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Messages - Ken Fleming

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Work and Events / Re: Spring 2016 work weekend.
« on: May 04, 2016, 08:41:05 PM »
What are chances using the spoils from the turntable pit for fill at the wash out(s)?
 Need high sides on a flat car to use as a gondola.

Museum Discussion / Vulcan 0-4-0T Work
« on: April 11, 2016, 12:46:24 PM »
These are videos that I found interesting.  I regret in life that I never learned to be a machinist.  I have had many machinists working for me, but never learned it myself.

The first two videos are making a new main rod bearing wedge for a Vulcan engine.  The third video is making of a new bolt for the bearing wedge.  The fourth video is the making of new copper gaskets for cylinder head.   The fifth video is "home" brass casting.  This individual has a series of videos of interest, check them out..

YouTube Videos:

Museum Discussion / Re: Sheepscot pictures for the away crowd.
« on: April 01, 2016, 11:57:33 AM »
Perhaps the South end of the woods track will be our team track.  With dock for loading excavator, dozer and materials.

Museum Discussion / Re: Locomotive 9 Returns to Service
« on: March 13, 2016, 08:43:38 PM »
Looking at the "look back" photo of Sandy River No. 5, I saw that the cab had sliding doors.  Which railroad got rid of the doors?  Any chance that doors will be added?  In another photo of No. 5, there appears to be a half door on the firemen's side (can't see engineer's side).  One of the engine crew is seen leaning on it.  What's the story on that?

Monson Railroad / Re: Unusual early Monson photo
« on: February 19, 2016, 03:07:42 PM »
There are more Monson photos linked on bottom of this one. Number 3 is one.

Work and Events / Re: Kubota Excavator - Official Work Thread
« on: February 18, 2016, 09:57:48 PM »

How easy has it been to get parts needed to do the repairs?

Work and Events / Re: WW&F No. 9 - Official Work Thread
« on: February 03, 2016, 02:16:39 PM »
Just make the job of changing train numbers a function of the conductor.  After all, it's "his" train.  Provide a container to hold the numbers as part of the conductor' s kit.

Museum Discussion / Re: Fred Morse's birthday
« on: January 29, 2016, 09:49:28 PM »
 :D Happy Birthday Fred.

Work and Events / Re: Sheepscot Turntable - Official Work Thread
« on: January 17, 2016, 10:56:48 AM »
One thing about the turntable is that if its long enough to turn the rolling stock for even weathering.  Of course turning engines for different views works also.

Work and Events / Re: Box Car 67 - Official Work Thread
« on: January 15, 2016, 12:24:33 PM »
There is a photo of WW&F box car #67 up on Face Book, it appears to have a vacuum train line hose.  Did the WW&F use vacuum brakes on all rolling stock? Or only on some? Or is it a left-over?

Work and Events / Re: WW&F No. 9 - Official Work Thread
« on: January 11, 2016, 09:27:45 AM »
I would guess it's for train number display.  Wishful thinking on a two-footer. "Train number one, now leaving for somewhere to nowhere!"

Museum Discussion / Re: Ex-Edaville 554 Caboose Discussion
« on: December 21, 2015, 05:24:09 PM »
I know that the purists will go nuts, but I think that the S.R.&R.L. caboose would make a good addition to our rolling stock.  A little better setup for handicap passengers using wheelchairs.  Think about it.

Work and Events / Re: WW&F No. 9 - Official Work Thread
« on: December 02, 2015, 08:01:35 PM »
CHAPTER XXII.  (Sorry drawings didn't come over.)


THE Vacuum Brake, as the name implies, is operated by means of a vacuum which is formed in the connections that act the part of the cylinder in the air-brake. With an air-brake, compressed air is made to do the work of applying the brakes by moving a piston to which the brake-lever is attached, the air being carried throughout the train by means of iron pipes and rubber hose: with the vacuum brake the work is done in a similar way with similar connections; but, instead of compressed air being forced inside the pipes and apparatus, all the air is exhausted out, and the natural pressure of the atmosphere is made to do the work.

Under each vehicle of a train, as seen in Fig. 33, a diaphragm is securely fastened which performs the combined duties of cylinder and piston. It consists of a kettle-shaped casting with a loose disk of heavy rubbered duck fastened over its mouth; the center of the disk being provided with an iron plate, through which passes an eye-bolt for forming connection with the brake-lever. The inside of the diaphragm is connected to the pipe which passes along the train, and has its front end connected with the ejector on the locomotive. 

The position of the ejector in the cut can be clearly seen in Fig, 34, where there is also a diaphragm to be seen under the deck where it is located when used to operate driver brakes. The ejector is operated on the same principle as the water injector, only it is used to lift air instead of water. A cross-section of the injector is shown in Fig. 34. When the engineer wishes to apply the brake, he pulls the handle 41 (broken off in the cut), which opens the valve B49, and admits steam to the body of the ejector A1. The steam rushes upward round the end of the tube 5, its velocity being accelerated in passing through the contracted opening left round the top of the tube. Passing through tubes 3 and 6, the steam shoots up in the form of a column with a hollow base; the tube 5, which is connected with the pipes and diaphragms on the train, forming this base. The effect of the steam passing out under these conditions is to induce a current through the tube 5, which draws up the valve B7, and sucks the air out of the pipes and diaphragms. A vacuum being thus formed in the diaphragms, the atmosphere presses the flexible ends together. This tendency to collapse is retarded by the brake-rod connections, and the latter receive a pull equal to the combined atmospheric pressure on the diaphragm. The brake-levers are arranged to transmit a proper tension to the brake-shoes for making the brake effective. A vacuum gauge placed on the front of the ejector enables the engineer to regulate the power as he wants it. The brake is released by pushing on the lever 24, which opens the valve 8, and admits air into the brake-pipes. The release-valve attachment is sidewise in vertical section cut through the handle, and is put separate for convenience of illustration.

The valve B7 of the ejector needs grinding occasionally; and, if the lift should be too great, the valve will hammer the seat out of shape. Sometimes when waste or other fibrous impurities are sucked through the pipe, they stick in this valve, keeping it away from the seat. The valve, is very easily reached by taking off the cap O4. The steam-valve B49 needs about the same care as any other steam-valve, and its troubles are of the same nature. The shoulder at the top of the tube 5, which is used to obstruct the steam, thereby increasing the velocity of the quantity that passes, sometimes gets cut into channels with the fast moving steam striking it. This reduces the promptness of the ejector's action, but it is a form of deterioration that proceeds very slowly. Care must be taken to keep the drip-valves A and B16 in order, otherwise there may be trouble with the ejector throwing water, or freezing up if the engine stands where that apparatus will get cold in winter.

Work and Events / Re: Car Barn - Official Work Thread
« on: November 21, 2015, 10:58:02 PM »
I figure that next will be the three doors and then finish the North End.  Will that happen before the New Year?

Museum Discussion / Re: Pledges Needed for #9 Lubricator
« on: November 10, 2015, 07:43:44 PM »
What address for PayPal?

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