.

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?

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?

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.

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

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.

Well we also didn't have a McCabe, so that made it the easiest way to duplicate the curves.

Taylor

I spy a narrow gauge engine ;)

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

What are the benefits of going to oil lubrication on side rods from grease? Is the wear less with oil lubrication?

.

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,

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