Narrow Gauge Railroad Discussion Forum
This is a forum for the discussion of narrow gauge and steam railroading with a primary emphasis on railroads operating in the US. While discussions of modeling are welcome, please try to limit such discussions to issues relating to the prototype. This forum is not associated with any organization or group, and the authors of each post are solely responsible for the content of their post.
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This board is owned and operated by Don Richter. Others who have contributed to the upkeep of this board are (in no particular order): Herb Kelsey, Everett Lueck, Bill Ramaley, Rod Jensen, Russ Sperry (El Russo Loco), Josh McNeal, John West, Jim Armstrong, Bob Bergstrom, Greg Scholl, Blake Forbes, and Doug van Veelen.I swore I would never post again. The contract has not been changed on the #9 other than there are issues with the preparation for the site for the engine. I wish I knew of a change in the contract as it would of saved a lot of work, time and money. In many cases we are doing far more than the contract called for.
The engine was to be made serviceable for Breckenridge. At the time of the contract we knew the boiler had major issues. There was no way the FRA would ever accept it unless somebody was willing to really lie about it. The external corrosion should of not allowed it to go back into service for 2006. The state condemned it after 2006. We spent a great deal of time and effort getting a variance to operate her at 145 psi from the state. That variance was granted. With annual inspections she can keep that pressure for a long time to come.
The next issue which is a deal breaker is the cracks in the cylinder area below the saddle which cracks wrap all the way under the cylinder center section. Not only are there old cracks which an attempt was made to repair then there are new cracks starting. This is something that should of shown up in 2006 had somebody actually taken the time to clean the old girl. These cracks are deal breakers. She will never run in her current state except under a very minimal load. Otherwise its only a matter of time before the cylinders become a kit.
Now as far as the work we have done. New crown brasses, reworked the boxes, replaced some hub liners, turned journals, turned tires, new shoes and wedges, cylinder bore work, new pistons, new piston rods, new packing, slide valve work, the above boiler work, throttle work(it leaked like a rusty bucket)branch pipe work(they leaked like the same bucket), all new gaskets for these parts, crosshead work, rebuild lead truck, new lead truck wheels, new hub liners, renew lead truck journals, babbit and cut the lead truck brasses, lead truck box work, swing link work on lead truck, rebuild brake cylinders, some spring work, brake pins and bushings, made the rods brite, new rod bearings and bushings and we are working on the valve gear right now.
The whole engine has been sandblasted and is painted with both imron primer and high gloss black inron, the cab is being refinished with quality paint as the roof was already coming off from the weather along with the paint peeling.
We still have jacket paint to do and the piping. We have spent $10,000 just on air compressors and sand. One employee spent a month making the rods look good. Its going on its wheels in a couple of days.
The running gear will be very sound, the brakes sound, the springs sound, the boiler so so because of its overall condition, the valve gear decent. Cosmetically she has the best paint money can buy and the prep work has been the best possible. Sandblast to clean metal.
John Braun
