353 Photos, Derailments, Flue Repair.

[GKarels]

Here are my railroad related photos. I will try to explain what I can, but being a new member I know I will leave much unsaid and my observations may not be correct.

If any of the moderators see anything they would like to add or correct, feel free to edit my post with additional or corrected information. Or you or anyone else can add or correct information in a reply.
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http://i233.photobucket.com/albums/ee181/gnkar/Rollag%20Pics/Railroad/01Rollag04TrainbackontracksP9060125.jpg

2004
This is not the best picture of the 353. It is stone cold, but at least it is on the tracks. I cannot say that for the following pictures.

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http://i233.photobucket.com/albums/ee181/gnkar/Rollag%20Pics/Railroad/02Rollag04TrainofftracksP9050079.jpg

2004
The monsoon rains of the 2004 show took their toll on the rail bed just south of the expo area crossing. What did we get, 4 inches or so? It was allot of rain. The 353 is always being coaxed around the show grounds to the right. It took its chance to finally make a left turn, or I suppose it was actually just trying to go straight. Obviously it did not go far and the keen engineer did an amazing job to get it stopped when it did.

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http://i233.photobucket.com/albums/ee181/gnkar/Rollag%20Pics/Railroad/03Rollag04TrainofftracksP9050078.jpg

2004
It looked to me like the rear axle sunk into a soft spot, with the middle axle possibly on more solid rail bed, this allowed the front left wheel flange to jump on top of the rail, and it then, went straight like it wants to.

Maybe one of the railroad guys could reply with a short history of the engine and the issues of forcing it around the show grounds in a circle. I remember hearing that some work was done the wheels or flanges to get it to corner better. Don’t know for sure it that is true.

Also I know allot of work was done to the tracks and bed since then. Maybe someone could reply with information on that.

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http://i233.photobucket.com/albums/ee181/gnkar/Rollag%20Pics/Railroad/04Rollag04TrainofftracksP9050076.jpg

2004
I wondered how they were going to get her back on the rails. From what I remember the plan of attack was this.

Excavate a channel to get rid of some water and allow room for the jacks.
Wait until the next day for it to stop raining, dry up little and for the sun to come out.
Both rails were cut just ahead of the front axle.
The front of the engine was jacked up, and blocked with cribbing.
Rather that move the engine to the tracks, they moved the tracks to the engine. They used the excavator and maybe something else, to nudge the cutoff rail and ties sideways, back under the wheels of the engine.
Lowered the engine back on the rails.
Then the Diesel was hooked onto the rear and pulled the 353 backwards to the roundhouse. (The first picture)-----------------------------------------------------------------------

http://i233.photobucket.com/albums/ee181/gnkar/Rollag%20Pics/Railroad/05Rollag04TrainofftracksP9050077.jpg
2004
If I zoom in far enough, it looks like this is Jim, who also works at Petro.

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http://i233.photobucket.com/albums/ee181/gnkar/Rollag%20Pics/Railroad/06Rollag04TrainofftracksP9060087.jpg

2004
Here they are jacking the front. You can see the cut rails and the cribbing under the frame just inside of the cylinders.

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[GKarels]

http://i233.photobucket.com/albums/ee181/gnkar/Rollag%20Pics/Railroad/07Rollag04TrainofftracksBlaineP9050.jpg
2004
Here is my son Blaine on the left with his, 353 is derailed face on. I believe that is Spencer M on the right, formulating a plan.

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http://i233.photobucket.com/albums/ee181/gnkar/Rollag%20Pics/Railroad/08Rollag04TrainofftracksBlaineP9050.jpg

2004
More of the same.

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http://i233.photobucket.com/albums/ee181/gnkar/Rollag%20Pics/Railroad/09Rollag04Train353DieselP9060126.jpg

2004
Here the 353 and diesel are near the roundhouse, just after returning from the scene of the derailment.

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The following photos are from the 2006 partial derailment. Here again the rails have had more work done on them and we hope to have no more rail incidents at Rollag. My son Blaine and I were working as conductors on the train that day and I remember the car couplers thundering together as as we made our sudden, unscheduled stop. Here again, hats off to the engineer for stopping the train before the situation got worse.


http://i233.photobucket.com/albums/ee181/gnkar/Rollag%20Pics/Railroad/10Rollag06TrainDerailedP9030161.jpg
2006
In this case the rails spread apart and some or all of the wheels on the right side just slipped off the rails to the inside.

A much easier fix. Special re-railing ramp (I am sure it has a special name) was set into place and the engine was I believe, driven under its own power, back up onto the tracks. They had removed the cars with the diesel engine.

I believe the train was back running again later that day?

I’ll take a stab at naming a few that I can recognize. Jerry A in the cab manning the boiler, he looks like he is relaxing, maybe even listening to tunes on the 353’s satellite radio? Tim K on the ladder. (three that I don’t know) Jim B assessing the situation. Spencer M running the shovel by the middle axle.

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http://i233.photobucket.com/albums/ee181/gnkar/Rollag%20Pics/Railroad/11Rollag06TrainDerailedP9030163.jpg

2006
Another shot. Only this time with more people watching less people working!

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[GKarels]

Here are a few photos of the boiler work that was done to the 353 during a rain delay of the 2006 show.

From what I was told one or more of the flue pipes were leaking enough water into the firebox to interfere with the fire. They had been re-rolled but continued to leak.

This was done during a rain delay at the show. But I was told by someone that when the railroads needed to do this kind of work, they did not have the luxury of letting the engine cool overnight and hitting it in the morning. They would wrap workers in burlap bags or rags soaked with water and send them into the still hot/warm fireboxes. He guys, maybe that could be a good evening demonstation. Any volunteers?

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http://i233.photobucket.com/albums/ee181/gnkar/Rollag%20Pics/Railroad/12Rollag06TrainFireboxP9020152.jpg

2006
Here they are in the firebox, sandblasting and prepping to weld the leaking flues. Jeff Lund of Lund Machine Works in New Ulm did the welding.

I am not going to try to identify these people by the features that are visible in this photo.
Well what the heck, I’ll try.
I actually think there are “three” men in there.
The only one that I can identify is the one farthest in and to the right.
I think its Vern because,
A He does not wear bibs and
B He is everywhere, so why wouldn’t he be in there!

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http://i233.photobucket.com/albums/ee181/gnkar/Rollag%20Pics/Railroad/13Rollag06TrainFireboxP9020154.jpg

2006
This is a view of the door to the firebox. It looks like the bottom of the hole is shined up from beer bellies going in and out?

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http://i233.photobucket.com/albums/ee181/gnkar/Rollag%20Pics/Railroad/14Rollag04TrainofftracksCabP9050080.jpg

2006
The instrument panel of the 353. I don’t see the satellite radio controls?

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http://i233.photobucket.com/albums/ee181/gnkar/Rollag%20Pics/Railroad/15Rollag03-2BlaineKayla.jpg

2003
My daughter Kayla and son Blaine by the Porter. It was good to see it a part of the show this year!!

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http://i233.photobucket.com/albums/ee181/gnkar/Rollag%20Pics/Railroad/16Rollag07TrailersandTrainP9020036.jpg

2007
Here is a distant view of the train on the east side of the show grounds, picking up some morning passengers.

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http://i233.photobucket.com/albums/ee181/gnkar/Rollag%20Pics/Railroad/17Rollag03-8.jpg

2003
Here is the Ortner Railroad engine in action.

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http://i233.photobucket.com/albums/ee181/gnkar/Rollag%20Pics/Railroad/18Rollag03-9.jpg

2003
A load of passengers on the Ortner. That’s my wife and daughter in the back car, with their backs facing the camera. Aren’t I a good photographer?

Anyway, that’s it for may railroad pictures.
Thanks for viewing!

[M Kerkvliet]

Cool pictures Gary. I am sure the RR crew would just as soon forget them rather than have them up for the world to see, but another way to look at it is that we have the manpower and the skill / knowledge to get that behemoth back on the rails, and if the weather is cooperating, usually it is within a few hours! Hat's off to the RR crew! They are a committed group!

[Kenronsberg]

Mark,
We are a committed group, but with a little professional help all are working on getting released soon!:bannana:

Nice pictures Gary!
I kind of prefer the kind that show 353 moving on the tracks rather than the ground, not quite as interisting but also not quite so emberrasing.
Pictured in the 06 exhibit are Jerry Asher, Tennesee, Vern Nanosky, Dean Simmons, Jim Nowells, Spencer McGrew, and our engine crew for the shift, Carole Ronsberg, David Ronsberg, Doug Ronsberg, and Myself.
You were correct the rails spread apart and we dropped the front right driver on the ground (Just one wheel).
The special re-railer we used consisted of wood from the Briden Rowen sawmill and some tie plates, set up ramp like. Then Asher backed the engine back onto the rails. ( The engineer on the shift was still shaking a little too much to accomplish that task at the time.) The engine is actually back on the track in your pictures and we are pulling the rails back together with chains and binders so we can get the engine out of the way without it dropping back into the section the drivers past that were pushed out of gauge. Once the engine was out of the way the crew had the track re-gauged and repaired and I think we were moving again within an hour or so.
As far as the XM radio, it's concealed behind the visor with the garage door opener. Thanks for the memories!
Ken Ronsberg

[GKarels]

Ken,
Thanks so much for the reply! I was hoping to get some replies from the railroad crew. I have been taking pics at the show with my digital camera since 2003. I think we tend to take pictures of things we don’t always see. Since the 353 is almost always going around the track, oddly enough, I do not have any digital pictures of it moving. I will definitely correct this next year. I know I have some 35mm pics and analog video of it climbing the east grade, which is awesome. Similar to Spencer and Verns thread, Watch engine 353 in action.

http://www.youtube.com/watch?v=ilC2SPnX7lQ

[FONT=Verdana]What I hope people will see in this thread is how much work it takes to keep a huge exhibit like “The Railroad” running. That is why you would have to drive so far to see another full size steam engine running at a show like this. If it was easy, all of the shows would have one. I have a friend at work that used to work at BN on the rail crew. He said every tool was big and heavy because you are always working on big and heavy things. (he knows his Chiropractor pretty well).

As you are reading this, I would like you to take your hands off of the keyboard/mouse and give the railroad crew a round of applause, because they deserve it. :congrats:

If anyone has any pics and information on the work that was done to the tracks, that would be a nice diversion from this thread.:biglaugh:

Thanks

[80pfd]

Gary;
Nice rear-end shot. I had that as my best side in fire ground and rescue photos when I was in the fire service.
Anyway; depending on the time of day that photo was taken, there were different people inside the firebox either doing repairs or inspecting and trying to figure what to do next. During the time period I was there (9am to about 5pm), there were, besides Vern and I; Mike Wahl, Jerry Asher, Jim Nowell, Jim Briden, Jeff Lund, and others who I may not have seen/remembered. I do remember that Mike and I had striped bibs that day. He fits through the firebox door better than I.
That day was my up-close-and-personal introduction to the anatomy of fire box, flue sheet, flue tubes, and ferrells. Mike and Vern taught me the use of a flue roller ( I was the "gopher" during the day), and a new use for Crisco shortening. A die grinder with composite blade was used to trim excess ferrell material before re-rolling. To help with cooling and fresh air in the firebox, a household box fan was placed on the smokestack to draw air from the dampers and firebox door.
I do not remember how many, of each type of flue tubes, were leaking. But I do remember that we had leakage from both sizes. The superheater tubes were leaking the worst.
As I was getting a bit of supper, in the 6pm to 7pm range, I remember Jeff getting a call over the PA to go to the roundhouse. From about that point, till sometime early Sunday morning, seal welding and testing were going on. I woke up early Sunday morning, with barely enough time to get to Gary for worship services ( Mom wasn't too upset that I was late-I think) and got to Rollag in time to see the 353 back out of the roundhouse under its own power with Jerry at the throttle and Vern heading for the turntable so the engine could get hooked up for the day's runs.
That was one of the prettiest sights. The other, besides rain clouds moving off, was the view of heavy traffic on Minn. 32 heading for Rollag at about 7:30am.
Any one who may be reading this;
What size are the injectors on both locomotives? One "fear" I have is that one of the injectors may fail at show time. If it cannot be repaired at the roundhouse in short order, I may not be able to get some sort of replacement there in time. Last September, we had a change in plant general managers and he does not know all the applications of injectors. After Jan. 1, I will be making a presentation so he may understand our committment to preserving history and the role of steam injectors in it.
Thank you for your time.
Merry Christmas -- Best wishes for the New Year.
Paul

[Spencer M]

I think the 353 wants to escape and go back to the mainline...:p

[CEDARCREEKCENTRAL#1]

I would just like to first say thanks to all the guys and gals that worked with me in 2005 and 2006. I was there all summer long making repairs to both the cars and the locomotive. As some of you know in 2005 I was ask to come and look at the problems that the train had, mostly air brakes on the train cars. After a major inspection it was found that almost every brake shoe was to be replaced,(these shoes was on the property at no cost) along with air leaks and valve problems. There was several days of work done on the cars and air equipment changed out and piston travel adjusted. A second air test was done and all was found in good working order. After further inspection there was some other small things that needed addressed such as couplers, draft gear and wheel bearings that was also repaired and put in to good working order. The 353 was later fired up and a full air test was performed only to find that the controlling brake valve on the locomotive was not lapping properly. This was replaced with a rebuilt valve which I had on my truck. After replacing this valve and air adjustments made the brake system on both locomotive and cars was in the best work condition they had ever been, and work like they was designed to work.....In 2006 some things that was found in further inspections that need to be addressed was done though the spring and summer. The tender of the 353 was split up from the locomotive and work began on the tender. The tender tank was jacked up off the frame to make some leak repairs to the water portion of the tender. A new wooden floor was placed between the tank and the frame. Some new steel patches was cut and welded in place along with new drain and valves for winterizing the tender. This work was completed and the next step was wheel/truck work to replace some bad wheels. The rear truck of the tender had major flat spots in the wheels and these were cast wheels that could have been a problem in very short order. The arch bar style truck was taken apart and wheels was replaced, these wheels was on the property and there was no cost. The center casting was well lubed and the truck put back under the tender, some coupler pocket work was also done to make the coupler the proper height. The other end of the tender was jacked up and the center casting was also lubed and a spring replaced. The buffer plate between the locomotive and tender was taken apart and work was done to make it do what its purpose was for, to keep slack tight between both locomotive and tender. The tender was now ready to be placed back together with the locomotive. Proper air lines was also replaced between the tender and locomotive where leaks was found. The next project was to get the train to look better. A new coat of paint was sprayed on all the cars and the benches painted. The caboose was also painted and a lot of hand work went in to this car. The logo was repainted and hand lettered and it looked great. The last small projected was to lube every cars truck center plates. Each car end was jacked up and heavy grease was placed in the plates. Now there was a lot of guys and gals to help with all this work and you know who you are. However, The major work that was done was headed up by a railroad man of now 30 years and was NO labor charges what so ever. It was all done out of love and passion for steam railroading and also for the safety of the crew and many passengers this railroad hauls. I am more then sure that there are a lot of members that have no idea that this major work undertaken was done, Nor the men who done it. I do hope that all the folks that worked with me learned a lot and I enjoyed working with each and everyone there. Please keep steam railroading a big part of your show. Again a big thanks should go to the railroad and roundhouse crew for work well done.......Thank you is never said enough......

WMSTR MEMBER:
DON ANGLES / TENNESSEE
CEDAR CREEK CENTRAL R.R. CO
LOCOMOTIVE ENGINEER / MECHANIC
CERTIFIED CARMAN / AIR BRAKE SPECIALIST

[Spencer M]

All good points. I remember when the train didn't have brakes , kinda scary to think about it now:hide: It helps to have specialists around because without background it is impossible to figure out some of the stuff...

[Kenronsberg]

All good points. I remember when the train didn't have brakes

Spencer,
The train you speak of must operate in a subterranean bunker complex somewhere in Rollag!
I started firing 353 in 1988 and have been engineering her since 1995, and I can assure you that no time did we operate without brakes!
As I mentioned in another post re: Otis Phelps " If you listen to her she'll tell you what she needs." Whether it's Erik Nelson's 28 Minneapolis I operate or 353, if she's telling me something isn't safe I shut her down. I've done it before and I'll do it again. Nothng is run for the sake of running if it can't be done safely!
The safety of my crew, the passengers on my train and the good of the engine always come before making it move.

Ken Ronsberg

[Kenronsberg]

Hey Tennessee!
Welcome to the Forum.
It sounds like you joined the same WMSTR Union the rest of us belong to the "No Labor Charge Union." The pay isn't great but the benifits are great! ( Thank goodness Jim Briden has the same policy including shop time and tooling! )
For the non-railroad members looking at the calander it might look as if we only work twice a month on the scheduled work weekends, but that certianly isn't the case. We usually have a good sized crew there every weekend. Some of us like Vern travel more than 200 miles on most weekends for the love of steam railroading. At $3.00 per gallon that's a long way.
We should probably utilize the Roundhouse activites section of the Forum so the rest of the members know what's happening on the railroad. It really does take a lot of time and effort to keep the railroad operating. Not all of the jobs are big or glamerous, but all are nessecary to operate safely. A lot of it is big ugly heavy work, but working with the guys we have on the crew it make it a little more enjoyable. Thank You Everyone and have a Safe an Happy New Year!

Ken Ronsberg

[40avery]

Tennessee,

Welcome to the forum Tennessee. I am glad that you took time to thank the people that helped you with some of the work on the railroad.

I started with the railroad in 1989 and worked on the 353 and the track along with many other volunteers every summer I was on the crew. Our thanks came when we were able to run the railroad for the show and learn from the “Main Line” steam engineers that were with us at that time. Even when we did the crew leader at that time made us all take a two hour shift at crossing guard or conductor because running the railroad was the “fun” and the “thanks” we got for our efforts. It was and is a serious duty and also fun.

The list of volunteers that give hundreds of hours of labor and donate parts and equipment is so long that the forum would have a problem with storage space on the server if we listed them all and their activities. The fact that we all do the work every year is a testament to the love we all have for the hobby we have and the show that supports it. That is why we set up the recognition meeting the Thursday prior to the show. To thank everyone for their efforts. Individual thanks from crew leaders and project champions is also very important.



Spencer,

For what it will be worth a few suggestions.

You continue to make assumptions and posts on very little history and knowledge of the show. Your comments are certainly welcome but please before you post things that are detrimental to the group or any part of it that you carefully research the subject and be sure you know both sides of the story and the history that contributes.

In short.

The day that one volunteer becomes more important than any other is the day that this show will start to unravel and die.

Most everyone that is involved in volunteering at WMSTR does it out of love for the show and gives what they can to the efforts of maintaining and running the show.

We all need to approach our involvement with the show with a bit of humility and take the thanks of running the show and talking with our paying customers to heart for ourselves each and every year.:)

[M Kerkvliet]

...In short.

The day that one volunteer becomes more important than any other is the day that this show will start to unravel and die.



Boy does that speak volumes! Well said Rick, and my sentiments exactly.

Nothng is run for the sake of running if it can't be done safely!
The safety of my crew, the passengers on my train and the good of the engine always come before making it move.

Thanks for pointing this out Ken. That has always been priority at Rollag and all of our members / guests need to know this!