Santa Fe 3751 The Restoration
Pentrex
Full Screen DVD
1 Hr
Trainvideodepot.com
10/26/2012
$24.95 total for this video and its counterpart, Santa Fe 3751 Return to Steam bought as a set

We are given front row seats as we observe the awe-inspiring process of Santa Fe 3751’s restoration undertaken by members of the San Bernardino Railroad Historical Society.  The restoration of this 4-8-4 steam locomotive took place over a period of more than ten years beginning in 1981.  The 3751 was the first Santa Fe Northern type locomotive and it was the first one ever produced by the Baldwin Locomotive Works.

The San Bernardino Railroad Historical Society was established primarily for the purpose of this restoration.  The dedication of these people is almost beyond belief.  Many took leaves of absence from their jobs for up to one year and one member even took early retirement just to be able to work on this project full time.

If you have ever wanted to see a steam locomotive completely disassembled, here is your chance.  The 3751 was torn down as far as a locomotive can be torn down.  The fire box was refurbished, the boiler flue tubing was totally replaced, and every sub component on the engine was torn down and rebuilit.

Given the enormity of this project, it is truly a miracle that it was completed successfully.  It only happened because of the dedication and the skills of the San Bernardino Railroad Historical Society members.   I am very confident that you wil say that watching this video was an hour of your time well spent.

 

cho1A train made entirely of chocolate has set a new Guinness World Record as the longest chocolate structure in the world.

The sculpture, on display at the busy Brussels South station, is 112-feet (34.05 meters) long and weighs over 2,755 pounds (1250 kilos).

Maltese chocolate artist Andrew Farrugia spent over 700 hours constructing the masterpiece.  He said he came up with the idea of the train last year cho2after visiting the Belgian Chocolate Festival in Bruge: “I had this idea for a while, and I said what do you think if we do this realization of a long chocolate train, you know, because a train you can make it as long as you like.

 

MystryHere we find ourselves at a more familiar location than in the last picture we used from Georgia.  This area is known more for the natural mineral springs and baseball than anything else.  At least that’s what I’ve heard.  If you are pictured here, don’t even send me an answer, you’re disqualified. But my, how the years work on those ties.  I bet most of them have been replaced.  If you know the place, get some extra credit and tell me which way we are looking.  If you can name all those pictured, maybe the chapter member on the far right will buy you a Coke.

 

And here’s to a happy April dear NRHS members. Cool weather has been stubborn to give in to spring this year. Not that I mind so much, I do not look forward to the stifling heat, humidity, sunburn and bugs. Those four things aside, summer would be OK! But as discussed in previous meeting, summer brings people out and events to attend.

Matt presented the latest “calling card design” which was approved. Matt may have cards available this meeting if not, soon. When received, the members need to hand them out to potential members, persons that seem to have an interest in trains in general and rail history specifically. These cards will hopefully generate a few members per year and help our Chapter grow.

Keith may have a report from Progress Rail as may Rich. This will be a delightful event when it does come about. Steve will have a report on the slide transfer equipment cost as was discussed at the March meeting and I will have a report on the video equipment that is in use at the Depot.

Steve will update us on the planned Tennessee Central excursion trip to take place this fall from Nashville TN. to Cookeville TN. Knowing full well not everyone can go, but Steve needs a confirmed list of members in order to purchase tickets at a discount which will assure seating of members in one area.

Madisonville KY. Friday Night Live is coming up quickly Members. The Chapter has consented to have a display again this year. It would be nice if more members get involved in these events. Our displays are enjoyed by event goers and the members present always have a good time.

We need to close out the “cabinet at the Mall” idea this month. If you have a railroad related item to display please bring it this month…said item can double as a “Show-N-Tell” item.

Looking ahead, May will see us in Hopkinsville as guests of our Members there so plan ahead.

OK Members, the meeting is “just around the corner” so plan ahead to Monday, April 15, 2013 at 7:00PM.

 

radioSeveral chapter members were involved in the process of making the recent public radio feature “Kentucky High Iron” which aired Sunday morning, March 2, 2013, on WKMS public radio on the campus of Murray State University.  The NPR station is giving CD copies of the story to new subscribers.  Although the spring campaign ends Saturday, March 16, you might still get a copy by contributing to WKMS, 1-800-599-4737, or go online to http://www.wkms.org.

 

Respondek Railroad, operator of the Fredonia Valley Railroad, has recently been issued a FCC license for several locations for their U.S. operations. 160.8750 Mhz is now licensed for several mobile radios. Railfans will want to program this one in their scanner when trying to chase and photograph the trains of both this operation, and their operation in southern Indiana around Yankeetown. Submitted by Chris Dees.

611jpgNorfolk & Western Class J 611 Restoration and Return to Excursion Service – The “Fire Up 611!” Study will research what it will take to restore, maintain and operate the iconic locomotive.

A Fire Up 611! committee has been formed to examine the costs and feasibility of restoring the locomotive so she can once again thunder across the landscape. The Fire Up 611! committee will announce its findings within 90 days. February 22, 2013 – ROANOKE, VIRGINIA – The Virginia Museum of Transportation announced today that it is studying the feasibility of returning the iconic Norfolk & Western Class J 611 Steam locomotive to operating condition.

Title Rotaries, Avalanche on the Mountain
Producer BA Productions
Format Wide Screen DVD
Playing Time 1 hr 3 min
Purchased From TrainVideoDepot.com
Date Purchased 11/2/2011
Price Paid $27.89

This month’s review is going to be a re-run of my August review.  I’m doing this to promote the entertainment that I have planned for our March 2013 meeting.  I plan to show this DVD at that time and I am very excited about sharing it with all of you.  You will not want to miss this!  Here’s the review I submitted in August 2012 for this video…

Fellow Railfans, this one is a must for your collection of RR videos!  If the contents of this DVD do not excite you, then you had better check for a pulse.

The location is Donner Pass, where the Union Pacific RR crosses the summit of the Sierra Nevada Mountains, and the time is late March of 2011.  There has been record snowfall and more snow is coming down.  The battle to keep the rails cleared of snow so that trains can get through is being lost.

At Donner Pass the order of battle is to first deploy the flangers, which are rail cars with belly blades to plow the snow.  The flangers cannot push the snow very far and become ineffective when the snow gets very deep.

When the flangers cannot get the job done, the Jordan spreaders are then deployed.  These machines have enclosed cabs and sport huge front-mounted blades that can be adjusted to throw the snow to either side.  They also have retractable wings that work in conjunction with the blades to push the snow even further from the tracks.  The spreaders are pushed along by trailing locomotives.  For the vast majority of winters, the Jordan speaders are able to keep the rails cleared.

Last to be deployed in the order of battle are the rotary snow plows.  Very rarely a winter will come along in which the snow depth exceeds the capability of the spreaders, and then it is time to call out the rotary snow plows.  In this video we see the rotaries put into service for the first time since 1998, the first time in thirteen years!  What a rare treat!

The rotaries are nothing short of amazing in their ability to remove snow and watching them in operation as they throw snow high into the air is a joy to behold.  We see them in this video clearing snow that appears to be all the way up to the cab.

We are taken inside the cab to ride along with the crew and we are also shown spectacular scenes from outside the rotary as it eats its way through the deep snow.  There are some great night scenes.

You simply cannot go wrong by adding this one to your collection.   This is probably going to be the video that I share with you guys the next time I am scheduled for entertainment but don’t wait for that; get one ordered for yourself.   I promise you, you will watch it over and over again.

 

 

wheelBack a year or so we saw how the wheels could develop flat spots from sliding along the rail. Those flats pots cause that Whooomp, whoomp, when a train goes by.    On a freight car it is relatively simple lifting the car off the wheelset, remove the guilty wheels and axle, replace it or turn it on a lathe.   Since the wheels on the axle rotate as a unit both will be flat.

But, woe be the engineer that lets flat spots develop on his locomotive. Now you are talking serious issues.  The master mechanic and road foreman will have his hide.   The loco goes to the back shop, where all the drive wheel/axles must be removed.   If one drive wheel has a flat spot, all will because they are connected and work together.

A gas fired ring heats up the tire.   You can see the axle is secure in a cradle, and the heat will expand the tire enough for a machinist to sledge hammer it loose.   A safety chain will be looped through the spokes.   The process is reversed for applying the new tire.

The importance in not allowing the loco to slide along the rails,  ever,  is best explained by the fact that a train has two sets of brakes.  One system is for the locomotive only, the other for the train.  A smart engineer will use only the train brakes while operating out on the mainline, and bringing the train to a stop.  Once stopped, he can apply the engines to secure the train.

Books have been written on train brakes.  The above is only “RR Brakes 101.”  – Gary Ostlund, submitted by Jim Futrell.