While not taking issue with any of the good, solid advice about not taking shortcuts given earlier in this thread, I would offer the following:

When I was with BN, the Denver Diesel Shop made several (unsuccessful because of railfan politics) attempts to secure CB&Q locomotives to restore for operation. As part of our efforts, we researched this exact question, and determined that the laser guided wheel truing machine in use in 1990 at Alliance, Neb would handle the job without dropping the rods. These were in use at many other facilities on our railroad and others, and were intended to profile diesel locomotive wheelsets without removing them from the locomotive. I do not know the specifics of these machines, but I'd say that the wheel lathes described in Mr. Odom's posting (with links) are similar, and may be more up-to-date versions of what we were using. Most likely they have even more capability than earlier ones.

As far as abrasive shoes goes, we routinely used them to smooth out small (sometimes pretty big) flat spots on diesel locomotive wheels (treads), and I'm pretty sure we could have done it on steam with the FRA's blessing for small (only) defects. However, you would have to do all the driver tires at the same time, so they all stayed "close enough" to the same size....

.

Kelly,

That's pretty interesting- I'd imagine the problem there was flange wear?

L. D. Porta did a lot of research on steam locomotive tire wear and found that tires do not wear uniformly due to the 2-cylinder engine's uneven torque. After taking measurements on many engines, he found that tires tend to wear out of round due to partial slips which are almost continuous when starting and at low speed. You wind up with wheels which are somewhat "squared off". These out-of-round wheels tends to make steamers more slippery, as Porta found that it was universally reported that engines with newly turned tires were significantly less slippery than engines with worn tires.

His research showed that regularly turning the tires (i.e.- much more often than waiting until they exceed FRA wear specs) would not only improve traction, but actually result in improved overall tire life. He also came up with scheme for turning the tires on the locomotive, but I don't know any details of what he proposed to use.

He also specified that the main drivers on his engines be turned to a slightly larger diameter (only a couple of millimeters IIRC) than the other drivers, but I've never read an explanation for this practice.

.

Might have changed, but when I was last informed there was a two year cycle planned for heavy wheel work - which included profiling, rebuilding lateral on wheels and boxes, whatever else seemed necessary. How this translates to miles I couldn't say.

dave

I recall seeing those photos a number of years ago and I'm having no luck finding them. The links in this thread are expired. I'd like to share this practice with others.

I hope Kalmbach doesn't mind me quoting a photo caption. The photo credit itself belongs to UP, which no longer runs steam locomotives. (!)

From TRAINS December 1975.

SIDETRACKED by an ICC inspector for a "condemnable flange," American Freedom Train No. 4449 relinquished her job to diesels in late September [1975]. A Lidgerwood tool attached to driver brake beams trimmed 3/4 inch of metal off her flanges while she was parked in Omaha Union Station. On Sunday, October 12, the ex-SP GS-4 was declared fit and was ferried west to Cheyenne in company of Union Pacific's recently overhauled 4-8-4 8444.

Hegenscheidt has changed their Web site design, and Hugh's link from 2008 no longer points directly to a resource. To save a little time, here are the links to a couple of relevant products:

Mobiturn 2 mobile lathe:

http://www.hegenscheidt-mfd.com/wp-cont ... n_2_dt.pdf

U2000-400 underfloor wheel lathe:

http://www.hegenscheidt-mfd.com/wp-cont ... 400_dt.pdf

There is a lighter version of the U2000, with an 18t axle load limit, which might be useful for smaller steam:

http://www.hegenscheidt-mfd.com/wp-cont ... 150_dt.pdf

[quote="filmteknik"]I hope Kalmbach doesn't mind me quoting a photo caption. The photo credit itself belongs to UP, which no longer runs steam locomotives. (!)

From [b]TRAINS[/b] December 1975.

[i]SIDETRACKED by an ICC inspector for a "condemnable flange," American Freedom Train No. 4449 relinquished her job to diesels in late September [1975]. A Lidgerwood tool attached to driver brake beams trimmed 3/4 inch of metal off her flanges while she was parked in Omaha Union Station. On Sunday, October 12, the ex-SP GS-4 was declared fit and was ferried west to Cheyenne in company of Union Pacific's recently overhauled 4-8-4 8444.
[/i][/quote]

Further info if anyone is interested. I was a senior at Des Moines Tech High School studying machine shop. The device used to profile the drivers as not an actual Lidgerwood. A friend of mine designed a device like a Lidgerwood to do the job. His name was Dave Peterson. I got to participate for some time while skipping school. Dad was furious. Mom said it was educational and I may never have the opportunity like that again.

Anyway, they tried to drag 4449 with a tow truck thinking it could be done at a slow speed. The stretch in the steel cable was an eye opener. 4449 would start moving slow until the cable got really stretched. Then would take off like a rocket while the shavings would come off red hot. Then 4449 would slow down again as the cable would un-stretch. This continued on for a short period of time until the cable snapped near the locomotive. And I watched as this steel cable ball came rolling and hurtling back to the tow truck as the operator was diving out of the way. Quite a sight. And hilarious looking back. But not at the time.

They sent the tow truck packing and got a switcher. I'm thinking it had a "hump" speed. But I could be wrong. Memory you know.

I still have the prints that Dave drew to manufacture the "Lidgerwoood" copies.

Dale Grice

^ Very cool story!

Oh - and I missed one piece to thestory. The core area I missed while skipping school - electric arc welding. I'm still lucky today if I can get two pieces of metal stuck together via welding. :>)

I'd be interested in seeing the plans if you don't mind sharing them.

A little off-topic but Lidgerwoood is still in business.

Superior-Lidgerwood-Mundy Corporation

http://www.lidgerwood.com

-Hudson

[quote="JohnHillier"]I'd be interested in seeing the plans if you don't mind sharing them.[/quote]

I'll dig them up. I don't remember what size they are. They are not scanned; Yet.

Dale Grice

As I understand it 4449 got a lathe job on the frame in North Little Rock, AR on equipment made for truing steam locomotive wheels, that was still in place at the time. Since then the entire shop has been razed and built new as a diesel specialty shop, any remaining steam equipment is now long gone.

The reason you don't send the wheels to TVRM is that is expensive and may be un needed if you have the right people with the right talent. They are good but they are not the 'only choice' ya know.....