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While cab units are nice I would prefer to watch the 467 switch cars all day. The sound of a hard working Alco is a sound not to be forgotten.
A few shots from last week's excursion.
Here we are putting the train together.. The consists was supposed to be one of the DL's ex-D&H Rs-3's and Our F-3 on the point to Carbondale with only 2 or 3 cars, That all changed when the Rs-3's brake system was found to be incompatible with the f's. Also, the train was lengthened to a total of 7 cars. So DL 405 an Alco C-420 was swapped out in it's place.[attachment=26077]

Running along the former D&H branch to Carbondale.[attachment=26076]

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At the Station.[attachment=26074]
A shot from today's work session.

Most of today was spent fabricating and installing a new buss bar to connect the main generator to the NS electrical cabinet, shown here all insulated up and installed. ( Hint----It's the shiny part )This was needed because of the different layout of the NS cabinet. [attachment=26086]

The crews were occupied getting the park ready for next week's railfest. The newly painted and lettered CNJ wreck-crane and tender were switched into position near the roundhouse.[attachment=26085]

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Yesterdays work session went well. 0-6-0 # 26 switched our equipment back to the rear of the restoration shop so we could continue working on the "B".[attachment=26187] No real pictures of the work progress to show from yesterday. The rest of the unneeded wire was removed form the electrical cabinet, and interior painting was started. I did take some "Home Work" back with me that I did today.

This is part of the side skirting removed from our Cf-7 some years ago. This locomotive provided most of it's internal organs to bring our F-3a back to life. We need the trim section for the fuel fill, to replace one of the two missing ones on the "B".[attachment=26186]

The screws holding it on have been in place probably from when it was first build by EMD. I could not get them to budge. I first tried to soak them in a tub of penetrating oil over night , that did nothing. Out came the torch, but I just could not get it hot enough to brake them free. So I ground the screw head flat and drilled them out on my drill press.[attachment=26185]

I was then able to separate it from the skirting with a pry-bar.[attachment=26184]
The trim is held in place by a ring with threaded holes in it. The screws pass through the skirting and into the ring to form a sandwich. I will drill and tap a new set of holes in this once I have the correct screws. When I go back up to Steamtown next week all the salvaged parts will go into a sand blast booth and parts washer before getting painted. I was also able to save the emergency fuel stop trim as a bonus. [attachment=26183]
Fuel fill ,and emergency fuel cut offs were sandblasted, primed and painted yesterday. [attachment=26218]

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The fill trim was also mounted. All the holes had to be re-drilled and taped in order to mount them. [attachment=26216]
Lots of other smaller jobs were done on the "B" and 664, but nothing all that exciting.
That red looks really sharp on the black tank.
e-paw,
my greatest esteem about your work on "1 to 1 scale" objects!

I know if I will start a project that an end will come, early, some times also later. However I'm absolutely sure, this point of finishing on your project will never come. (I was a steam engine man in a back shop many years ago.)
Therefore my greatest respect and recognition of your commitment for railroad objects of real world and preservation of history for future generations! Thanks!
I have to agree with my friend Bernhard. Thank you Steve, and thanks, too, to all those other volunteers with whom you work, and all those volunteers working elsewhere to preserve history and especially to those working on preserving the railroad things which most interest those of us here on this forum. Applause Worship Applause Worship Applause Worship Applause Worship Applause Worship

Wayne
Thanks everyone, comments like that make it all worth it.

We had a very productive session last weekend with the "B". Once we removed as much of the 40 or so year old oil as was humanly possible, we started pumping in some new stuff,,200 gallons worth of zinc fee, 40 weight.[attachment=26356]

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The first two barrels were pumped into the strainer box, this then drains directly into the crank case.[attachment=26354]

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We kept a close look out for any leaks as this was the first time in about 40 years that any oil has moved through this 567B block. The next two barrels were pumped into the pre-lube fitting located on the opposite side of the block. This allowed the oil to flow from the top deck of the block through all the cylinders , down past all the crank shaft bearings and into the crank case. Once again looking for leaks, The nice thing was that none were found.[attachment=26352]
After the first barrel was pumped into the pre-lube fitting we started barring over the engine. I didn't get a picture of that, as I was the one turning the flywheel. The next nice surprise was that the old block turned as smooth as silk.

Here you can see the oil starting to flow from the seals just as it is supposed to.[attachment=26360]
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Soon we were able to hear the oil trickling down into the crank case. We checked the point where each power assembly attached to the crank shaft to insure we had a good flow of oil. A lack of oil at any of these points would indicate a blockage, and all was flowing nicely.[attachment=26358]

Next we turned our attention to 663, she has been out of service for some time now. After the air compressor and main generator were replaced it was found to have a bad coupling between the generator and compressor. We separated the two so the Steamtown crew could remove the coupling shown here still attached to the generator. That heavy bar was placed in the coupling to support the armature , it only has a bearing on the far end, the compressor is what holds up this side.[attachment=26357]
Still on the to do list for that day was to start the disassembly of a replacement compressor for the "B". From our research on this B&M unit we found that the compressor blew a seal and sprayed oil all over the electrical cabinet. This grounded out most of the equipment and earned her a spot on the dead line some time around 1976. So our plan is to remove all the cylinders from the old compressor and swap them out with the new ones from our donor unit. This way we do not have to mess with the connections to the main generator or the compressors crank shaft as they checked out ok.
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As that was going on we also checked a set of donated traction motors. Although they both turned, they have bearing issues.
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e-paw Wrote:...

[Image: file.php?id=31544]

Model railroader's tools!
Yep, we use that wrench to tighten the bolts on N scale eyeglasses.

Today we ran an excursion to Gouldsboro and back, so most of the morning was spent prepping the motive power for the run. Once I was on the way we moved over to the other A unit, to help dial in the main generator as a double check from the other day when the compressor was removed. This was done just incase something shifted from all the muscle work it tool to get the compressor out of the way. More of this work will be done next week.
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Then it was outside to the "B". We loosened up all the bolts on the hatch over the compressor and removed all the baffles under this hatch. This location would also be the dynamic brake hatch if the unit was so equipped. Next week the "B" will be spotted under one of the overhead cranes so we can swap out the compressor parts.[attachment=26391]
And off it comes...

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We placed the hatch on some wood pallets while we did the rest of the swap out.
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All the cylinders were removed and replaced with the new parts.
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In this last pic you can get a good look at the control stand. It's against the wall on the right side of the shot ,next to the port hole window.[attachment=26425]
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