I am interested in modeling a diesel shed (modern 4 bay type) and I would like to know what goes on inside.If anyone know about the servicing schedule that would be great.Thanks
Depends on several factors. The simplest form would just be protection from the elements and vandalism. I would expect some minor maintenance possible dependent on railroad rules to include minor lubrication and inspection and possibly having someone from the main shop stop by to switch out minpr components. Any inspection pits installed? then you can go a lttle deeper into the maintenance aspects. most railroads send their engines to a specific location for monthly inspections so they can concentrate parts specific to that engine.
Not only that, some rrs send locomotives from certain manufacturers to specific facilities for inspection and maintenance; i.e. EMDs to one location and GEs to another.
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The typical diesel shop interior allows for access on three levels: the main floor, raised platforms at the frame or walkway level, and pits between the rails. You can see this in a photo on page 56 of “The Model Railroader’s Guide to Locomotive Servicing Terminals,” by Marty McGuirk, published by Kalmbach Books. Other facilities would include a drop table for replacing wheelsets or complete trucks, and an overhead crane capable of lifting engines and generators. Diesel locomotives tend to spend little time inside such shops except for monthly inspections, running repairs, and major overhauls. It’s more typical to service diesel locomotives at outdoor or partially covered servicing pads to prepare them for their next assignments.
so long,
Andy
good question
checkout the photos http://www.rr-fallenflags.org/atsf/atsf.html scroll down good shop pics local in Cleburne Tx
Concerning diesel s and their servicing, about when (on a class one road) did the switch take place to diesel style houses and away from the roundhouse? Did the RR’s wait till a roundhouse need to be replaced or did they see the value of changing to the new style bldg. before that? Thanks. Bob T
RT,
I’m not authority but based on books I’ve read as well as looking at many photos, seems like in the 1950s, many roads were building new diesel servicing facilities. Roundhouses declined steadily, but some were still in use in the late 50s as roads like Pennsylvania hung on to steamers a little longer.
Economically, diesel servicing buildings occupied much less land and didn’t require turntables, though a few had transfer tables. Diesels could be parked outdoors in any type of weather.
The challenges of harsh winters in northern climates brought along the use of heating units to help prevent the diesel fuel from to turning into “jelly” in extremely cold temperatures. After servicing diesels some railroad maintenance crews would let locomotives continue to idle in sub-zero temperatures for hours as a pre-caution.
Hope this helps!
Most roads had various designations for repairs, At SP a R1 was light repair to a compleat strip out R8 of engine, trucks and all air and electrical rebuilding it to new specks. I only worked R7s and 8s
Western Pacific (where I served a machinist apprintiship) used letters. a T was a turn( fuel sand inspect for defects on a daily basis, (a final air brake systems check, before the inspector would release it for service). Usualy two turn men woul work closley with the engine inspectors to make quick repairs, brake shoes, loose binder bolts, brake travel. Repairs were usualy made before the inspector could get them wrote up in the engine journals at the office.
An FS is a Full Service every seven days, went into the shop for filters, ring and liner inspection (took about ten to twenty minits) crator compound ( gear lubricant) to the traction motors, Oil viscosity check. . As well as the T work above.
Each month MO a federal monthley inspection and needed a maintainance pit to inspect uner the trucks.
This repair is longer and a bit more complex as its a T + FS+MO work.
Each six months a simi annual insp (SA)and repair, the unit was dead for a day or two. Air brake work, and future repairs could be made at this time, lets say the #2 driver was getting close to a thin flange, what better time to schedule a traction motor change out. The air compressor was orfice tested, The ring inspection was mor intense, rocker arm wear, valve lash and ring wear measured as well as a crank case inspection.
Each year an annual was compleated, this is the above combined with further test and repairs such as a hydro and hammer test on the main reservours. This can be modled with a pipe stand along side the fuel tank so that the air tank can be rolled out to see the back side of it.
If you wi***o model repairs, perhaps a cheep dummy locomotive, a 567 prime mover mounted inside and a few doors, so that they are folded back exposing the engine inside. If you
I remember seeing (and visiting) Boston and Maine’s steam and diesel facilities in Boston when I was MUCH younger. They had both working at the same time. Many roads converted former steam facilities into diesel shops/facilities. One that comes to mind in this regard was on the Lehigh Valley at Sayre, PA. BIG building that dwarfed Alco C628s!
For Antonio FP45 - I know that you, like me, are an NH fan. There are some good service area shots in Peter Lynch’s recently released book on the NH. I’m sure you have seen it, but just in case…
For jwar - how long was your apprenticeship? Who signed the inspection cards? BTW, it takes about 1.5 yrs. to train our folks.
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