for flange lubrication. The lube evaporates leaving no unpleasant residue. You could also install a valve to control when you lube and when you don't.

dave

The oilers we use are very adjustable as far as flow & the oil is just applied to the flange. When the rear oilers are connected to the mechanical lubricator the oil flow will only be when the engine is in motion. As it is if the engine will be sitting for long we can just shut off the adjustable drip oilers to the rear drivers. We have had NO problems so far. This type of oiler has been around a while.
Sorry for being a thread thief.

DBH

Is is cheaper/quicker to weld the stay bolt holes closed on 31's wrapper than to replace the wrapper with new material? Is this needed because the holes with the new crown sheet won't be lined up?

Thanks,

Bob

The reason we welded-up the staybolt holes was because many of the threads were wasted to the point that they needed to be re-tapped to the next size. By doing that, we would have ended up with holes that exceeded our maximum standard diameter along with efficiency issues. (The larger the holes are in the roof sheet, the lower the efficiency) Replacing the roof sheet is a big job that can be justified if there is a combination of issues such as multiple cracks, lack of thickness, etc. In our opinion, if the sheet is satisfactory otherwise, welding the staybolt holes is more than worth it. Replacing the roof sheet entails the following; removing all of the circumferential rivets at the rear course and backhead along with the rivets holding the backhead braces. Additionally, the turret and turret dry pipe must be removed. The new sheet must be drilled, rolled and welded to the existing firebox. It must then be riveted to the rear course and backhead along with riveting and tuning the backhead braces. The turret and dry pipe must be lapped and studded to the sheet as well. We had done this very thing to #89 about 8 years ago for the reasons stated above and I can tell you that it is both a lot of work and very expensive.

What will become of poor #1187? Still sitting in pieces? My favorite Strasburg loco. Lucky to get to ride her in my high school days.

I suspect every staffer at SRC would love to see it steaming. But I also suspect it doesn't make any business sense... too small to pull most of their trains - and they have two smaller engines as well as the L&S motor.

Either write a check or bring a couple of hundred thousand friends. :-)

Bob

Steve -

It seems like Reading 0-4-0C #1187 is one of those subjects that keeps popping up on RyPN and I wondered what the story was. So, I did a search and came up with this short video of when the engine was working for the E. G. Brooke Iron Company in Birdsboro, PA as their number 4:

www.youtube.com/watch?v=7pmRy0KkCRg

The music is a bit distracting, but it sure was nice to see the little Camelback running through her paces. There was even a quick shot of the fireman back in his isolated perch going about his business. And seeing the engine kick a mill gon was really neat! I can understand why the Strasburg can not use her due to her limited tractive effort, but it sure is a shame she couldn't go to an outfit that operates shorter consists. A really historic locomotive, and probably the only existing Camelback that has any chance of ever operating.

Les

Hey Les. Thanks for the very cool video. According to the powers that be at Strasburg, her tractive effort is not a problem. The 1187 actually has the power to move an 8 car train. The problem is her steaming capacity. When she ran with a heavier train (more than 4 coaches), she would run out of steam on the grade between mileposts 2 and 4. I know the Strasburg has bigger fish to fry, but I hope they can find the funding to restore her to operating condition, and use her on the shorter consist trains during the off peak season.

Wow, great video of a great little engine! Love it

If Strasburg wants some working capital to restore that cute & adorable little Reading Camelback, they could always sell us that ugly old N&W engine the've got cluttering up their property..............................:D

I think they could probably get a few more dollars, euros, yuan, whatever, if they put that big blue thing that ties up their shop space up on eBay......

[dives into a snowbank to hide]

Who among us wouldn't love to see RDG 1187 under steam again? Frieght work and yard switching would be just fine. Unfortunately we are grossly outnumbered by the amount of people, big and small, who want to see Thomas in real life. People willing to pay good money for the experience. Strasburg Thomas events are well run, professional, fun and alot of bang for the buck. Besides the increased revenue, people big and small also get to see numbers 90, 89, 475, 31 and all the other wonderful things that are Strasburg. Future railfans! One day they may demand to see that camelback taking up shop space under restoration!
Loco3750

Hey, how about a big fiberglass Thomas shell to fit over 1187?

That should be Percy (an 0-4-0), then dress the tender up as a boxcar.

Bob