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Steam Loco Preservation Email For week ending April 26, 2008

News Shorts: Steamtown’s 4-6-2 #2317 enters service for 2008 still limited to yard shuttle service. Steamtown’s other operable steam locomotive, former Canadian National 2-8-2 #3254 recently entered the back shop for limited repairs as it is scheduled to head 2008’s first excursion on Saturday June 28 to the Delaware Water Gap. Former Cliffside 2-8-0 #40 starts the 2008 season in stride at the New Hope and Ivyland in Bucks County, Pa. Expect 2-8-0 #60 to enter service this July at New Jersey’s Black River and Western, as well as the operational return of Central of New Jersey 0-6-0 #113 by late summer or early fall at Minersville, Pa. Baldwin Shop Switcher 0-6-0 #26 might return later in 2008 at Steamtown. First test run for Arcade and Attica’s 2-8-0 is pending as the loco is expected to lead its first excursion in several years on Memorial Day Weekend.

BNSF prepares to demolish Arizona Harvey House

April 14, 2008
SELIGMAN, Ariz. - This town's "Harvey House" restaurant, opened around 1905 and closed in 1955, will be demolished in the next two weeks by owner BNSF Railway, the Daily Courier newspaper reported. Harvey House restaurants, the creation of restaurant baron Fred Harvey, once dotted the Atchison, Topeka & Santa Fe's Chicago-Los Angeles main line.

Local preservationists have been struggling for the past five years to raise enough money to preserve the building. BNSF has offered the building for free to anyone willing to remove it from railroad property. "From a safety perspective, it is in the best interest to take it down," BNSF spokesperson Lena Kent said.
10 November 2007: #25 Returns to Service

In late summer 2007, a movie production company started work on the #25, a McCloud River Railway 2-6-2. The locomotive had resided in the back of the McCloud shop building since February 2001 while 2-8-2 #18 handled the declining tourist trains (now since sold to the state of Nevada). Various proposals for using the locomotive elsewhere had come and gone with no results as the railroad has largely ceased operations due to closure of its primary freight customer. This time appeared to be different. The movie company had plans to use the locomotive for a movie shoot in New Mexico. Work crews performed all the work needed to certify the boiler for 15 years of operation, with some extensive cosmetic modifications made to prepare the locomotive for the movie shoot. However, as the work wrapped up the movie people decided to use another steam locomotive instead. The #25 is operable again, but any plans to use it are on hold pending further developments
Restoration Journal â€" 19 April 2008
The Restoration of 6167 Begins!
Photos by Joe Dimech and Grant Kingsland
After eight years of teeth pulling, the restoration of displayed Canadian National 4-8-4 U class #6167 has finally begun in Ontario, Canada. At the moment, we are preparing the engine for the contractors that will perform the asbestos abatement and other heavy work. After 41 years of sub standard care, there is no shortage of work to be done on that locomotive. Some of our goals for this work session are as follows:
-Opening up the smokebox front
-Removing light fixtures and plates
-Getting the fireman's side door to operate
-Removing the jump seats in the cab
-Getting the firebox doors open
-Opening up the rear bowl of the stoker conveyor and cleaning the stoker trough
-Tearing out the wooden roof over the coal bunker
-Get the coal gates to operate
-Clean out the tender tool boxes
-Inspecting the interior of the water tank
-Oiling about

Steam Locomotive Repairs Lead List of Preservation Projects at the Nevada Northern Railway05 March 2008
From the online blog of the Master Mechanic of the N.N. Rwy
I think it's safe to say that it is never boring around the museum. Of course, the big news is that both of our steam locomotives are down because of cracks in the driving axles. But we must not overlook the fact that before the cracks were discovered, we had locomotive 40 in service in time for the first photo shoot in February.
The main problem with the pilot truck was that the casting, which transmitted the motion from the truck to the locomotive, was failing. The repair would require a new casting and in order to make a casting you need a pattern. Normally a pattern is made out of wood; we didn't have one and in our case, having a new pattern fabricated would have cost thousands of dollars. Adding insult to injury, it would not be needed again for another fifty years, and chances are that in fifty years no one would know where the pattern was to be found.

After some head scratching and consulting with the foundry contracted to do that casting, it was decided to make a one-use pattern out of insulation foam. Using a resistor wire from an old heater, the pattern was cut out of foam, glued together, and sent off to the foundry. The temporary pattern worked just as it should and the casting of the new bowl was a success. But the work didn't end there: The new casting's bearing surfaces needed to be machined to a final fit. Then, supporting the cast iron bowl are four links that we nicknamed dog bones and since we had a new bowl and examination of the dog bones revealed cracks, it was decided to manufacture new dog bones. After that was accomplished and more machining undertaken in order to create new pins, the entire assembly was put together and tested. Of course, the only way to test is to fire up the locomotive and take it around some curves. The test was a success and 40 was the star of the first photo shoot. Now the pilot truck is doing what it was intended to doâ€"guide the drivers around the curves. This repair of the pilot truck should last for decades. One problem corrected, only to find those cracks in the axles.
After discovering cracks in the axles of both locomotives 93 and 40, it was decided to repair locomotive 93 first. It was also decided that the repairs to both locomotives would be long-term.

Our goal is to do a complete rebuilding of both steam locomotives' running gear. It will be expensive; estimated repairs are $200,000 per locomotive, but once completed, they will address the long-term needs of both locomotives, assuring us of years of service.
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