Issue039

THE TWO FOOTERS

Issue 39 Jan/Feb 2009

Safety Reminder

by Matt Helton

At the Goose Creek Railroad, all 7 of our switches are spring loaded. The first switch we built was a normal switch but when we began building our wye in 1995, we decided that spring loaded switches would be best, so that we could turn the train without having to stop and throw a switch. Those three switches worked so well, that all subsequent switches were made spring loaded, too. Eventually, our original switch was changed, as well. For the most part, they are great. They are self adjusting, they make single person switching maneuvers easier, and they prevent track & equipment damage if someone forgets to line the switch for they track they are coming out of.

However, there are two things that must be remembered when spring switches are used. Number 1 is human error. If you just come out of the siding, your last car has to clear the points before backing up. If you don’t, some wheels are going to go back down the siding while others go down the main track. This seems like I’m stating the obvious, but if you aren’t paying close enough attention, it will bite you. Number 2 is the reason that I am writing this safety reminder. You have to keep the moving parts of your switch well lubricated. Otherwise, when they spring over, the springs may not have enough force to bring the points back to the resting position. Such was the case recently on the GCRR at our west wye switch. I came through the wye and past the switch. I visually checked that I had cleared the switch and began to back up. All of a sudden the last car went on the ground. By the time I got stopped, all 4 wheels were on the ground (see the photos below). Checking the switch, it was very stiff and most of the grease had dried up. Therefore, the cars pushed the points aside but the springs did not have enough force to bring it all the way back. This meant that the points were essentially half way between the two positions when I began backing up which allowed the car to just drop down between the rails. Somehow, by the time the second car made it to the points, they had sprung back to position. I guess the jarring of the derailment assisted the springs.

Just remember, if you use spring loaded switches on your railroad…KEEP THEM WELL LUBRICATED.

Station Under Construction

By Peter Freeman

Fall 2008 brings the rough framing of Shady Creek’s station. Typical CN style similar to what was part of the network in eastern Canada a century ago. Undersized obviously to fit our 2’ setting complete with waiting room about 8’x8’ plus a ticket office and a freight shed for storage. 2009 will be the year to finish the building with installation of windows, interior and platform. We found an old CN potbellied coal stove which we will hook up to complete the job. Watch for ‘completion’ picture in 2009.

Things are getting back to normal after completing our "Polar Express" runs for the public. We're settling down to track expansion. Fortunately, I have an excellent inmate work crew bossed by a very knowledgeable officer who likes this job. Mainly, because I stay away and let him proceed at their best pace. We're estimating we will complete our 6600' loop about April 1st. That will finish out the railroad except for building a coaling tower and ashpit.

The attachments "new depot ticket window" and "new depot/museum" give a view of the 3200 sq ft building. In the closer view, you can see the bare dirt strip adjoining the passenger platform where the track will be laid soon.

Our hard working crew has completed the 350' wetlands trestle. You can see it has a number of curves built into it. This was caused by having to avoid cutting cypress trees. Notice the ends of the stringers in one of the pictures. These are 8" x 16" pressure treated pine dictated by the Dept of Transportation. They are only slightly smaller that the Bay Line to support 100 ton engines. The walking trail is more scenic since it could be zigged and zagged around all the big trees.It follows the alignment we initially wanted for the train but we just couldn't get through without taking out several 200 year old trees. The trail parallels the railroad all around the park and crosses the track at the edge of the wetlands.

The project that has been of the greatest help was the completion of the yard.The original black tunnel in the center of photo was our original main line. Now track has been run through the aluminum tunnel on the left side and tied into the main line. This was necessitated by the fact that both our Crown steamer and the NAD steam outline are too tall to go through the old one.

One ongoing project that is proceeding very slowly is the restoration of the 1959 NAD steam outline engine and powered tender. The locomotive was bought in Chicago last January in derelict condition. The locomotive itself is finished but work on the power tender goes in fits and starts since we depend on the services of an excellent mechanic/welder who volunteers a few hours a week. The locomotive originally ran at Old Tuscon Park in Arizona. The seller gave me some pictures of it operating there in a couple of different liveries. We liked this one the best. Our local graphic artist did an amazing job of reproducing the original hand painted lettering and scroll work. The original power plant was a Ford tractor engine with the same gear boxes, drive shafts and trucks as all the NAD "Century Flyer" trainsets. This engine and transmission had been removed at some time past so we decided to go with a diesel/hydraulic drive which I was so pleased with in my 7 1/2" train. One of my neighbors in the junk business gave us a working 1982 Chevette with a 40hp Isuzu engine for a very good price. We are looking to have it running in a couple of months.

I had planned to stop by St Marys for a day this summer on my way to Cooperstown to watch one of my grandsons play at Dream Fields. But the fortunes didn't favor me. Time ran out and I had to bypass Dubois and St Mary's and go on up there. Maybe next time, I can get up there to see what you have been doing.

Hello. My name is Paul Harvey and I am a director at Coolspring Power Museum. We have had a long interest of setting up a little railroad here but have no experience nor equipment. I did look at the 42 inch 12 ton Brookville but it was just too big. Finally I found and purchased a 4 ton Brookville, a Two Footer. It is circa 1945 and very very rough, but has all the necessary parts to bring back to llife. It served at a coal mine near Yukon, PA and then went to the local scrap dealer. It has a flathead Ford V8 model 59A, four speed transmission, with a drive shaft to a bevel gear box with chain drive to and between the axles. It has air brakes and sanders. One odd thing is that the flanges of the wheels are on the outside of the rail instead of usual practice. I have no idea why??? At this time, I just want to say hi and see if you have any advice. I have no idea about rail size, curve radius, etc. If you wish, as our project progresses, I would be happy to do an article for your newsletter.

The pictures show Class NGG16 Garratt number 87, formerly of South African Railways, outside Boston Lodge works at Porthmadog. 87 is now fully restored apart from final painting, being still in grey primer. I am not sure what the final colour will be. Initial rumours suggested plain black but I am hoping for dark blue or maybe chocolate brown. We already have black (143), green (138) and a promise of red (140). 87 replaces number 138 for the 2009 season as the latter has reached the end of its boiler certificate and is dismantled for general overhaul. Number 140's restoration follows soon. By this time next year all four NGG16s should be in service on the completed railway. NG15 2-8-2 number 134 should join them in 2011. I have not been up to the WHR since September and I miss those lonesome whistles in the misty mountains. Must go soon. John H.

In the mid-1960s, the city of Bristol, Tennessee began operating a 2-foot gage C.P. Huntington train through Steele Creek Park. The locomotive and 3 cars were built by Chance Manufacturing in Wichita, Kansas and it was the 49^th C.P. Huntington locomotive built by Chance. The track was laid with 16# rail along the shore of the lake. Reverse loops at were at each end and a “tunnel” storage building was about half-way between the two loops. The Bristol Kiwanis Club was the initial sponsor of the train and it was often referred to as the Kiwanis Special. It ran for 30+ years until mechanical problems forced the RR to shutdown around 2001. By that point in time, the cars and locomotive were in deplorable condition both mechanically and cosmetically. For the next 6 years, the train simply sat locked in its building and Mother Nature began reclaiming the track.

In the Spring of 2007, an article in the Bristol Herald Courier stated that the train would be sold at the city surplus sale. Happily, the city leaders changed their mind, removed the train from the auction, and funded the restoration of the train. City employees rebuilt the track and city employee Dean Long did a superb restoration on the locomotive and 2 of the cars. (The other car needs new wheels and was not restored.) The inaugural run was made on Wednesday, July 23 and excursions were operated daily throughout the rest of the summer.

The past year has been a very busy for our family but we’ve still managed to get some work done on our Goose Creek Railroad. The most special event took place on November 27, 2007, when a new two-footer was born: Isaac Christian Helton. Isaac’s first two-foot gage ride occurred on the way home from the hospital on November 28^th. Once warm weather arrived this spring, Isaac has spent considerable time riding the rails. So far, he is 100% two-foot gage as the only other train he has ridden was a two-footer in our local park.

Proud parents Matt & Amanda Helton with their son, Isaac, on his first train ride.

As seen in Issue 30 of The Two Footers, we acquired Tuckahoe Valley Railroad’s #93, “the Jeep” and hauled it to Bristol from St. Marys, PA in September 2006. Last year in Issue 33 of The Two Footers, I described all of the mechanical problems that we encountered with the Jeep: Stuck engine, the gauge was too narrow, etc. Well, we worked and worked last year and the Jeep moved under its own power for the first time since being acquired by GCRR on Sunday, July 8^th. The rest of the year was spent “testing” the Jeep--that is just playing with it. We did install the new running boards on the front in September, but no other work was done to it.

Finally, in June of this year, we were able to spend some time working on it. I refinished the top of the hood while Daddy built the hood sides. Later, we installed an air horn, re-installed the headlight and bell, and painted the lettering. Today, all we lack is finishing the cab which includes installing a new control stand and installing the windows.

We start another year off buried in snow here in St. Marys. The B&W is bottled up working inside on two engine rebuilds. The number two diesel had a water leak in the head gasket and is being return to service as I write this (if we can find a new head gasket). Our Brookville number 4 is also torn down receiving an almost complete engine rebuild. We are also making a number ten forty pound frog and trying to get the dash installed in the rail bus. I have to thank Matt Helton, Tom Keenan, and John Hine for sending information. I now have nothing for the next issue and there will not be one if you members do not send anything. I am also afraid to say if there is not enough articles for another issue the newsletter will stop being put out. Also please note my email address change.

Safety Reminder

by Matt Helton

Station Under Construction

By Peter Freeman

News

By Tom Keenan

New Two Footer

By Paul Harvey

Welsh Highland Railway

By John Hine

The Revival of Steele Creek Park RR

by Matt Helton

Update on GCRR #16 “The Jeep”

by Matt Helton

Closing

by Tom Bauer