I could never really understand why plain bearings have to be replaced with roller bearings on the steam excursions... It's not like the bearing is 60 or 70 cars behind the engine, It's right there in plain view of everyone and especially the crew. They're always oiling something. Even roller bearings can fail.. I don't think I've seen more than 7 or 8 cars with plain bearings fail during my career as a Conductor over 30 years.
.
I was involved in the movement of the Pennsy I1, back in the 80's. Even then it required, lots and lots of work by a large number of volunteers, assistance of a railroad contractor, and a cooperative Conrail - which was very cooperative, and even then, a bunch of $$$$$ !
I haven't thought about friction bearings and sticks of hard grease, since that experience.
This move would probably not be feasible, at any price, under the current railroad policies and tariffs.
Dreams are fun.
Somebody needs to point out to Brody that for the next ten years he needs to be studying full time. A degree in mechanical engineering is practically a necessity, and I submit a Masters degree is almost mandatory, before tackling a lifelong pursuit. Maybe I am wrong and he stands to inherit a hundred million bucks when he turns sixteen, which would do the trick. But let me be the first to assure him that a job at McDonalds and a "gofundme" account will not cut it.
Put this dream on hold, and study advanced algebra during the time he would be devoting to the pursuits outlined above. That is my advice.
bob2 posted:Dreams are fun.
Somebody needs to point out to Brody that for the next ten years he needs to be studying full time. A degree in mechanical engineering is practically a necessity, and I submit a Masters degree is almost mandatory, before tackling a lifelong pursuit. Maybe I am wrong and he stands to inherit a hundred million bucks when he turns sixteen, which would do the trick. But let me be the first to assure him that a job at McDonalds and a "gofundme" account will not cut it.
Put this dream on hold, and study advanced algebra during the time he would be devoting to the pursuits outlined above. That is my advice.
EXCELLENT ADVICE!!!!!! Plus, everything could/will change when he meets the love of his life, gets married, and..........
I am a little older than Brody, in college right now. It is so easy to come up with plans of grandeur and fun, but until you get hands on experience, you have absolutely no understanding of what all goes in to working on any piece of railroad equipment. Please, get involved in a railroad museum, as much as you can. I volunteer at TVRM on breaks and occasional weekends, and a few weeks a summer. It doesn't take long to realize how much work goes into each locomotive, passenger car, etc. Converting a steam locomotive to roller bearings is possible (and essential), although far from easy. It took years for us to get 630's bearings fine tuned. The costs associated with restoration are enormous. Even if you have all the equipment and facilities needed to do the work, and the locomotive is where it needs to be, you will be spending $1,000,000 minimum. That is if the locomotive is in good shape and ran within the last 25 years or so. My advice is that if you want to be a part of something significant, help with the 765. The team at FWHS can teach you decades worth of experience, but only if you put in the time, and elbow grease. It is such a rewarding feeling to work on historic locomotives and rolling stock, and the crew at TVRM are some of my best friends. There's nothing wrong with dreaming, but you have to know what you are doing to make it happen. Get out and volunteer, then put your dreams to work!
-Will
Logo:
Question about operating rules:
First of all, would getting the locomotive out of Canada be a struggle? I'm not to familiar with border laws between the US and Canada. Also, would an FRA certified engineer/fireman be permitted to run/fire a locomotive in Canada?
645 posted:Brody - I know you want to go ahead "full steam" with your plan for CN 6218 but I'd like to make a suggestion here. If you can successfully tackle a smaller project like restoring a boxcar, passenger car, caboose, station or the like first it would make you look better to whoever owns 6218 when you approach them. In other words you will be able to point to the restoration you just completed which makes you look like someone who actually gets things done so the 6218 folks will be much more inclined to take your idea seriously.
Perhaps you can consider joining the SMRS who are located northwest of you in Clinton, Michigan? They have an ex-Ann Arbor RS1 which while operational is landlocked on isolated trackage. They would like to move it to the in service trackage, complete the restoration and make it part of their regular power for the excursion trains they operate. Yes, it is a diesel but it can help you learn firsthand what it takes to work on and move railroad equipment. A steam engine would be similar so you can apply what you learn to CN 6218. Or if an RS1 does not interest you they have other equipment also needing attention. Below is a link to their official website and second link is to a thread discussing Ann Arbor RS1 21 so you can understand the full situation better.
http://southernmichiganrailroad.com/
http://railroadfan.com/phpbb/v....php?f=9&t=23744
As for rules and regulations pertaining to Canadian railways I'd start with Transport Canada - Rail which is their version of the United States' FRA.
That is actually a great idea! And I might have a way to put it into action. I live in Warren, IN, where a short line railroad, the Wabash Central, passes through. It is owned by Spencer Wendelin, and has maybe half a dozen employees. The line is hardly used and not in the best condition. If I can get my hands on this caboose and a passenger car or two maybe scheduled diesel excursions between Warren and Bluffton are possible because there is a runaround track at both locations.
On the roller bearing topic, didn't 6325 have friction bearings? And weren't they what sidelined it? I read on the Age Of Steam website that it had a hot driving axle bearing in 2005 and hasn't operated since.
Railfan Brody posted:On the roller bearing topic, didn't 6325 have friction bearings?
The CORRECT term is "plain bearing".
And weren't they what sidelined it?
Yes, that is what "sidelined it, i.e. one hot axle bearing.
I read on the Age Of Steam website that it had a hot driving axle bearing in 2005 and hasn't operated since.
There you have it!
I know as a teen it's easy to contemplate life's direction and grandiose ideas, but others have hit the nail on the head. You need to obtain a lot more education and experience in this realm before any attempt to proceed. While people have beat major odds, they're still not in your favor here.
First thing about life is the minute you make plans, life has a funny way of screwing them up, at every turn. Nothing is entirely predictable.
HW made the most accurate comment of all, once a serious love interest is in the picture, your whole life get's spun around. Then, nothing quite changes life's ambition and goals like your first child. Not bad, but your whole life perspective is thrown upside down and every which way in between.
I know guys like HW can come off as harsh and abrasive, but you typically learn more from those types than any other. If everyone around you makes life easy and agrees with you all the time, then something is severely wrong. Don't ever surround yourself by "yes men", it will lead you to failure.
You would start best with learning and then finding answers to some of the questions asked. First one is funding, not project in the world moves forward without it, period.
Hot Water posted:Railfan Brody posted:On the roller bearing topic, didn't 6325 have friction bearings?
The CORRECT term is "plain bearing".
And weren't they what sidelined it?
Yes, that is what "sidelined it, i.e. one hot axle bearing.
I read on the Age Of Steam website that it had a hot driving axle bearing in 2005 and hasn't operated since.
There you have it!
So the axle overheated. Why is that a problem? Can't it cool down, or was something damaged when it overheated?
Let's not forget one rather important thing....There are at least 2 other rail groups that have an interest in maintaining the locomotive. Why would they just let it leave?
"The Strategy for the Stabilization and Preservation of CN 6218 was based upon one option for the train’s future — repairing and preserving the engine on site, using volunteers and donations from businesses. In order for Council to make an informed decision regarding the future of the engine and caboose, other options need to be explored, analyzed and presented.
In 2010 the Fort Erie Historical Railway Association (FEHRA) was formed. This group of volunteers has been fundraising towards the engine’s repairs.
In 2010 the Niagara Railway Museum (NRM) moved from Niagara Falls to the former railyards near Central Ave. in Fort Erie. This museum is operated by volunteers.
Some of the volunteers within FEHRA, the NRM, and others not affiliated with these two groups have expressed interest in working on the engine. It is the Town’s practice to not permit volunteers to perform this type of work due to liability concerns."
Railfan Brody posted:Hot Water posted:Railfan Brody posted:On the roller bearing topic, didn't 6325 have friction bearings?
The CORRECT term is "plain bearing".
And weren't they what sidelined it?
Yes, that is what "sidelined it, i.e. one hot axle bearing.
I read on the Age Of Steam website that it had a hot driving axle bearing in 2005 and hasn't operated since.
There you have it!
So the axle overheated.
The BEARING overheated!
Why is that a problem?
You ARE kidding, right????
Can't it cool down, or was something damaged when it overheated?
The plain bearing was damaged, you to the high heat probably caused by lack of lubrication.
I'll tell you what will help. I don't know what you're doing in school, but if you aren't taking what we used to call "votec" you should find an after school votec like educational program, maybe a basic machine shop course..best way to learn about bearings, metal, ect ect.
Most of these steam engines that are on display have been run hard and put away wet, and the boiler, as important as it is, only the beginning to "back on the road" . I've had a good look at WMSR 1309, and it appears as if only patch work was done to keep her working for the C&O. It is just stunning to look at what time outdoors and an almost total lack of maintenance by the C&O did to her. Imagine replacing every bearing surface, every part that moved against one another, and never any attention for her five or so years the road working every last inch out of her..parts so worn, that the material that held the bearings was worn also, meaning boring that out, making a "shim" and then replacing the bearings....that's just some of the work that has to be done to many of these locomotives. There are a few that were parked in "fair" shape, but most need one heck of a lot of expensive, time consuming work, not to mention expensive materials.
For instance, before the last year of WMSR 734's work, one ring, just one, was made for one of the piston valves. The material alone was $1,600. That does not count the time making that ring from the blank material.
If, as Steve Lee has said, steam locomotives burn money, then before some of them get road worthy, they burn it in spades!
Of course, anything can be done..but plenty of time and money are the big requirements!
To follow a bit, suppose the bearing on the 6218 was to be repaired. There is a good chance, when it got hot, that the overheated axle and bearing melted the surface of one another, and the bearing spun it its seat. That means the material holding the bearing will have to be bored, and an a bearing to fit the axle (that will have to be re-machined buy turning it to a new size, all very expensive. And you can almost bet that if one bearing overheated, the rest are probably going to need work..very expensive work that must be done properly if the locomotive is to run for a while without breaking down.
Ed
Brody,
This will be an oversimplification, but I hope the explanation will be helpful.
In any complex reciprocating mechanism, it is essential to avoid metal-on-metal contact. This contact creates friction which creates heat which expands the parts preventing them from moving with respect to one another. This is called freezing up, and it stops the movement with usually catastrophic results to the rest of the mechanism. Or, the contact galls the metal, removing layers of it, allowing for loose fit and hammering impacts, also resulting in catastrophic failure. In either case, as the process develops, the metallurgy is altered, meaning that the parts lose their ability to do their job even if the point of failure is not immediately reached.
All of these problems are destructive to the moving parts. You can't just go down to the local hardware store and buy a driver axle for a 4-8-4. Making a replacement requires not only matching the dimensions but also the type of steel involved and the proper temper/elasticity/brittleness, etc. New bearing also have to be fabricated to replace the damaged ones. The wheels will then need to be taken off the damaged axle and put on the new one. And the running gear needs to be disassembled so that the axles can be swapped.
This kind of thing was done reasonably often and routinely in the days of steam when nearly every RR had the backshop support necessary to keep their fleet in operation, but that support is rare and expensive today, and this sort of job isn't routinely done. The expertise exists, but it is highly specialized.
This kind of knowledge comes naturally to anyone who has messed around with machinery--like, say, hot-rodding a car in the days before that job meant hooking a laptop up to the computer controls--but it is the kind of basic understanding you need to develop in order to pursue your dream.
You can't know what you don't know, of course, but, guided by the statements made here, spend some time looking up basic mechanical functions like the jobs bearings do. Learn something about machine shop work and even just automotive mechanics. It all builds together.
Ed Mullan posted:
To follow a bit, suppose the bearing on the 6218 was to be repaired.
Ed, The locomotive that had the hot bearing on one of the driver axles was #6325, which was operating on the Ohio Central at the time (owned by Jerry Jakobson). Not #6218.
eThere is a good chance, when it got hot, that the overheated axle and bearing melted the surface of one another, and the bearing spun it its seat. That means the material holding the bearing will have to be bored, and an a bearing to fit the axle (that will have to be re-machined buy turning it to a new size, all very expensive. And you can almost bet that if one bearing overheated, the rest are probably going to need work..very expensive work that must be done properly if the locomotive is to run for a while without breaking down.
Ed
Brody, I am saying this to be realistic, not trying to dash your hopes or make you give up: If you have to ask the questions you are asking, there is no way you will be taken seriously in your quest. Especially considering your age.
You need to buckle down, hit the books, maybe change the course of your education into something more mechanically inclined. Take a shop class. Take an automotive class. For the most part, a mechanical concept is a mechanical concept whether it is on a locomotive, on a car, or on the toaster in the kitchen.
If you want this to be successful it is absolutely critical that you be taken seriously. Showing up now with your level of knowledge, they will pretty much slam the door in your face. Much worse than anything anyone here has said to you thus far. You need to have all the answers on the tip of your tongue, and that is going to take a few years.
Oops... missed that one. So why hasn't the 6325 run since then? I recall seeing a video of her sometime ago, but didn't care for it, too much whistle not enough of the locomotive working...a real good looking steam engine, though.
Ed
Ed Mullan posted:Oops... missed that one. So why hasn't the 6325 run since then?
Damage to the main driver axle bearing assembly. Apparently Jerry has other priorities than the 6325 right now.
I recall seeing a video of her sometime ago, but didn't care for it, too much whistle not enough of the locomotive working...a real good looking steam engine, though.
Ed
I've seen this before. In fact, I think I've seen it with Brody:
Young kids with big dreams of steam come by. They profess to love steam, and ask how to get involved, and how to learn more. Knowledgeable folks here spend lots of time and effort telling them what to do; what local organizations to become involved in, how to listen, what courses to take. I, myself, often recommend reading period catechisms and courses on steam locomotives, engine management, brake systems, valve gear and valve setting, etc., precisely for the reasons Matt Kirsch suggests: So you have at least a basic understanding of what you're talking about, so you can ask intelligent questions and won't sound like a complete foamer. Many of these are actually available on-line, or for just a few dollars for copies on CD, if purchasing originals seems out of reach.
And what advice do these kids take? Usually very little or none of it. I'm sure I've given Brody some sources to get the ICS courses. He hasn't cracked one volume, either in hard copy or as an e-book, I'll wager.
I'll try again: Here's Harding's "The Steam Locomotive Vol. 1 and 2." $26 bucks. A steal, really.
And I think that's what peeves Hot Water: There's nothing more frustrating than constantly being asked for advice, only to have it consistently disregarded, and then being asked the very same questions two months later.
Perfect example: On the previous page in this thread, JHZ563 offered great advice about looking at the Code of Federal Regulations re locomotive inspections. Brody not only never even responded with so much as a "thank you," he also likely never even looked at the CFR. You can easily find it for FREE on-line.
I'll tell you what--when I was only a little older than him, I went to the Sacramento Rail Fair in 1999. When I saw the CFR in the book store, you can bet I bought a copy and stayed up late into the night reading it...I still have it.
The internet was a shadow of what it is today, and I didn't have the luxury of being able to pepper people with questions whenever they came into my head. If we were lucky enough to know ANYONE with steam experience, we tried to cultivate those relationships, and we listened as a student does a teacher. If we didn't know anyone, we had videos ("Running a Steam Locomotive") or books. We cherished and valued information then, and sought it out. And we followed the advice we were given.
Railfan Brody posted:645 posted:Brody - I know you want to go ahead "full steam" with your plan for CN 6218 but I'd like to make a suggestion here. If you can successfully tackle a smaller project like restoring a boxcar, passenger car, caboose, station or the like first it would make you look better to whoever owns 6218 when you approach them. In other words you will be able to point to the restoration you just completed which makes you look like someone who actually gets things done so the 6218 folks will be much more inclined to take your idea seriously.
Perhaps you can consider joining the SMRS who are located northwest of you in Clinton, Michigan? They have an ex-Ann Arbor RS1 which while operational is landlocked on isolated trackage. They would like to move it to the in service trackage, complete the restoration and make it part of their regular power for the excursion trains they operate. Yes, it is a diesel but it can help you learn firsthand what it takes to work on and move railroad equipment. A steam engine would be similar so you can apply what you learn to CN 6218. Or if an RS1 does not interest you they have other equipment also needing attention. Below is a link to their official website and second link is to a thread discussing Ann Arbor RS1 21 so you can understand the full situation better.
http://southernmichiganrailroad.com/
http://railroadfan.com/phpbb/v....php?f=9&t=23744
As for rules and regulations pertaining to Canadian railways I'd start with Transport Canada - Rail which is their version of the United States' FRA.
That is actually a great idea! And I might have a way to put it into action. I live in Warren, IN, where a short line railroad, the Wabash Central, passes through. It is owned by Spencer Wendelin, and has maybe half a dozen employees. The line is hardly used and not in the best condition. If I can get my hands on this caboose and a passenger car or two maybe scheduled diesel excursions between Warren and Bluffton are possible because there is a runaround track at both locations.
Not to burst another one of your bubbles, but I have SEEN that track, and am pretty sure that it's classified as FRA Excepted. Here's what that means; "Only freight trains are allowed to operate on Excepted track and they may only run at speeds up to 10 mph (16 km/h). Also, no more than five cars loaded with hazardous material may be operated within any single train. Passenger trains (in revenue service) of any type are prohibited." I'm guessing that track would take a lot of EXPENSIVE work just to get it up to FRA Class 1. I'm also going to give you some advice. Concentrate on your school work, get a GOOD education in math, the sciences and anything mechanical you can study. Spend your spare time reading every good book about locomotives and REAL railroading you can get your hands on. Learn how machines, any kind of machines work. Keep volunteering with the FWRHS and learn, learn, learn. Always be eager and willing to work hard and go the extra mile. Take pride in every task you are given, and ALWAYS remember why God gave you two eyes, two ears, and only one mouth. There are a LOT of exciting things happening there and if you handle it right, you could be become a rising star in the preservation community. Get a solid track record and reputation among your peers, and then when you dream big, people might just pay attention to you. Use Kelly Lynch as a role model. Here's a guy that's not really THAT much older than you that has already done more for rail preservation than most people could do in three lifetimes. When he speaks, people DO listen.
I'll second the motion on seeking advice and counsel from Kelly Lynch. He's a sharp young man that has spent a lot of time paying his dues and learning the ropes of the preservation business. He, and several other "young guns" are the future leaders of the FWRHS. I know - first hand - that the FWRHS is in good hands.
Dieselbob posted:Railfan Brody posted:That is actually a great idea! And I might have a way to put it into action. I live in Warren, IN, where a short line railroad, the Wabash Central, passes through. It is owned by Spencer Wendelin, and has maybe half a dozen employees. The line is hardly used and not in the best condition. If I can get my hands on this caboose and a passenger car or two maybe scheduled diesel excursions between Warren and Bluffton are possible because there is a runaround track at both locations.
Not to burst another one of your bubbles, but I have SEEN that track, and am pretty sure that it's classified as FRA Excepted. Here's what that means; "Only freight trains are allowed to operate on Excepted track and they may only run at speeds up to 10 mph (16 km/h). Also, no more than five cars loaded with hazardous material may be operated within any single train. Passenger trains (in revenue service) of any type are prohibited." I'm guessing that track would take a lot of EXPENSIVE work just to get it up to FRA Class 1.
How have you SEEN that track? All I see is two locomotives, some rolling stock, and a meadow! Whenever I go past the tracks all I see is a grass field with two rails cutting through it. Can't see any ties!
I'm also going to give you some advice. Concentrate on your school work, get a GOOD education in math, the sciences and anything mechanical you can study. Spend your spare time reading every good book about locomotives and REAL railroading you can get your hands on. Learn how machines, any kind of machines work. Keep volunteering with the FWRHS and learn, learn, learn.
I'm planning on taking welding at school in two years, because it's only for 11th and 12th grades, but in the meantime, I want to try to strengthen my other passion/hobby: becoming a theatre organist.
Man I belong in the 1920's!
Always be eager and willing to work hard and go the extra mile. Take pride in every task you are given, and ALWAYS remember why God gave you two eyes, two ears, and only one mouth. There are a LOT of exciting things happening there and if you handle it right, you could be become a rising star in the preservation community. Get a solid track record and reputation among your peers, and then when you dream big, people might just pay attention to you. Use Kelly Lynch as a role model. Here's a guy that's not really THAT much older than you that has already done more for rail preservation than most people could do in three lifetimes. When he speaks, people DO listen.
OGR Webmaster posted:I'll second the motion on seeking advice and counsel from Kelly Lynch. He's a sharp young man that has spent a lot of time paying his dues and learning the ropes of the preservation business. He, and several other "young guns" are the future leaders of the FWRHS. I know - first hand - that the FWRHS is in good hands.
I've seen or heard about Kelly doing just about everything! He's the FWRHS's photographer, webmaster, Twitter Tracker, fireman, and common volunteer. I look up to Kelly and agree that he is an excellent role model.
I'm not sure what your goals are? Lets say you do outstanding work, learn the ropes about steam at FWRHS. Does that mean you'll be able be the Engineman on steam excursions? First obstacle will be R Melvin and who's ever next in line. Could be wrong but I suspect you would also have to be a qualified engineman to operate the engine off the property.
I know you're interested in the 6218,, I doubt Fort Erie is not going to part with it, even though it's in sad state of repair.. I've been on this engine under steam 3 or 4 time and so have my kids age 3 &5.. They're now in their 50s.
It's part of our heritage. Yes I'd like to see it operational again even if it mean going south. Other may not.
Get your schooling done as a first move, When I hired on in 1965 railroading was fun... From what I hear it's now a terrible job with so many rules, cameras. long hours and no sense of accomplishment.
You had another post .. I'm not to familiar with border laws between the US and Canada. Also, would an FRA certified engineer/fireman be permitted to run/fire a locomotive in Canada?
I think so, US and Canadian crew cross the border everyday...Amtrak runs into Canada everyday I'm just not sure where the crew changes take place though ...
Gregg posted:I'm not sure what your goals are? Lets say you do outstanding work, learn the ropes about steam at FWRHS. Does that mean you'll be able be the Engineman on steam excursions? First obstacle will be R Melvin and who's ever next in line. Could be wrong but I suspect you would also have to be a qualified engineman to operate the engine off the property.
I believe that I could get my engineer card at a tourist railroad that has an FRA certified engineer training course. I would probably have to take a signal test under Norfolk Southern's jurisdiction if I were to run 765 on the mainline. I'm not entirely sure what the procedure is. I guess it's a good question for Rich Melvin.
I know you're interested in the 6218,, I doubt Fort Erie is not going to part with it, even though it's in sad state of repair.. I've been on this engine under steam 3 or 4 time and so have my kids age 3 &5.. They're now in their 50s.
It's part of our heritage. Yes I'd like to see it operational again even if it mean going south. Other may not.
Get your schooling done as a first move, When I hired on in 1965 railroading was fun... From what I hear it's now a terrible job with so many rules, cameras. long hours and no sense of accomplishment.
You had another post .. I'm not to familiar with border laws between the US and Canada. Also, would an FRA certified engineer/fireman be permitted to run/fire a locomotive in Canada?
I think so, US and Canadian crew cross the border everyday...Amtrak runs into Canada everyday I'm just not sure where the crew changes take place though ...
Now I would say yes too. I just saw a video of Bob Kittel, general manager of ATSF 3751, firing CP 2816 north of the border.
Well, you're going to need to get qualified, which means GCOR rules class and tests. After 48 hours of classroom time you become a brakeman trainee, then after observation and more classroom time you become a brakeman, then after a lot more testing and observation you become a conductor, then more training and observation and an engineer. Of a diesel. Repeat the last two steps for steam. Then you have to go to class and test for Norfolk Southern. If you're lucky, rules classes will be offered more than twice a year.
Will Ebbert posted:Repeat the last two steps for steam.
You're forgetting one critically important step for steam: Training as a fireman.
smd4 posted:Will Ebbert posted:Repeat the last two steps for steam.
You're forgetting one critically important step for steam: Training as a fireman.
Yup! And before that happens, I'll probably be in the bunker shoveling coal down into the stoker auger!
Railfan Brody posted:smd4 posted:Will Ebbert posted:Repeat the last two steps for steam.
You're forgetting one critically important step for steam: Training as a fireman.
Yup! And before that happens, I'll probably be in the bunker shoveling coal down into the stoker auger!
Really??????
Hot Water posted:Railfan Brody posted:smd4 posted:Will Ebbert posted:Repeat the last two steps for steam.
You're forgetting one critically important step for steam: Training as a fireman.
Yup! And before that happens, I'll probably be in the bunker shoveling coal down into the stoker auger!
Really??????
Yes, it's a thing! Look in the tender!
A glimmer of hope:
Apparently it CAN be done because it has been done before.
Railfan Brody posted:A glimmer of hope:
Apparently it CAN be done because it has been done before.
So, somebody paid a LOT of Canadian Dollars to move it! Why isn't it running then?
Big deal...
The pro's can move just about anything... for a price:
Moving a locomotive is the easy part, sorta.
There's all sorts of planning and paperwork required to route the locomotive and local municipalities to inform along the route. Inadvertently take down a town's power line and you'll lose friends real fast.
Also, what's not shown it the heavy equipment needed to get the thing on the transport dolly.
Getting title securing funding and actually restoring it to operation is the hard part.
With steam locomotives you don't know what you don't know until you start taking it apart.
Rusty
Hot Water posted:Railfan Brody posted:A glimmer of hope:
Apparently it CAN be done because it has been done before.
So, somebody paid a LOT of Canadian Dollars to move it! Why isn't it running then?
Because it would take a LOT MORE money to restore it.
Railfan Brody posted:Hot Water posted:Railfan Brody posted:A glimmer of hope:
Apparently it CAN be done because it has been done before.
So, somebody paid a LOT of Canadian Dollars to move it! Why isn't it running then?
Because it would take a LOT MORE money to restore it.
Not to mention a PLACE to "run it"!
Hot Water posted:Railfan Brody posted:Hot Water posted:Railfan Brody posted:A glimmer of hope:
Apparently it CAN be done because it has been done before.
So, somebody paid a LOT of Canadian Dollars to move it! Why isn't it running then?
Because it would take a LOT MORE money to restore it.
Not to mention a PLACE to "run it"!
Does CN allow historic equipment? Maybe GO Transit would run excursions like Metra. Or VIA Rail could lease 6218. And there's always the United States. Norfolk Southern is a mystery though. 611 and the TVRM locomotives were permitted because they were "old friends" of NS. When 765 came onto the scene, NS put a diesel in front of 765 or at least somewhere in the consist. But the FWRHS gained NS' trust and go with no diesel now. I don't know how NS will feel about 6218. But I'm certain that if I asked Hunter Harrison to allow 6218 on CSX rails, the conversation would go like this:
"We'll permit 6218 on our tracks."
"How many miles are we going."
"Zero! I actually had you going! Get out of my office."
Well In have been reading this since the beginning maybe what Brody should do is buy an old car or tractor maybe even better a steam tractor and rebuild one of those to operation. That should give him an idea of what he is getting involved with.
I know is't not a locomotive but it would be a good place to start. Having been working on these type of things all my life I would think it would be a good starting point to learn.
Al
Hot Water posted:Not to mention a PLACE to "run it"!
Bingo!
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