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Copyright © 2010 by Craig Paup. All rights reserved.
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New Rocker cover and VTEC solenoid cap went on this week. Thought i'd get an up to date pic of what the bay looks like.
Here are a few pics of an engine casualty we had a while back. We spun a couple of main bearings (which then fried and melted to the crank and rods) and broke the oil pump. One of the pistons overheated and caused the liner o-rings to fail, which then flooded the crankcase with coolant.
They were sufficiently large, I could not adequately frame them with my camera and still remain in the building.
Chicago Burlington & Quincy Railroad 2-10-2 Class M-1 6000 presumed at Philadelphia, Pennsylvania on an unknown day in March 1912, photograph by Baldwin Locomotive Works, print by H. L. Broadbelt, Chuck Zeiler collection. First a note about the following information: it is excerpted from the book, Steam Locomotive Of The Burlington Route, by Bernard G. Corbin and William F. Kerka. Usually reliable, while cleaning the photo I noted the builder's construction number as 37599, March 1912. This conflicts with the numbers in the book, which show number 6000 c/n as 37592, and number 6003 c/n as 37599. I'm going with the photographic evidence, however, it is possible that Baldwin dressed up 6003 as 6000 for the photo.
Five Class M-1 2-10-2's were built by Baldwin for the CB&Q in 1912 (road numbers 6000-6004), at the time the largest non-articulated locomotives ever built. They were intended for the southern Illinois coal fields, exerted a tractive force of 71,500 pounds with a weight-on-drivers of 301,800 pounds. Originally fitted with Barnum under-fed stokers (which forced coal by screw conveyors through four horizontal troughs in the bottom of the firebox), they were eventually refitted with conventional over-feed types. Although the rigid wheelbase was 20 feet 9 inches, they could negotiate a 21 degree curve, as considerable lateral motion was allowed in the first and fifth driving axles. To provide for this, the knuckle pins were fitted into spherical bushings of cast-hardened steel in the side-rod stubs on the second and fourth pair of drivers. An unusual feature of the M-1 locomotives was the use of additional counterweights on the main driving axle. This consisted of two cast-steel bobs placed between the frames and keyed to the axle. The mass of the reciprocating and revolving parts, and the small size (63 inch) of the driving wheels, would have made it impossible to balance the engine properly without these additional counterweights. This particular locomotive (and 6003) was retired in December 1933.
At last light, Norfolk Southern auto rack and stack train 21T has just knocked down the Diverging Clear signal and heads off track 2 at Ryan, IL onto the single-track main line and into the approaching twilight.
The steam train "461" doing its annual trip to Wicklow, a lovely old engine and such a pleasure to see, I love to hear the whistle blow as it passes by.
Photo session for aerokurier cover story. The Cessna 172 with Centurion 2.0s engine (155 hp). Photographer was Frank Herzog.
South Cerney Show 1.8.15. The engine has a metal plate on the front of the boiler,enscribed "Britannia Engine",and what looks like "Willinson Balfour",or maybe "Wilkinson Balfour".
I had a blown head gasket, so i pulled the engine to make that easier. I had teh transmission rebuilt while the engine was out. I replaced all the suspension bushings, new lowered springs, shocks, and brake rotors.
1942 Ford/American LaFrance-Foamite Pumper Fire Truck
Shore'N'Swine Show Trev Deeley Motorcycles Vancouver BC Canada
Engine 256's 1991 Seagrave (EX-Engine 44) serving as Engine 64 at an All Hands Dwelling fire in Kensington.
A surprise visitor to east central Illinois! BNSF 4111 leads Norfolk Southern's D1T west down Philo hill on a sunny May afternoon. The bright orange BNSF engines are a change from the customary black NS power.
A second engine is added to our train in order to give extra pulling power on the journey further into the Rocky Mountains.
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