A Report on LIRR Engine 39 from Strasburg, PA.

[Cliner 2005]

Don:

Many, many thanks for your update on the 39. I have been somewhat discouraged because of the lack of reliable information on the restoration work.

I am sure that there are some - not many - who have a personal interest in the welfare of the 39. I would be one of those - having had the joy of riding the cab of that locomotive on a number of occasions beginning in 1948 at the old age of 14. The engineer was a young (30) Richie Harrison.

As you can see, I have a two-fold reason for seeing the 39 in steam once again. I will continue to support that effort the only way I am able to - financial contributions to the best of my ability. I am many miles distant from L.I. and am not able to be on-site to volunteer my services. I have been a past contributor in the hopes that those meager contributions would help in this enormous project.

Admittedly, I have been discouraged by what appeared (from this distance) a lost cause - with no mention of the 39 in the POSTBOY for quite some time. I guess I best renew my membership in the R.M.L.I. I was having second thoughts - so thank you Don for your encouraging words.

Prior to his death in 1996, I had shared Richie's hope of witnessing the rebirth of "his" locomotive. Hopefully, I won't catch "the westbound" before that happens. Like you, I appreciate the messages of support and optimism that have been expressed by some members of this forum.

Pappy
St. George, UT

[railfan365]

Perhaps my question wasn't clearly enough stated  about hand firing and oil for Mr. Glueck. What I meant to get at was whether a fireman would still be needed, or if fueling the engine will be automated.

[Anthony RMLI]

You still need a fireman, he would inject the stuff into the bolier. I dought the fireman would have to transport the oil to the engine from the tender(I hope for my sake) but he will still have to maintain the fire and watch the gauges etc.

Anthony

[Block Limit]

A fireman is still required to maintain the boiler pressure regardless of it being oil or coal. If the engineer had to do it all himself there could be some serious problems.
I do have no doubt that in modern times (2008+) we could invent a automatic firing system they will electronically maintain the boiler pressure and the flow of fuel oil into the boiler.  It's not rocket science, but  it's not by field of study and is not realistic to how the engine would have been run had steam  and converted to oil.
Coal- Authentic to 39's operations, probably cheaper to buy, but is viewed as a menace to the environment though one or 2 steam engines burning the black diamond would not be a deadly problem. So some grass huggers and lawmakers/lawyers and politicians need to take a back seat ride. Maybe a spark screen can be used to combat fire problems.
Oil- Not authentic to 39's operations but may have been if steam continued beyond 1955 (on LI) Easier to load, and can be stored in either a tank car OR under ground oil tank. Less labor intensive to burn and could possibly be controlled by electronic firing system.

[n2qhvRMLI]

Hello Pappy,

We're hunkering down for Tropical Storm Hanna this weekend, bet you don't miss those blows out in Utah! 

Thank you for your thoughtful words.  Yes, please remain a member of the Museum, need we you, we need all of our valued members. 

As I have mentioned before in the Forums, the Trustees of the Museum were not allowed to publicly discuss the issues surrounding Engine #39.  We are pleased that from this point forward we are able to exercise our ability to report on 39's progress and we look forward to keeping everyone abreast of our work.  The first order of business is to attract serious underwriting to continue restoration of the locomotive now that she is at Strasburg.  That is underway and of course all donations and leads to additional funding is appreciated.

Thanks again for your support.
de Don  n2qhvRMLI

[LIRR35]

Don,
Great news!  You guys seem to finally be making the great progress that we all want to see.  Whether #39 or #35, a G-5 in steam WILL one day be a wonderful thing.  To quote a popular Journey song, don't stop believing and let's all keep the dream alive.  You said far more than I ever could.  As always, anything I can ever do to help, you know where to find me. 
With the best of wishes,
OBRM Trustee (and RMLI Member),
Steve Torborg

[n2qhvRMLI]

Engine 39 Report from Strasburg
Friday, November 2008 

On Friday, November 14, 2008 I met with Rick Musser at the Strasburg Railroad Company to see the progress of work on the firebox of Engine 39.  I had originally posted that I would get back to Strasburg for a report in October, but with my work schedule filled I wasn’t able to break away until this past weekend. I am pleased to report that much has occurred on the firebox since my visit three months ago on August 19. 



From this photo we see that the roof sheet and upper side sheets have been cut away and removed from the Belpaire firebox.   The roof sheet was removed because it is too thin for the “bolt pitch,” the number of and distance between staybolts supporting the sheet.  The roof sheet will be replaced with thicker steel to make up for the bolt spacing, “pitch.”  Additionally, this allowed for easy inspection of the support rods, backhead braces  and the composition of the side sheets.  Note the numerous bare spots and numbers on the backhead.

In August a chalk line grid had been drawn upon the boiler in preparation for Ultrasonic Testing (UT).  Since August, grids have been placed on all parts of the boiler and firebox and UT readings have been taken and recorded.  It is from these readings that decisions are made on what to repair and what to replace. 



In this photo of 39’s side sheets, note the polished metal evenly spaced between each staybolt hole.  It is here that the UT readings are taken.  The visible chalk number is the thickness reading found at that location.





UT readings and their numerical findings cover the rear flue sheet and inside the crown sheet.





Here we see photos of the many support rods, (backhead braces), that have been uncovered by removal of the too thin roof sheet.  These rods will be Magnaflux tested for soundness.  You may recall that during my August visit one of these rods had been shown to be broken, that rod and any other rods that do not pass testing will be manufactured and replaced by Strasburg.



Inspection of the side sheets has uncovered quite a lot of steel impurities or laminations, (“dirty steel”). 



Here, Rick Musser points to evidence of lamination in the steel plate.  The laminations must be removed and repaired by welding so the material is "sound" as per the National Board Inspection Code. If the laminations are too extensive, the side sheet will be replaced.



You may remember my discussion in August about the “dirty steel” being used in Pennsy locomotives of the time.  Welding must be done only on material that shows no evidence of laminations.  To check the steel for impurities before welding, the craftsman employs a Magnaflux machine.  Seen above, the appliance sets up a tremendous magnetic field around and through the material being tested.  A powder composition of iron filings is cast upon the edge of the material.  Wherever there are laminations, the filings collect and create a pattern that “illuminates” it.  Further cutting and/or grinding is done to see how far the impurity extend into the sheet.  If there is extensive deep penetration of impurities and it becomes impossible to find good steel to weld on the old material is replaced.



The old upper side sheets and roof sheet, removed from the firebox, rests outside at the Strasburg Railroad Company Erecting Shop.



Before the roof and side sheets were removed, Masonite templates were made to assist in the formation of the new side sheets and roof sheet.



Here we see the troublesome area of #39’s roof sheet.  (Also a problem area affecting the restoration of Pennsy K4s #1361.)  As discussed in August, due to Pennsy design characteristics, the pitch of the staybolts supporting the 3/8” thick roof sheet lowered the locomotive’s acceptable operating pressure below the normal 208 lbs.  To correct this issue, new 1/2” thick steel plate will be used to replace 39’s roof sheet - increasing the structural strength to support an acceptable operating pressure.



A final photo of historical interest.  In the lower right hand corner of the firebox is a stamping placed there by Pennsylvania Railroad Craftsmen at the time Engine 39’s boiler was built.  It reads: 

NEW BOILER   
JL SHOPS   
6-27-29.


Submitted: 18 November 2008
Don Fisher

[Cliner 2005]

Don:

Thank you for your excellent report and photos. I thank you for your time and efforts in keeping the Forum and RMLI membership informed.

[RGlueck]

Wonderful update, Don!  Glad to learn of so much forward work being done to 39!  Can it be assumed that the frame and other chassis parts will be ready for mating when the boiler returns to Long Island?  Is it possible that will be rebuilt at Strasburg as well? 
The photos are most welcome!

[rs31556]

Wonderful update, Don!  Glad to learn of so much forward work being done to 39!  Can it be assumed that the frame and other chassis parts will be ready for mating when the boiler returns to Long Island?  Is it possible that will be rebuilt at Strasburg as well? 
The photos are most welcome!

Will the rest of the body be ready to mate with the boiler?

[n2qhvRMLI]

Good evening gentlemen,

At this juncture the rest of the locomotive will not be ready to be mated to the boiler.  At this time and with the funds available we are only concentrating on the firebox.

de Don  n2qhvRMLI

[trainspot]

Some new photos, plus the EMD in new paint, and a tender for Monticello Museum #401! 401 is a sister to MCC 385 at Whippany, and Monticello also has the former LI RS-3 #1559, now in IC paint:
http://rypn.sunserver.com/forum/viewtopic.php?f=1&t=26913

[n2qhvRMLI]

Gentle Forum Members,

It has been since November 2008 that I have posted anything new on the LIRR G5s Steam Engine 39 restoration.  Work has been progressing steadily and I will be making a visit to the Strasburg Railroad Shops during the week of April 6th.  A full report and new photos will be forthcoming.

Until then, may I direct your attention to a "Strasburg Update" thread, currently active and located on the "Railway Preservation News" Forum.  http://rypn.sunserver.com/forum/viewtopic.php?f=1&t=27216  There are two photos of new crown bolts and flexible staybolt sleeves for Engine #39 as well as a very interesting discussion on the replacement of #39's roof sheet, (page 2).

Until I return from Strasburg, enjoy,
de Don  n2qhvRMLI

[Anthony RMLI]

Sounds Great Mr. President:)

Anthony

[RGlueck]

Don, the progress is fantastic!  Only Strasburg knows how to do Pennsy boilers and do them well!  It was a wise choice to refer the continued work to those fine people.  Perhaps what they learn will be applicable to the K4s boiler, and that show can get back on the road.  The next thing would be to get the frame and running gear fixed up for re-integration. 
Glad to get positive news.  I would be remiss in not saying, I think your Presidency has pushed RMLI forward considerably.  Kudos.