I just realized that no one has posted here about PLA/ Niles Canyon RR installing their intact newly-rehabbed truck under SP 9010, a big deal for those of us who follow the restoration closely:

http://sp9010.ncry.org/trucks2.html#051616

They have since connected the cardan shaft between the transmission and the truck. Once the main cardan shaft between the #2 Maybach diesel and the transmission is installed the hardest parts of returning 9010 to operability will be accomplished. A lot of work ahead but they really deserve our respect for what they have managed to pull off here, tracking down parts in Europe (the intact truck had been returned to Europe and had to be re-imported to the US) and getting it put together, on top of years of all the work on paint and body work etc.. It is truly a one of a kind unit.

This is an impressive restoration.

So far, the only time I've seen 9010 was during a birthday picnic several years ago.
https://youtu.be/whXwgmG_DG4

The truck was installed on Thursday, May 12 and on Saturday, we opened up the crankcase on the #2 Maybach MD870. We were pleased to see nothing of any concern. Not bad for an engine that has sat idle for 48 years. Next on our work list is checking the cylinder liner o-rings for leaks. http://sp9010.ncry.org/mechanical3.html#051816

Howard

Howard, I continue to be amazed by the great work you guys are doing on this unit. Every step appears to be done to a very high standard, and eventually you'll have a brand new locomotive again. It's looking beautiful already.

Congratulations on this major step!

Are any other complete trucks still out there, or have the last machines using them been scrapped?

Steve Hunter

"Are any other complete trucks still out there, or have the last machines using them been scrapped?"

That is a good question. We acquired 2 trucks from France and as far as we know, they are the only 2 left, at least with axle gear boxes and the intermediate gear box. There were 5 of the P&T RM63 ballast cleaning machines built. We got the trucks from one unit, one is reported to have been scrapped years ago, another is thought to be tied up in litigation and the other 2 are simply missing. We have team members in England and Germany who have investigated the existence of the other 4 machines and have come up dry. So, as far as we know, there are no other trucks outside of Niles Canyon.

The second truck we brought back only has 2 gear boxes and will likely become a display piece. We gave a few seconds thought to installing it under the front end but there is no point in dragging around the gearing that will never be powered.

Howard

As if you do not have enough on your plate, you're planning on installing a display somewhere?

Insane question,

How hard would it be to replicate the original truck and gearing?

-Joe

We have the empty truck that was removed from the rear end last week plus the other truck from France that has 2 gear boxes and the intermediate gear box. So, having another powered truck is very do-able. The big problem in duplicating the drive is the intermediate gear box that sits on top of the truck and transfers the energy from the transmission to the truck. They were custom made by Krauss Maffei for this application and others (besides the extra we have) do not exist. Of course, with cubic dollars, anything is possible. :-)

We plan someday to have a display building in which the second French truck can be on display with suitable informational signs. There is no time frame for this.

Howard

I am confused by the number of trucks involved in this swap. I count four: rebuilt, spare, old rear and front. Are all four KM stye trucks, or are two of the trucks considered shop trucks? When complete, are there transmissions to both trucks?

Congratulations on bringing the locomotive back to life. This is quite an accomplishment. Thanks for your help with my questions.

Wesley

"I am confused by the number of trucks involved in this swap. I count four: rebuilt, spare, old rear and front. Are all four KM stye trucks, or are two of the trucks considered shop trucks? When complete, are there transmissions to both trucks?"

You count correctly. All four of the existing trucks were originally under SP locomotives but 2 had all axle drive gear boxes and intermediate gear boxes removed when the 9010 was converted to the camera car. No, there are not transmissions to both trucks.

Our rear transmission seems to be the only serviceable one in existence. There is one other that came from an Alco DH643 but it is different in important details and it it was damaged by years of outside storage. The RM63 ballast cleaners did not use these transmissions.

Howard

That's just an amazing piece of design and restoration. It looks like what Climax or Heisler would have come up with if they had survived into the current millennium!

I think railroaders would get a kick out of looking at an unmounted truck on display, I'm afraid that the public at large would be clueless because they think that somehow this is the norm anyway - sort of like your car on steroids.

It does at least 'look like' though that this was a very early and well-proven design for wheel slip control - "all or nothing".

Useful early prescription for regular and attentive wheel turning, too. (Be interesting to see if that was mentioned in the original Amerika-Lok maintenance manual together with replacing all the transmission lubricants every 30 days...)

Pardon me if I'm a bit fuzzy on this, but I understand that you have been able to acquire and install the proper trucks to work with the one prime mover still in the locomotive. From this post, it sounds as if you've begun work on that engine. Given that the engine has been inop since the camera car conversion, how involved would any restoration be at this point?

Indeed, a BIG JOB - many congrats to pulling it off. All internal funding or did you get a grant or two? All volunteers or did you have to hire experts for some things?

Howard[/quote]

Pardon me if I'm a bit fuzzy on this, but I understand that you have been able to acquire and install the proper trucks to work with the one prime mover still in the locomotive. From this post, it sounds as if you've begun work on that engine. Given that the engine has been inop since the camera car conversion, how involved would any restoration be at this point?[/quote]

It is just a matter of doing what needs to be done. We know the crankshaft roller bearings are in good shape and that was worry #1. Next we will do a water pressure test on the block to see if liner o-rings and block to head seals are good. If they are, then we deal with rebuilding the injectors. Little different than dealing with a barn find Cummins other than the size of the pieces.

Howard