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The Latest from the Strasburg Rail Road Shops
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Author:  Kelly Anderson [ Fri Mar 20, 2009 3:30 pm ]
Post subject:  The Latest from the Strasburg Rail Road Shops
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Author:  dwoodbury [ Sat Mar 21, 2009 8:36 am ]
Post subject:  Re: The Latest from the Strasburg Rail Road Shops
As ever, the news from Strasburg is the most interesting stuff on this forum. Apologies in advance to those who disagree. The physical details provided beg the question: how do you justify spending this kind of money on RGS 20 which up to now has been a static display? I have to infer that there are plans to operate her (in tandem with DRG 346?) in Colorado. Can someone fill me in? I'm all in favor of the effort, but a little baffled.
Author:  whodom [ Sat Mar 21, 2009 9:06 am ]
Post subject:  Re: The Latest from the Strasburg Rail Road Shops
dwoodbury wrote:
As ever, the news from Strasburg is the most interesting stuff on this forum.


+1 to that. I always love seeing what's going on in the shop. Thanks for posting it!
Author:  Frisco1522 [ Sat Mar 21, 2009 12:03 pm ]
Post subject:  Re: The Latest from the Strasburg Rail Road Shops
I never cease to be amazed at the scope and quality of the work these guys do. Excellent quality and thorough research and production.
Author:  Dave [ Sat Mar 21, 2009 1:31 pm ]
Post subject:  Re: The Latest from the Strasburg Rail Road Shops
CRRM is heavily investing in their hardware. I don't know how it is justified apart from a business decision resulting from their mission. Very good things have happened there in the past decade, and it is a fine thing to see the progress.

Always very interesting things happening at Strasburg. Thanks for keeping us updated, and fine work.

dave
Author:  Chris Salmonson [ Sat Mar 21, 2009 3:54 pm ]
Post subject:  Re: The Latest from the Strasburg Rail Road Shops
Stephenson must've never had to oil his link block nor eccentric lobes as locomotives grew in size...
Author:  gbrewer [ Sat Mar 21, 2009 4:49 pm ]
Post subject:  Re: The Latest from the Strasburg Rail Road Shops
For a little more on the CRRM and changes there see my story, "Is this any way to run a railroad museum?", at
http://homestaydenver.com/CRRM
Author:  Dave Sutter [ Sat Mar 21, 2009 5:15 pm ]
Post subject:  Re: The Latest from the Strasburg Rail Road Shops
Stephenson valve gear isn't THAT bad. Not when it is on a small locomotive like the Edison. But then again ask me my feelings after setting the valves and timing the Detroit and Lima Northern #7.
Author:  John Bohon [ Sun Mar 22, 2009 9:28 am ]
Post subject:  Re: The Latest from the Strasburg Rail Road Shops
That is certainly a diverse group of projects. New wooden passenger car truck frames, stevenson valve gear, a new heater, and a new drawbar all in the same shop. Those roller bearings still in service since 1915 sure make a statement about all the plain bearing engines and cars built after 1930 or so. Perhaps the thing that catches my eye most is the conversion of the trailing truck axle to roller bearings. I do not think I remember such a conversion done with SKF bearings. What was the logic for picking the SKF bearings instead of Timken? I suspect it is either financial or involves engineering the bearings into whatever type of trailing truck the axle may be going into. Since all roller bearings should provide far longer service life than plain bearings I suppose the choice could just be a personal preference. Can you give us any insite into this decision?

Thanks in advance.

John Bohon
Author:  Kelly Anderson [ Sun Mar 22, 2009 6:09 pm ]
Post subject:  Re: The Latest from the Strasburg Rail Road Shops
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Author:  John Bohon [ Sun Mar 22, 2009 7:23 pm ]
Post subject:  Re: The Latest from the Strasburg Rail Road Shops
Thanks Kelly. I did not understand the wheels were the only thing being replaced. It sounds like replacing the whole wheel, axle, and bearing set would have been easier.

John Bohon
Author:  bbunge [ Mon Mar 23, 2009 9:09 am ]
Post subject:  Re: The Latest from the Strasburg Rail Road Shops
What type of finish do the wooden truck frames get prior to service? I would assume some sort of oil or tar would be better than paint?

Bob Bunge
Author:  Finderskeepers [ Mon Mar 23, 2009 9:44 am ]
Post subject:  Re: The Latest from the Strasburg Rail Road Shops
Can you advise as to what your calculations found with regards to Belpaire boilers, is it really as simple as a thicker outer wrapper sheet, or is it far more involved than that?
Author:  R L Musser [ Mon Mar 23, 2009 11:58 am ]
Post subject:  Re: The Latest from the Strasburg Rail Road Shops
"Can you advise as to what your calculations found with regards to Belpaire boilers, is it really as simple as a thicker outer wrapper sheet, or is it far more involved than that"?

I will speak on behalf of #39's roof sheet only, as I have learned that to do otherwise will guarantee that the next one will be different.
In this case, going from a 3/8" thick sheet to a 1/2" sheet was all that was needed along with a doubler right below the "hip". Nuts will not be used as that is an added unnecessary expense with the 1/2" sheet. As I had posted a while ago, when the nuts were removed, the factor of safety of 4 went out the window. The calculations said that a 3/8" sheet without any thinning and using nuts was good for 211 psi. Remove the nuts AND go to an average thickness of around .340" and you get about 155 psi.
Author:  Brendan Zeigler [ Mon Mar 23, 2009 5:32 pm ]
Post subject:  Re: The Latest from the Strasburg Rail Road Shops
Just to expand a little bit upon Rick's explanation, the defects found on the K4 and G5 boilers have very little to do with them being Belpaire design other than the relatively flat roof sheet being conducive to the application of nuts to the ends of the crown stays. The need for increasing the thickness of the roofsheets on these engines is not because they are Belpaire boilers, but because the PRR constructed them to be 'throw away' boilers.
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