For those with mixed rail/marine collections, the Barriger Library is a great place to preserve that history.

Right now the ISLAND HOME trip is running very well on viewings, currently at five times the rate of the railroad topics posted at the same time.

https://www.flickr.com/photos/barrigerl ... 0319570295

We have about reached the limit of the portions of the collection that have been scanned to date. Future posting will depend on the progress the library can make scanning additional slides.

PC

Cleveland Diesels Album:

https://www.flickr.com/photos/barrigerl ... 0320827475

Cleveland 278A album:

https://www.flickr.com/photos/barrigerl ... 0320740929

Winton Engine identification:

https://www.flickr.com/photos/barrigerl ... 318175232/

Winton 8-201A album:

https://www.flickr.com/photos/barrigerl ... 319533516/

Winton 12-201A album:

https://www.flickr.com/photos/barrigerl ... 319509242/

This is about the extent of what I can presently do to document Winton and Cleveland Diesel with the illustrations presently scanned.

PC

Preston Thank you for posting Winton gas engine information.
In 1968-1969 while I worked for Sperry Rail Service some of the EMC rail detector cars where still equipped with the Winton 106A gasoline engine. Mostly original except for the engine heads which were labeled from another manufacture. Engine was dry oil sump, equipped with air and electric start, twin sparked, one large Zenith updraft carburetor. There were 3 exhaust stacks no mufflers which at night would glow red from the heat. I remember running light westbound up Solders Summit and have to slow for a red signal at the summit after closing the throttle, the exhaust valves were sticking open causing flames to shoot out the 3 stacks.
Changing the oil was a day's job as we had to open up all the crankcase covers and manual wipe out the engine inside and also the separate copper oil tank.
The engine would start in very cold winter as the front engine compartment was only heated by the engine so January on the UP in Wyoming was sometime -15
One trip we ran light on the MPRR from St. Louis to Pueblo, Co making about 50MPH on the level and used 400gals of gasoline. The Sperry cars were double the weight of the original EMC motor car so going up the mountain grades max out the traction motors I was on 2 cars the burned out a motor.
Dennis Daugherty

Preston, I have a couple of questions. Did Clevland and Winton compete against each other in the same markets? And I noticed that that Winton engines have lapped and polished cylinder walls, was that common practice back in the day? Thanks very much for preserving all the information that you have.

Winton became Cleveland Diesel 12/30/1938.

Not sure what the issue is but none of the Flickr album links work anymore, and the photostream page for John W. Barriger III National Railroad Library shows no public photos.

I believe Flickr has either deactivated the links or made them 'member-only' (requiring a sign-in) -- probably due to traffic from interested people.

I don't know what the Barriger Library position on downloads and viewing of the Preston Cook collection is. Could that be a factor?

I am a Flickr Pro member so it's not that.

You can choose whether to allow downloads or not for any image you place on the site.

They are back. I think Flickr glitched. It does that now and then.

Yep they are. Weird. I checked about 30 minutes ago and they were still all gone.

Nick advised it should be fixed now.

New posting:

https://www.flickr.com/photos/barrigerl ... 320990015/

PC

@Preston

Very nice collection of images and items that you are uploading.

Regarding the Rail Vehicle loading ramp in an earlier post: this looks like a very sturdy and substantial structure designed for use with a flat car with steel tracks/rails.

I would think that the ramp could be quite valuable for moving older railcars lacking roller bearings, etc. (e.g. museum moves) if the height and weight limits were permissible for the route. Basically, the cost of a crane at both ends of the shipment could be saved at the likely lesser expense of moving the ramp.

Are you able to comment on what weight and height restrictions in practice might be imposed to use this approach?

Also, interested to understand how often was this ramp used and was it a particular challenge to drive/shove a car up the ramp onto the flat car?

Thank You for any additional information.

I'd expect the usual way to move something up a 'ramp' would be to pull it with a winch, or for light enough equipment, a come-along, continually moving blocks or stops behind the wheels as the vehicle moves up to 'preclude rollbacks or runaways' if the winch tackle should loosen or break.

A Lidgerwood would be near-ideal for this job, or a guide to 'what to build' if you're concerned with appropriate scale or strength.

I would wonder if an analogue of a 'scorpion ramp' is something that could be built up in strong segments, each one separately transportable to be assembled at the point of 'embarkation' or arrival, or the whole thing 'rolled up' to go on the end of a flatcar.

I still think the idea of portal frames with screw jacks or jacking points beats the idea of ramps for heavy equipment like locomotives, as it is little heavier or more difficult to move or position, and involves no craning, lifting, or rollback concerns. You lift the vehicle by ends or quarter points enough to 'roll' the car in underneath it, set your blocks or supports, and gently lower...

An EMD designed diesel shop:

https://www.flickr.com/photos/barrigerl ... 0321229387

PC

Locomotive performance charts:

https://www.flickr.com/photos/barrigerl ... 0321742384

EMD Components:

https://www.flickr.com/photos/barrigerl ... 0321517845

PC