|
|
|
|
|
|
| Home |
Moving CNR 6213
Section 1: Overview and NotesSection 2: Engine Truck, Trailing Truck, and Tender Truck Journals Section 3: Side Rods, Main Rods and Valve Gear Section 4: Engine-Tender Connections Section 5: Driving Wheel Journals, Driving Boxes And Cellars Section 6: Loading The Engine And Tender Section 7: Moving And Unloading The Engine and Tender Section 8: Conclusion
Section 5: Driving Wheel Journals, Driving Boxes And Cellars
During 6213's restoration in the 1980's, the Driving Boxes on wheels #1, 3 & 4, were taken apart and the journals were cleaned and greased. At that time, some of the journals and wheel hubs had already developed some deep corrosion in places. The subsequent greasing prevented any new corrosion from forming, but never the less the damage was done. Due to the design of the Floating-Bushing Driving Boxes it is difficult to service in the field, and hasn't been serviced since the locomotive was delivered to the CNE in 1960. However they were most likely serviced in 1960 when locomotive was being prepared for display and its likely that a thin layer of grease remains in the bearings to this day. At some point soon, a grease gun will be modified to reach the grease fittings on the Floating-Bushing Driving Boxes.To prepare 6213 for the move, we had to pull out the Driving Box Cellars and try to polish the rust on the journals as best as we could. The first step is to take out the two pins that hold the Cellar in the Driving Box. One is located inside the frames while the other is located between the frame and the driving wheel centre- you have to reach through the spokes of the wheel to pull the pin out. Of course in each pin is a cotter pin that also has to come out. Next pull out the two pins that hold in the end plate and the other parts of the box come right out. Just be careful as they are quite heavy. After removing the cellars, the journal was easily accessible and I cleaned the grease off using diesel fuel. While most of the exposed journal was smooth as glass (which is how it should be), there were some nasty rust spots in places, and the hubs also looked quite corroded. Two problem spots were the area just below the brasses and the collar at the end of the journal. At this point in time, the damage is done, the journal is wrecked, and if the engine were to run again everything has to be machined etc. anyway. The intent here was to try and bring down the rough edges of the corroded spots as much as possible to minimize the friction and amount of damage they will do to the Crown Brasses (which will also have to be machined etc.). To smooth down the corroded spots I used very rough sand paper- we tried using polishing pads, but they aren't tough enough to deal with the heavy corrosion found on the journals. To get to the rust spots under the brasses, we move the engine backwards and forwards a bit so that these spots were accessible. After the polishing, I coated the journal with WD-40 until it was ready for the cellars to be reinstalled with fresh grease cakes. During the bidding for the moving contract, we were unsure if the locomotive was to be lifted or towed, so we began planning to have made a series of hardwood blocks made that would fit under the journal to support the wheels in the event that the locomotive was to be lifted. Fortunately it was not. In spite of the condition of 6213's Driving Wheel Journals, NOTHING made so much as a squeak at any point while the locomotive was being moved. After the locomotive was moved to the Roundhouse, we had hoped to inspect the journals, but the engine was outside, and sitting on a track that had been bricked in bertween the rails. Back at the CNE, we just barely fit under the engine, and that was with the 6" or so that we gained from the engine sitting above the ground on the rails. However at the roundhouse, with the space between the tracks bricked in, we were unable to get under the engine. Hopefully once the Museum's 3 stalls are ready for action we can push 6213 and work on her in the luxury of an inspection pit. A final word on servicing Driving Boxes: It's a horrible job. Your body will contort in ways you never thought possible. You will use muscles you never thought you had... More on Floating-Bushing and Crown Bearing Driving Boxes, and Cellars
 One of 6213's Driving Boxes. Remove all the pins (4 inside the frame, 2 outside the frame) in order to remove the cellar.
With the cellar out, the journal is now accessible. The journal was greased up during the locomotive's restoration in the 1980's.
The wheel hub has a lot of corrosion on it. Another problematic area is the thin band of corrosion on the journal, close to the hub. Everything else on the journal is very minor surface rust
Two more problematic areas are found just under the brass, and at the end of the journal. To get at the sections under the brass we moved the locomotive around.
Me either going to polish some Journals, or performing a modern day rendition of the Classic Wizard of Oz scene. I'm not sure. |
|
|
|
|
