From The Shop at the MCRR

What's Happening to the 9? (Late November Edition)

2011-11-29T16:22:00.001-06:00

The following pictures and text are from Phil Reader (used here with permission), Project Manager of #9's upgrade to Federal Railway Administration "Form 4" standards.

July 3: "Work on the 9 is on going this week. The tender's truck was pulled out for cleaning and inspection."

July 5: "Today, the new superheater flues for 9 arrived."

July 13: "This past week, a few new 'goodies' for the 9 arrived. We ordered new valve rod packings and new stuffing boxes for the 9. The old ones were worn out and needed replacing."

"Despite my head injury, work is still progressing on the 9. Here is a snap shot of the two new firebox corner patches that we formed. Also these past few weeks, Norman Comer has been working on the boiler."

July 15: "Here is a comparison shot of the original section of the crown sheet that was cut out and the new patch that will be welded in. The original section was badly eroded."

"Test fitting the new crown sheet patch on the 9's firebox."

July 29: "This past week we got the 9's tender truck cleaned up and back under the tender. At this time the 9's tender is back together and is ready for service. Now, if we could just get the locomotive to that point!"

August 11: "Another boiler patch."

"Work on the 9's boiler continues. Norman Comer is fitting up the new corner patches in the fire box."

August 12: "The West Side Lumber Co. (and the MCRR) used 3/4 size couplers. The 3/4 size is too small for the Loop operation. One of the needed projects for the big three truck Shay is fitting up full size couplers. Here is a test fit of the new front coupler for the 9. I am currently working on the back coupler.

"The 3/4 couplers will be stored and given back to the MCRR at the end of the 9's lease here at the Loop."

"Ethan and Norman working on fitting up boiler plate for the 9."

August 16: "Bob Woodring is boring stud holes for the new steam dome lid for the 9. The one that is to be replaced was deemed too thin for the FRA calculations, so a thicker lid is being made."

August 19: "This week the big number 9 was fitted up with it's new full size coupler. There are still some minor adjustments to make but it will work just fine."

September 26: "The 9's boiler is still the main issue in getting it back into service; progress has been made. In the past few weeks Norman Comer has been fitting up patches in the firebox and he has also hammered in about twenty staybolts.

"At the same time Colorado boiler has been here at Silver plume doing lots of welding. There is still lots of work ahead of us before the 9 will see service on the Loop."

October 3: "Bob Woodring has spent the last week machining the new 'Belly Braces' for the 9. When Norman comes back in a few weeks, I will help him rivet them in place."

"Ed and Ethan of Colorado Boiler spent the day welding on the 9's boiler. Good progress has been made."

October 12: "Although we are still waiting to get the 9's boiler completed, there has been some other work going on. Bob Woodring has been machining the new big end brasses."

October 28: "While the boiler is being worked on, Bob has been machining the new big end brasses and getting them prepped in order to pour fresh babbit."

"During my trip to Colombia, Norman, Ethan and Ed were busy working on the 9's boiler. Norman has done some fitting of the belly braces in preparation for riveting while Ed and Ethan continued to weld other replacement boiler shell and firebox sections."

November 9: "As usual, work on the 9's boiler is on-going. The belly patch is almost completely welded in.

"We found it necessary to (once again) remove the throttle. In reality, this will become a yearly chore so we built a reusable mini gantry that fits on top of the steam dome. This rig will make the removal of the throttle much easier to do. The folks at the MCRR had the luxury of a gantry crane to do this task."

November 12: "Yesterday, Jeff, Will, and I built a rig to melt the babbit. The rig worked perfectly! Next week we plan on pouring the new big end brasses for the 9."

November 29: "Progress on the 9: Yesterday, Bob, Jeff, and I tined and prepped the new big end bearings in preperation on pouring the babbit."

A look back to 1976

2011-11-11T12:33:00.001-06:00

These pictures were taken in 1976, when the water tower was on the south side of McMillan Park.

The 6 was "sick" and the 2 was MCRR's main pulling power.

A production group was in town taking pictures for a John Denver TV special. They came to "Organic Central" (our farm) and took pictures of the cattle drive.

Then we hauled some down to MCRR for shots around the engine with Stan Mathews as the engineer. I'm not sure who the fireman was but we can't see him anyway.

My father is on the horse and I am on the ground in costume.

Henry H. is the guy standing along the fence at the back, holding onto it in case there was a stampede.

Steve B. is the skinny black haired guy standing to the left inside the fence.

The rest are members of the production crew. They were taking the pictures with the train as a silhouette so the light is not right for the people's faces.

-Nelson S.

The MCRR's "New" Boxcar

2011-10-05T19:52:00.000-05:00

Ever since the refurbishing of the two DRGW flatcars in the first half of 2008, a few members of the MCRR have been "gnawing at the bit" to continue the acquisition of (usable) freight train rolling stock. (For the record, we do have some other freight train elements but very few usable pieces.)

In conjunction with the Georgetown Loop Railroad, the MCRR struck a deal where we traded two of our "other" flat cars for one of their box cars. The GLRR desired the flat cars for conversion to passenger cars -- probably open air cars -- and we had the desire for additional storage and items for the freight train -- see above. In mid September, volunteers of the MCRR along with the ability to use equipment from Anderson Tooling of Fairfield, IA, executed the trade.

In an interesting juggling act, the flat cars were moved from their various locations around the MCRR's yard an onto the low-boy trailer from Anderson Tooling. The first order of business was to place rails on the trailer and on one of the flat cars.

Once the rails were installed, the flat car without rails was pushed onto the trailer. The trailer was positioned in front of the flat car with rails, and the rail-less flat car was pushed off the trailer and onto the railed flat car. (Got that?) Now, with the two flat cars piggybacked, the stack was pushed back onto the trailer. How simple!

The rail-less flat car onto the trailer.

Positioning the trailer in front of the railed flat car.

The rail-less flat car on top of the railed flat car.

Pushing the two flat car combination onto the trailer.

After loading the flat cars and spending several days tinkering with the package, the driver and helper, Matt C and Dan H left for Silver Plume, CO. Here, the truck is paused at a stop on the east slope of the Rocky Mountains.

Now the process is reversed. Pull the combination off the trailer, remove the top flat car, and so on.

Moving the box car onto the trailer in anticipation of the trip back to eastern Iowa.

Unloading the trailer in front of the recently painted MCRR shop.

The trailer is unloaded and the box car rests in the east bay of the shop.

While at the GLRR, Matt and Dan could not refuse the offer to operate the 12 -- the Baldwin 2-6-2 which will be coming to the MCRR sometime next year.

-steam.airman

pictures courtesy Matt C.

August 2011 Work Weekend

2011-08-20T20:58:00.011-05:00

Only a few more days until the 2011 Old Threshers' Reunion! You would have a hard time telling it from the casual attitude of the MCRR staff -- the cliche, "been there; done that" applies.

For starters at the August 2011 work weekend, a volunteer called to my attention this framed shot of the 6:

So much for the fun stuff...now to the tasks accomplished.

Last year, the boiler was removed from the 1's chassis for a closer look at the boiler mounts and other items hidden by the boiler. The boiler had been fastened to a DRGW flatcar since that time. One of today's chores was moving the boiler back to where it belongs (hahahaha...and not the scrap yard!).

The Pacha Crane Service crane, operated by Steve Pacha, owner, positions itself near the chassis - flatcar consist.

The MCRR staff assists Steve switch the crane's hook to a pulley/hook combination for lifting the heavy boiler off the flatcar.

Dave O. hooks some of the wire cable slings onto the crane's hook mechanism.

Positioning the slings near the boiler.

Fishing the slings under the boiler.

The powerful crane easily lifts the boiler from the flatcar.

A twist of the crane's base and the boiler is positioned over the chassis. Brian B. wonders about those safety shoes of another volunteer who is pushing the boiler into position. Steel toed sandals?

Within a few seconds the boiler was in position on the chassis.

Once the boiler move project was complete, the crane was moved to the west lot storage area. We needed to move a late 1800's turntable to repair a broken section of fence. Several members assisted Pacha Crane Service to remove the rails from the main turntable support beam.

Not satisfied with supervising the boiler move, Brian B. supervises the lifting of the curved turntable rails from the main support beam.

Holding one of the sling ends, Brian B. awaits the repinning of the slings for further lifting of turntable parts.

The main support beam's pivot point is lifted away from the beam.

After much ado (and a swap of cranes!) the main support beam has been moved about 5 meters from its original position towards its new resting place.

MCRR President Matt C. relays a message to the crane operator.

-steam.airman

It's a Good Sign!

2011-08-11T10:43:00.006-05:00

In the past 10 months, several strong storms had changed our name from the "MIDWEST CENTRAL RAILROAD" to the "WEST CENTRAL RAILROAD", the "WEST CENT AILROAD" and finally to " ". (Well, the final change had some human assistance.)

Besides painting the shop building, the MCRR decided on a new sign with text and our logo for the north wall.

The middle portion of the sign...

The tail end of the sign, along with the trailing logo, is added to the already installed center portion.

Matt C. and Dan H. install the front portion of the sign.

The finished sign.

-steam.airman
Photos courtesy Matt C.

Red not Yellow (updated 08 Aug 11)

2011-08-06T20:21:00.009-05:00

Attention!

On your next visit to the MCRR -- don't be surprised if you drive past the MCRR Shop before you realize it.

This past week, the MCRR had contracted to have the shop building cleaned and painted. Instead of the chalky yellow of so many years, it is now red, matching the South Station -- and does it look sharp!

Here is a view from about 250 feet north of the shop facing south, which shows the building's north side. If you look closely, you can see the D-9 on the pit track and perhaps the Model "A" fireman's car on the middle track.

Standing about 200 feet north east of the shop looking towards the south west.

In a position very close to the above spot, this picture is facing due south showing the building's east side. For those that have "been here before" do you notice something missing? The thicket to the north of the entryway was removed -- partially for access to the wall for painting and partially because small animals used to get lost in there, never to be seen again!

One of the painters.

Wow! They even painted the fireproof cabinets. The cabinets used to be a weathered aluminum color.

This view is standing about 200 feet east of the building facing west showing the building's east side and main pedestrian entrance.

Standing southeast of the building facing northwest. This is a view of most of the building's south side.

This one may be a bit hard to make out; atop the freshly painted flag pole (see the Fourth of July entry) is a 36" American Eagle.

After the bulk of the building's painting was complete, the crew returned to paint the trim.

Trim paint completed, here is a view from the street west of McMillan Park looking towards the southeast.

The crew painted the hopper and tank cars. They had become rather "weathered" over the years and needed attention. The spur is along the west side of the shop building. This and the next view are looking east towards the building's west wall.

This is the shop building's pedestrian entrance on the east wall. The deep green trim paint is evident on the door and canopy over the entryway.

The painting was performed by Cooper Gutter Service. Many thanks go to them for a professional job completed in a timely manner.

-steam.airman
Pictures courtesy Matt C.

July 2011 Independence Day "weekend"

2011-07-28T14:54:00.007-05:00

July often gets the benefit of two work weekends; the weekend surrounding the "second Saturday" and the weekend closest to the country's Independence Day celebration. The blogger was there for the latter therefore there is lots of photographic evidence for that event -- but not so much for the former event.

With the painting of the shop imminent, it was noticed that our 50 foot flagpole looked dismal. After many years of service, the paint was either rusted through or dulled so much that it detracted from the appearance of the north yard.

On Friday night, several MCRR members dropped the pole to horizontal. The original installers recognized that occasional maintenance was necessary and fabricated an easy to use tilting base plate. Using the Case backhoe, it was an easy task to lay the pole over. Darkness prevented doing anything more than laying it over. The rest of the work had to be delayed to Saturday.

A particular nuisance to getting the pole away from its base and the base away from its concrete mount was the thick hedge that had grown up over the many years. Paul K. uses a large pruning shears to gain access to the base's mounting studs.

With the hedge cut down to size, Dallas K. and Paul K. discuss the next step in the pole's removal. Notice the shop's north face in the background; the "MIDWEST CENTRAL RAILROAD" sign is totally gone. Have a look at the previous blog entry and you will see why!

The staff used the skid-steer to pick the pole off the base and scoot it over to the shop. Once it was partially in the shop, the pit track's overhead crane was used to move the pole around in the building.

The base was as nasty looking as the pole. After the base was removed from the concrete mount, Wayne P. used the shop's sand blasting equipment to get the base ready for painting.

Meanwhile, the Six needed a bath to remove the winter's dirt, so it was an opportune time for Dallas K. to use the power washer.

One of the projects awaiting personnel was the repair of the D-9's torque converter. In this picture, the torque converter had been removed from the engine assembly.

The blogger's paint equipment is spread out over the main shop table. That's a DeVilbiss "HVLP Finishline 3" gravity feed spray gun awaiting a load of ... Zimmerman's peanut butter? What's going on here?

The base and pole were coated with Valspar self etching primer.

This long view of the flag pole shows how much it drooped while in the "spray booth." The pole consists of what looks like 5 sections of Schedule 80 pipe welded together.

With the self etching primer complete, the pole and base received two coats of Valspar two part polyurethane paint. Look closely at the color; what else is using this paint?

Another project with high priority was the repair of the air brake pipe support, hand rail, and steps on the "Quinn Coach."

Sometime last year, the air brake pipe had broken loose from the support which let it dangle a bit to close to the ties and rails. It had received a temporary patch when first discovered, but something more permanent was "highly recommended." The hand railing was pulling away from the coach wall. The steps needed repainting.

Paul K. removes the hand railing from the coach in order to repair the wall and re-attach the railing.

While Paul K. works on the railing, Dallas K. removes the broken support bracket for the air brake pipe.

The blogger heats what will eventually become the new support bracket. Heating is necessary to bend the steel strap to the appropriate shape.

Dallas K. test fits the strap on the end beam of the coach.

Later in the afternoon, Matt C., Roger R., and Braden G. discuss what is necessary to fix the leaking o-ring in the D-9's torque converter. (Notice how clean the work table is for the torque converter repair?)

-steam.airman

What's Happening to the 9? (Late June Edition)

2011-07-01T18:12:00.009-05:00

The following pictures and text are from Phil Reader (used here with permission), Project Manager of #9's upgrade to Federal Railway Administration "Form 4" standards.

May 4: "While we are waiting for the material to arrive, the work on the #9's boiler has slowed down from the pace in the past months. Gary spent the day re-drilling the stay bolts. Calvin worked on putting braces back on while I spent the last day and a half lapping in the ground joint for the auxiliary steam dome, located on the boiler in front of the cab."

May 12: "Meet Norman Comer. Norman will be helping us rebuild the #9. In Norman's career, he has worked on many steam locomotives including the U.P. 844 R.C. #7 and #2 (W.S.L.Co. #7 & #3) and was the one most responsible for the rebuild of the Sierra #3. Norman is a native of Tuolumne CA and the West Side Lumber Company is his heritage.

May 20: "Work on the big #9 Shay is progressing. This last week Norman Comer has been working hard fitting up the new sheets in the boiler."

May 26: "Work is continuing on the #9. Norman Comer has been a big help in fitting up the new boiler sheets. As you may know, Norman is native to Tuolumne, CA, where he will soon be returning. Many folks of Tuolumne are very proud of Norman for helping to preserve a small piece of the West Side Lumber -- and of Tuolumne."

June 1: "The throttle body on the #9 was installed. As part of this project, the ground joint between the dry pipe and the throttle body was lapped in and a new 'U' bolt was fabricated. These updates should resolve some of the problems the staff of the MCRR would often have."

June 3: "I made an interesting discovery while cleaning up the #1 line shaft. The pinion gears and possably the line shaft is a replacement made by C.M. Lovestead of Seattle, WA. Lovestead was still making parts for logging locomotives as late as the 60's and 70's."

June 9: "While the boiler is being repaired, I have been grinding fresh seats in the Superheater header manifold unit. This is a very slow and tedious job. As you can see from the picture, it is a very uncomfortable job."

June 10: "This week, Bob Woodring made a new mandrel for pouring babbit for the new big end brasses #9's steam cylinders."

June 16: "The staff of Colorado Boiler removed a small section of the #9's crown sheet (the top of the firebox). A new patch will be fitted and welded in place along with four new flexable stays."

June 16: "Calvin and Will reinstalled the boiler brasses on the right side of the #9."

June 22: "Norman just fitted up the smoke box flue sheet plug patches. These plugs are replacing the four 'dead ended' flues. Welding proper patches in place is a permanent fix and is far superior to the old dead ended flues which often sprung leaks and had to be repaired."

June 23: "The new superheater pipes arrived. Much effort went into building them and they look great! 'Thank you' to Bob and Jason of Historic Machinery Services.'

June 2011 Work Weekend

2011-06-27T20:30:00.008-05:00

The warm weather has been bringing a larger number of volunteers to the MCRR for the monthly "work weekends." More volunteers = more tasks completed!

We focused on three projects:

1. Removal of the D-9's engine to gain access to the torque converter.
2. Replacement of the ballast in and around the rails leading into the machine shop portion of the MCRR's main building.
3. Removal of some damaged hoses on the Baldwin 2-6-0, the "6".

+++++++++++

1. D-9.

As written in the May work weekend blog entry, besides the D-9's repainting, an o-ring within the unit's torque converter needs to be replaced. The original plan was to disconnect the coupling on the rear flange of the torque converter, remove the rear engine mounts and simply tilt the engine to allow remove the torque converter.

Most critical in this scheme was the removal of the torque converter's rear flange once the engine was tilted. The mechanics working on the project determined that the flange would not break free therefore the decision was made to remove the engine/torque converter assembly.

Braden G. and Roger R. are disconnecting various wires, hoses, and other bits of mechanical trappings on the D-9's engine.

Wayne P. and Braden G. discuss the next step in the engine's removal.

Roger R. removes one of the front engine mount bolts.

Wayne P. watches while Roger is removing the front engine mount bolts.

With all the trappings removed or disconnected, Braden G. operates the overhead crane. It was still thought at this time that the torque converter's rear flange would slip off, making engine removal unnecessary.

After discovering that the flange was not ready or willing to be removed, the decision was made to lift the engine from the D-9's frame. The severe tilt of the engine was not necessary for its removal, instead, it was a remnant of the tilt necessary for the flange removal. And, if you are curious, yes, it did making removing the engine a "challenge."

The engine, clear of the D-9, is moved to a secure place on the shop floor.

This is what an engine-less D-9 looks like.

This is what the D-9's engine looks like away from the confines of the frame.

+++++++++++

2. Ballast.

While some volunteers were overcoming the torque converter's extraction others were digging the old ballast out of the track leading north from the machine shop door.

Griffin W. operates the Case Backhoe which greatly reduced the time typically needed to remove old ballast.

A bit of manual labor is always necessary on any project and especially when it comes to track maintenance.

Dallas K. uses the skid steer to bring gravel to the work site.

+++++++++++

3. 6's hoses.

While the other two major projects were occurring, John G. removed the damaged lines connecting the 6 to its tender.

Caught in the act of actually working.

-steam.airman

May 2011 Work Weekend

2011-06-22T20:48:00.009-05:00

Despite this blog entry being a month late, we DID have a May 2011 work weekend!

Two major things took place: a) creating a "show and tell" item for the upcoming Board of Directors meeting and b) moving a horizontal boring machine and electric "pickup truck" from Anderson Tooling Incorporated and Fabrication and Construction Services, respectively, of Fairfield, Iowa, to the MCRR shop.

The MCRR's D-9 has been in restoration for several years. With the MCRR's 2-6-0 number 6 being in "kit form" due to the boiler repairs, we felt having an additional locomotive to the 9, 16, and diesel 14 would be prudent. Starting in the summer of 2009, the staff installed a new torque converter housing to resolve a severe leak. The replacement housing task was successfully except for a small O-ring which failed causing a leak at a different spot! Numerous other projects intervened causing the D-9's refurbishment to stagnate. Perhaps 3 locomotives would be sufficient after all?

Fast forward to 2011. With 6 running but having the Shay number 9 in Colorado, the urgency of an additional locomotive has increased and the D-9 has been pulled from the back burner (is that a coal burner or an oil burner?) to "main task" status.

Substantial refurbishment work had been accomplished in early 2009. Besides replacing the torque converter housing, the 2009 effort included repair of the badly rusted areas, removal of most of the paint, sandblasting and painting numerous body panels, and installation of a train brake system.

Over the months since the project started, a major unanswered question was "what color should we paint it?"

Under the rust splotches, the D-9 appeared to be "construction equipment" yellow. Let's paint it yellow.

The D-9 is nearly the twin of the Plymouth diesel switcher, the 14. Let's paint it black and white just like the 14.

As we were grinding the old construction yellow paint off the cab, a green color appeared between the yellow paint and the original primer. "It must have been green when it came from Plymouth Locomotive Works" so let's paint it green.

It was even said, "he who holds the spray gun chooses the topcoat color."

In a combination of several of the above possibilities, the holder of the spray gun and several others decided on green, the color uncovered while grinding the old paint off the body.

Mr. Spray Gun then thought having a completed piece -- in this case, a door -- for the upcoming MCRR board meeting would convince everyone that the right choice had been made. Hmmmmmmm...30 minutes to finish the door's preparation, 30 minutes to prime, 30 minutes to apply the top coat. Yes, I think that's funny too! The imagined 1.5 hour job took closer to 7 hours (surprise) but the results were worth the time spent.

The "ready-to-paint" door was set up for final preparation. It was at this time that the staff noted lots of surface rust, numerous spots of paint had to be removed, the entire back side was untouched, and the window and door latch needed to be masked.

With the outside surface completed, removing the inside surface's paint began. Besides the old paint, there was a large amount of adhesive everywhere which had been used to secure sound deadening materials within the cab.

Scraping the narrow portion surrounding the window.

Everything masked, surfaces sanded and cleaned, the door is hung from the overhead crane for painting.

The first coat was a self-etching primer.

With the door painted green, it was moved close to the D-9's cab where a portion of the hidden green had surfaced. Click on the picture and you can see the little spot on the cab matching the freshly painted door.

The completed door. ("Uhhhh...isn't that John Deere green?" "No.")

The painting was Friday. Saturday's main thrust was preparing the machine shop for a horizontal boring machine donated by Anderson Tooling of Fairfield. By shifting a few machines into different positions, a large area was cleared for the incoming machine.

We used the skid-steer to push the lathe to the south.

Some cutting oil had leaked from the lathe. Using clay oil absorbent, the puddle disappeared.

The horizontal boring machine on Anderson Tooling's flatbed truck

Besides the boring machine, the ATC flatbed also had Fabrication and Construction Services' electric pickup truck. Here the MCRR members prepare to remove the pickup truck from the trailer.

The forklift easily handled the pickup truck.

With the boring machine partially on the floor and on some dollies, the forklift pushed it into position in the machine shop.

Inches from its final resting spot.

-steam.airman

What's Happening to the 9? (Early May Edition)

2011-05-03T21:19:00.005-05:00

The following pictures and text are from Phil Reader (used here with permission), Project Manager of #9's upgrade to Federal Railway Administration "Form 4" standards.

Mar 10: "One of the cool things we found while inspecting the locomotive is a Lima 'job number' stamped on the inside of the #9's boiler. The number stamping was in pristine condition."

"We started to ultrasound the #9 dry pipe. So far, the numbers look good. If all goes well we should start laying out the grid on the boiler tomorrow or Monday and then start on the ultrasound thickness testing of the shell."

Mar 14: "Today was spent laying out a 4" grid pattern on the #9's boiler. This pattern will be used during the ultrasound thickness testing of the boiler. A measurement is taken at each intersection and recorded in the 9's 'official record.' "

Mar 15: "Last week, Calvin removed all of the manifold studs from the #9 boiler. This job was necessary because the originals were worn out and not usable. New ones will be made and installed soon." (editor's note: the next 4 pictures were taken over a period of a month -- March 15 through April 19 -- and are grouped here due to their related subject matter.)

"Today we removed the boiler braces off the right side of the boiler for descaling and inspection. In the morning we plan to continue the ultra sounding of the boiler's shell."

"After many hours, the new steam manifold studs were installed in the #9's boiler."

"Meet Ed Kalmbach; Ed is the owner of Colorado Boiler Repair and is our expert boiler man on this project. Ed is seen here welding the studs in place."

Mar 21: "This is the #2 ring gear. We spent most of the day cleaning and inspecting the front truck. There were loads of grease packed in between the wheel spokes."

Mar 25: "This week was spent doing the tedious job of running the ultra sound thickness testing unit over a 4" grid on the boiler. Each measurement was written on the shell and recorded."

Apr 06: "During our 'discovery phase' we found that one of the left side boiler brackets on the #9 was badly cracked. Our plan is to 'V' out the cracks, heat the casting, and then braze it back together. Once it is brazed it will be cooled very slowly to 'normalize' the casting."

Apr 07: "Meet Jeff Badger; Jeff is the current C.M.O. for the Pacific Coast Railroad and a long time steam man. Soon Jeff will be working full time at the Loop. Jeff is already a member of the Steam Team that will get the MCRR's big Shay #9 back in service."

Apr 12: "Calvin ran the ultrasound numbers on the #9 backhead. So far so good! There is still plenty of work ahead for the Silver Plume shop crew."

Apr 14: "Here are the new patterns for the main rod big end brasses for the #9. The original brasses were worn out and cracked. We will have the new brasses cast, machined, babbitted and properly fitted. If all goes well we should be able to get rid of 2" of shims."

Apr 17: "Here is a real artifact from the West Side Lumber Company. We found a section of a saw blade used as a shim under the #2 line shaft brass. This 'find' is not unique as I have seen this same thing done on WSL's Shay #7 'way back when.' "

Apr 18: "It was a busy day in the shop today. The lower portion of the front tube sheet was removed from the #9's boiler. Procedures for the boiler repair work are in place so now the repair work can proceed."

Apr 25: "The #9's draw bar was found to have some issues that needed attention before it could be placed back in service. This is what it looks like after the repairs."

Apr 27: "While work on the big #9 has slowed, it is still being worked on. Some of the brackets are going back on the boiler. This afternoon We installed the fireman's side boiler steps. Having the steps in place will make it a lot safer for the crew to climb up and down the boiler."

-steam.airman

April 2011 Work Weekend

2011-05-03T15:00:00.006-05:00

In February it was too cold and snowy to do anything useful; this time it was too warm and sunny to do too much work. Everyone wanted to be outside enjoying an "above average" day.

The rolling stock was moved around during the morning, primarily to get a flatcar next to the tender of the 1. Why bother? The "plan" is to send the 1 to Colorado for refurbishing at the shops of the Georgetown Loop Railroad. Presuming the MCRR's 3-truck Class C Shay is pulling trains, the same flatbed tractor-trailer that carries the 1 to Colorado will bring their 2-6-2 number 12 to Mount Pleasant.

So, back to the reason for the flatcar next to the 1's tender: hardware removed from the 1's tender is placed on the flatcar. This way, we can move the flatcar somewhere else and get the entire load of removed parts out of the way. Once the space next to the tender is no longer necessary, the flatcar can be brought back.

...and why are we removing hardware? Since we are paying for the 1's restoration, it makes sense that certain elements of the work are done locally to reduce our cost. In addition, we need to start finding all the parts from the 1 and getting them to one place in time for the shipment.

The main thrust of the day's effort was to remove the oversized fuel tank from the tender. Jerry C, Steve R, and Braden G. are standing on the tender plotting what needs to be undone to get the tank off the tender.

With a few people standing on the top of the tender, Brian B. and Roger R. disconnect the fuel lines from the tank while Dan H. watches the progress.

Brian B loosens a fitting on the fuel line.

This scene is reminiscent of ants crawling around a chunk of food, removing morsels to take back to the nest.

Dylan D. searches for a large combination wrench for those perched on the tender.

Roger R and Braden G discuss the next bolt that needs removal prior to lifting the tank off the tender.

Most of the tank's attaching points are gone and the tank is almost ready to lift.

Oops...one more pipe to be removed.

The pipe resisted removal! As a vertical piece was loosened, it seemed to get tighter. The problem was traced to not having a union along the pipe's run. Loosening it from one fitting tightened it in another fitting.

It looks like a cow birthing a calf! The tank is being hoisted out of the tender.

A close look at the modified tank after its removal from the tender.

The tank was sitting on a few boards

A view of the tender without that ugly extended tank protruding from the top. Our guess is that during the engine's conversion from coal to oil, it was determined that a flush mount tank wouldn't carry enough fuel to rove very far from the fuel depot. The solution was to add the 15 inch upper portion.

-steam.airman
Photos courtesy Steam.airman and Braden G.

Who's Working on the 9? (updated 13 Mar 2011)

2011-03-10T10:10:00.007-06:00

Project Manager Phil Reader isn't working by himself on the 9's renovation. Phil has been posting pictures and short biographies for the others working on this project.

"Meet our Road Master Mike Squibb. Mike is a long time looper and railroader. Mike is in engine service and is one of our steam guys in the shop helping with the #9."

"Meet Calvin Ramshure. Calvin has been with the Loop for a little over a year. Calvin is in engine servce both in steam and diesels and he is also one of our shop mechanics."

"Meet Don Cummings. Don originally started with the G.L.R.Inc. back in 1998. Don is in engine service as a steam fireman and is currently part of the shop force working on the big #9."

"Meet Gary Easterling. Gary has been a long time 'Looper' having started with the G.L.R.Inc. back about 1989. Gary is one of our regular engineers and a lead mechanic for our steam program."

"Meet Eric Dowty. Eric is a career steam railroader and some what of a 'Boomer.' His list of steam railroads he has worked for includes the Golden Spike National historic site, White Mountain scenic Railroad, the Heeber Creeper and the Durango & Silverton. Eric got his steam start with an 18" gauge former Venice miniature Railway locomotive #1, at Legg Lake Ca. in the early 1970's. Eric is currently our painter in the shop.

Project Manager, Phil Reader.

-steam.airman.

What's Happening to the 9? (Mid March Edition)

2011-03-07T10:38:00.014-06:00

The following pictures and text are from Phil Reader (used here with permission), Project Manager of #9's upgrade to Federal Railway Administration "Form 4" standards.

To summarize what is occurring, the three truck Class C Shay, West Side Lumber #9 will become the primary locomotive at the Georgetown Loop Railroad in Silver Plume, Colorado. The locomotive is made available to the GLRR through a lease agreement with us for a period of approximately 7 to 10 years.

Besides the GLRR getting #9, the MCRR will become custodian for the GLRR's Baldwin 2-6-2 Kahalui Railroad number 12, and the MCRR will commission Phil Reader's staff to return to service MCRR's Baldwin 2-8-0 Coahulia & Zacetecis Railway number 1.

For those curious about Mr. Reader, he has made a career working on Shays, and in particular West Side Lumber Shays. Phil is looking forward to working with the #9, as is the entire Silver Plume Shop force. Everyone in the shop is really jazzed about the renovation of the WSL #9. They assure us that they will take care of it like it was their own. Concurrent with the renovation of MCRR's WSL #9, Phil is also working on the WSL Shay #12 and is working on plans to return the WSL #14 to service at the Colorado Railroad Museum.

Here is a shot of project manager Phil Reader sitting on the front of the 9. Look closely: the upper flues have been removed from the flue sheet.

From the weeks leading to #9's arrival at the GLRR shops through the present, Phil has been posting short progress reports on his "social networking page." When appropriate, I've added a few of my comments to Phil's postings.

Jan 23: "The winds of change are blowing and something big is about to come my way..."

Jan 27: "OK, I think it is now safe to say that a big Shay is coming my way! A deal has been reached with the Midwest Central Railroad of Mount Pleasant, Iowa, and the Georgetown Loop for the former West Side Lumber Co Shay #9. The #9 should be arriving some time early next week. It is a lease agreement.

"The GLRR's little Kahalui #12 will be moving to its new permanent home in Mt. Pleasant. It will be moved sometime around the later part of July

"This also means that there will be four West Side Shays in Colorado. If I have my way, three of them will be serviceable and running this year. The #9, The #12, and the #14."

Jan 28: "The plan is that the West Side Shay #9 should arrive at the Georgetown Loop on Monday. That is of course if nothing goes wrong with the move."

Jan 31: "For everyone who wants to know, the West Side Lumber Shay #9 is held up by the Colorado DOT at the port in Dumont. Hopefully it will arrive tomorrow -- weather permitting."

Feb 01: "The big Shay #9 finally arrived at Silver Plume today, however the freezing weather and frozen equipment prevented us from unloading it. Perhaps tomorrow!"

Feb 02: "The big #9 Shay is finally on its new home rails. It only took all day with ramp rails breaking from the cold. Tomorrow the real work begins."

Feb 07: "We started the 'undressing' of the big Shay. This is necessary to properly map out the thickness of the boiler as per the F.R.A. form 4 rules. Have no fear; we are tagging and documenting everything as we go."

Several of Phil's staff prepare the sand dome for removal.

Feb 08: "The jacket and lagging removal from the #9 continues. Today, all the outside jacketing and some of the lagging has been carefully removed from the fireman's side of the boiler. More of the same tomorrow."

Feb 09: "Another cold day today. Work continues on the #9. About 80% of the boiler lagging has been removed."

Feb 10: "The Silver Plume steam guys finished removing the jacket and the lagging off the West Side Shay #9. So far so good."

Feb 11: "Being a Friday, it was a slow day working on the #9. Some needle descaling and some cleaning of parts. We are all pretty tired from this week's hard push."

Feb 14: "The firebox was cleaned and the throttle dome cover was removed for inspection. The flexible stay bolt caps were removed.

"We reinstalled the brake beams on the #2 truck and the front running board braces are going back on.

"Tomorrow we meet with the F.R.A. inspector and the representative from Colorado Boiler. We will proceed from there. Steady but slow. Lots of cleaning going on."

Feb 16: "We meet with the F.R.A. inspector yesterday. Our scope of work on the #9 has increased. The engine set has to come off and the trucks have to be pulled, cleaned, and inspected. It sounds like I will be putting in lots of overtime on this project."

Feb 17: "During the engine set removal, upon further cleaning and inspection I discovered that the big end brasses are cracked and will need to be replaced before the engine goes back in service. This is just par for the course."

Feb 20: "This week work on the big shay #9 will include the removal of the boiler tubes and the removal of the engine set. All this must be done to get access to clean and map the boiler for ultra sounding. It is also planned to start removing the trucks for cleaning and inspecting. This work is all part of the FRA requirements."

Feb 21: "We shifted gears on the #9. We rolled out the #2 truck and spent the day scraping and cleaning the grease and grime off of it. This cleaning of the trucks is an FRA requirement for inspection. I am thankful that they are not requiring that the trucks be disassembled."

Feb 23: "The #2 truck went back under the #9. In the morning we plan to lift off the three big 'motors' off the side of the locomotive. We also will be lifting the big steam delivery pipe off along with the throttle body."

"Here is a picture of the #9's connecting rods after being cleaned. Next is to have new big end brasses cast and machined. The current ones have to be replaced due to cracking. Over the years they have been re machined and overly shimmed out."

Feb 27: "I was asked, 'what did I use to lift the cylinders off the #9?' Easy. I built a lifting link that bolted to the studs for the cylinder head."

Feb 28: "We removed the #1 engine from the #9. We also removed the throttle. Here we see Gary working to secure the throttle for removal."

Mar 01: "We removed all the superheater flues and a little over half the 2" tubes. Gary and Mike removed another 100 plus pounds of grime off the old girl as well."

Mar 02: "Yesterday was a hard, dirty, and tiring day! There will be more days like that before the #9 is back in service"

A view of the firebox, looking through the smokebox flue sheet.

Mar 07: "Gary is directing the action for removing the manifold off the #9. This big casting has not been off the #9 in more than 60 years."

-steam.airman

February 2011 Work Weekend

2011-02-13T16:53:00.002-06:00

Snow.

No, it didn't snow this weekend but it had been snowing in the previous weeks. The tracks and switches were well covered making moving equipment more work than anyone felt like doing.

The volunteers pursued a few small projects such as renovating some of the engine crew upholstered areas of the 6's cab and sandblasting and painting of a new hand brake wheel assembly for one of the two D&RGW flat cars.

The monthly board meeting reviewed the 9's relocation to the Georgetown Loop RR in Silver Plume, CO, and discussed several big projects for the upcoming months.

...and yes, the shop seems empty. We hope the 9 is comfortable in its Colorado home.

-steam.airman

WSL Shay number 9 arrives at Georgetown Loop

2011-02-06T15:20:00.008-06:00

During the last few days of January and first days of February, the Midwest Central Railroad's staff, the Anderson Tooling Company's employees, and the Georgetown Loop Railroad's staff, loaded, transported, and unloaded the MCRR's prize Class "C" three truck narrow gauge Shay locomotive.

Various newspaper articles have appeared in the Mount Pleasant IA (here and here), Burlington IA, and Denver CO newspapers. (You can search those websites for the articles.) The Narrow Gauge Discussion forum has several threads regarding the 9's move to Colorado.

NOTE: The following collection of pictures are from various MCRR and GLRR staff members.

The 9 had been partially disassembled over the early part of January. By late January, all that was left to do was load the 9 onto the trailer and start driving "west."

From the onset, the weather wasn't too cooperative. Many inches of snow and ice had blocked the tracks from the MCRR's shop to the South Station where the trailer was waiting.

MCRR staff clean the rails to prevent the 14 or 9 from derailing.

The diesel 14 pushes the 9 into the east end of the South Station.

A special "track" was built to hold the 9 while on the trailer. There was a special ramp built that would extend from the real track onto the trailer. The 14 had quite a challenge in pushing the 9 onto the trailer.

With the 9 and its tender loaded onto two trailers, the drive to Colorado was about to begin.

Near Des Moines, the caravan exited I-80. A Des Moines-based MCRR member met the trucks and took a few pictures of them entering and exiting the interstate highway.

The trucks are nearing their destination.

Unloading the tender.

Unloading the locomotive.

It looks like the GLRR staff couldn't wait to light a fire in our Shay! Hahahaha -- that is their smokey diesel switch engine, with its stack perfectly in line with our Shay's stack.

Here a few shots of the scenery which the 9 will be traveling. This beats the snot out of the little trestle at the north east end of McMillan Park!

-steam.airman

"Trading History on Rails" (The Burlington Hawk Eye, 1/27/2011)

2011-01-30T09:17:00.006-06:00

From the Burlington Hawk Eye, Burlington IA, USA, Iowa's Oldest Newspaper, published Thursday, January 27, 2011. Republished here with permission of the author, Jeff Hunt, and newspaper.

++++++++++++++++++++++++++++

MOUNT PLEASANT, Iowa - Matt Crull walked into the main building of Midwest Central Railroad next to Museum B at the Old Threshers Grounds and took a second to shake off the cold and catch his breath.

"It looks like I'm going to be busy all day," Crull said.

Crull, president of MCRR, was in the process of making last-minute preparations to ship MCRR's locomotive No. 9 - the Shay - to Colorado.

MCRR, Historic Rail Adventures and History Colorado, formally known as Colorado Historical Society, have agreed to temporarily trade locomotives.

MCRR's No. 9 will be heading to the Georgetown Loop Railroad to pull trains between Georgetown and Silver Plume in Colorado beginning later this year.

"We started this project last July," Crull said. "We're taking part in a whole new concept in tourist railroads in the country. "

Crull said MCRR and History Colorado are, in effect, "marrying" the two railroads in a working relationship. He said History Colorado operates the Georgetown Loop west of Denver, but organizers have a problem with their company.

"They have a beautiful little engine, but it's too small for their operation," Crull said. "They are losing a lot (of business) because they have had to go to a 'reservation-only' type train. They sit right on Interstate 70, so they are missing out on a lot of walk-in traffic."

Crull said the two companies started working together on the possibility of leasing the Shay to History Colorado, as well as Engine No. 1, which is not currently operational.

"No. 1 would be ideal for them once it's restored," Crull said.

Crull said No. 9 will be leased to History Colorado for seven to 10 years. While it's there, the engine will be completely overhauled at History Colorado's expense.

"In the meantime," Crull said, "around the end of July we will be loading up Engine No. 1 and shipping it to Colorado. While we're out there, we will pick up their Engine No. 12, and it will operate here in place of the Shay while the Shay is out there."

Crull said bringing Engine No. 12 to Mount Pleasant will be a homecoming.

"We used to own it at one time," Crull said. "We sold it in 1988 to a theme park in Athol, Idaho, and it ended up back on the market."

Crull said the Shay will be missed, but he is excited about the deal. Once Engine No. 1 is fully restored, a title swap between engines No. 12 and No. 1 will take place.

Crull said the swaps are in keeping with the MCRR mission.

"(The mission statement) is to preserve and commemorate our railway heritage for the education and benefit of present and future generations," he said. "In my opinion, an engine just sitting there stored is not preservation. Yes, it saved it from the scrapper's torch, but preservation is having it out there operating in its glory.

"We are a small operation, and we're not flush with funds. If Engine No. 1 stays here, it will always be a static display. And through this deal, we will end up with the funding to finish Engine No. 2."

Engine No. 2 is in parts on the Old Threshers Grounds, awaiting attention from MCRR members.

Anderson Tooling Inc. of Fairfield and North Prairie Inc. of Mandan, N.D., have been contracted to move the Shay No. 9 to Colorado.

The West Side Lumber Shay No. 9 was purchased by the Midwest Central Railroad in 1966 and has operated on the Old Threshers Grounds since.

2010 North Pole Express: An insider's view

2011-01-24T14:15:00.012-06:00

The previous blog entry ("Scenes from the 2010 North Pole Express") gives the reader an idea what the North Pole Express looks like to the people eager to share the wonder of the holiday season with their children.

This entry gives the same story from the operations standpoint, and more to the point, from the locomotive and shop crew's standpoint.

Before getting into the details of what is done to service the trains and riders of NPE, we do take time to have a bit of fun. Here, Katie B gets a chance to run the 9. She is a bit heavy on the throttle but we think she will work out well. Now, if she could only see over the mechanical steam cylinder lubricator...

On Thursday, the day before the first NPE train, we began preparing the engine for use. The 9 had received a quick "rinse and blow dry" after the last Ghost Train which included removing most of the boiler plugs.

First order of business is replacing the plugs, topping the boiler with water, lighting a fire to warm the boiler, and a city-pressure hydrostatic check.

The 9 was a bit more finicky than usual. One boiler plug had a noticeable stream of water pouring -- and this was before we lit a fire! It was a pleasant surprise that loosening and re-tightening the plug was sufficient to seat it and stop the leak. Often, the plug requires removal which in turn releases the hundreds of gallons of water above it.

With the leak stopped, we tried to light a fire. The process includes running the gasoline air compressor (its battery was dead and then it wouldn't idle), hooking it to the locomotive (the "chicago" style claw fitting failed), and lighting a spray of oil from the burner head (it wouldn't light). Usually, a waste oil soaked rag will light on fire, get tossed into the firebox, and the fine spray of fuel oil will burst into a controlled fire over the rag. This time, nothing. In fact, the "fine spray of fuel oil" actually put out the fire on the waste oil soaked burning rag. Apparently the fuel oil was contaminated with water or some other nonflammable fluid and nothing would get the oil burning. The only path was to remove the contaminated fuel and replace it with fresh fuel from the oil bunker. Only, since it was already late Thursday evening, we decided to wait until Friday morning for fuel swap.

Friday, the day of the first train, started with pumping the contaminated oil into "totes" and adding fresh fuel. After a hundred or so gallons of fuel was added, the fire lit in seconds and we were on our way to heating the water for the hydrostatic check.

The next few pictures show the 9 warming near the fuel bunker and engineer intern Abe C watching the fuel filler hose while standing on the 9's oil tank.

An outside, closeup view of the fire raging inside the 9's firebox.

The warm-up, complete fill up, and pressure test of the 9 went picture perfect. We had the locomotive ready long before the first NPE train which gave us time to do a few light laps. Since this was the first day, the staff at the "North Pole" didn't realize we need ample clearance to get the engine past the parked cars.

Here, the 9 awaits the driver to move their car from in front of the North Pole (a.k.a the south station).

It was a coldish day, so the various places for leaking or venting steam become real obvious as the locomotive passes.

Friday night's NPE trains went story book perfect.

The staff got up early on Saturday to ready the locomotive for second day of the event. Since the engine was still hot from the previous night's use, the gasoline air compressor was not needed to start the fire. We prefer to start it on residual steam, mainly due to the silence of not having the gasoline compressor roaring.

After hooking to the engine to the train, the cab crew pulled the train to the north station for the first load of riders.

A cab crew member visually checks the steam cylinders while waiting at the station.

The train passes the outside of the south station on its way north.

The brakeman and his assistant stand on the rear platform of the caboose.

Something odd occurred while awaiting the riders to re-board the 1 PM train. It wasn't apparent as the engine idled outside the south station, but became obvious when we pulled away. As steam was being drawn off the boiler to move the locomotive, the quantity of draft available to keep that head of steam went away -- exactly the opposite of what one would expect. The fire just sounded weird.

At the north station, once again, the fire was well behaved while at the station, but backward while the engine was moving. After dropping the 3 PM train at the North Pole, the 9 was moved to the shop to determine the cause of the problem. The suspicions were limited to escaping steam in the smokebox, but the source of the leak was undetermined.

Three teams started working at the challenge at hand.

Team 1 was debugging the 9. Where was the leak, what caused it, and how will it be fixed?

Team 2 was tasked with readying the 6 for service. The North Pole Express looks best when pulled by steam and we were all curious if the 6 could deal with the longer, heavier, trains on slippery tracks. Unlike the 9, the 6 was completely "pickled" for the season, so a major amount of labor went into plugging the boiler, replacing check valves, and undoing anything that was done after the last Ghost Train. Even the burner was swapped out for a more robust burner, capable of burning more fuel (and much thicker fuel).

Team 3 was tasked with running the Plymouth Diesel 14 to move steam engines about and pull the NPE trains.

Dustin B and Griffin W make a new gasket to replace one that had to be removed while searching for the source of the steam leak.

Jesse V and Dustin B contemplate crawling into the smoke box to continue the leak investigation.

Griffin W was selected to do the dirty work: climb into the smokebox and remove a series of superheaters to pinpoint the leak.

While the 9 was being debugged, the 6 was warming up for its pressure test.

The crew of the diesel 14 pulled the 3 PM train out of the North Pole, pulled the complete 5 PM train, and pulled the 7 PM train into the North pole. By 8 PM, about 30 minutes before the 7 PM train was to be removed from the North Pole, the 6 was doing light laps to prepare itself for the night's finale. The 6 was attached to the passenger cars waiting inside the North Pole and easily pulled the train back to the north station.

Meanwhile, "team 1" had determined that a manifold-to-superheater joint had failed. When the throttle was opened so much steam was venting into the firebox that the expected draft was snuffed out causing the firing problems experienced earlier that day. Griffin worked through the night to repair the superheater joints and the 9 was ready to fire Sunday morning.

The staff decided to give the 6 a good test on Sunday. In general, the 9 pulled the majority of trains letting the 6 do the others. Both engines worked wonderfully, despite the cold and mild winter-like track conditions.

The second weekend of NPE had the benefit of additional snow over what was on the ground from the previous week. We prefer more snow (not too much!) as it gives a better show to the riders awaiting the train's arrival at the north station.

Here, the 9 does some light laps to test its repair before picking up the passenger cars.

The 9 does a boiler blowdown at the northwest corner.

The 9 pulls past the switch tower, located just east of the north station.

The 9 chugs past the North Pole on its way north.

A low-flying bird's eye view of the 9 at the switch tower.

Another light lap for the 9.

The second weekend's Sunday was brutal: extreme cold and blowing snow.

The 9 is traveling south along the east side of the park. Notice how the steam is tracking in front of the engine?

Getting close to the North Pole.

Passing outside the North Pole.

Monday after the last NPE day was full boiler washing for the 9. The 9 is parked along the west side with its blowoff valve open to drain the water. The water wasn't at boiling, but with the outside temperature so low, it vigorously steamed.

After draining the water, the engine gets moved back and forth under compressed air to remove bits of condensed water from the steam lines and cylinders.

Someone caught Fireman Elliot H at his perch near the boiler controls during the first NPE weekend.

Although not caught in the act, the oil valve handle was converted into a Shay serpent.

-steam.airman

Scenes from the 2010 North Pole Express

2011-01-17T13:19:00.011-06:00

Every year, the MCRR hosts the "North Pole Express." If you are curious what happens during this event, the following should give you a good idea of what our visitors experience.

After parking their cars at the north end of McMillan Park, North Pole Express riders walk towards the North Station.

Rather than mailing tickets to the riders, they check in with our staff (Jeanie T. shown here awaiting the next customer) and learn of their passenger car for their trip to the "North Pole."

As the upcoming train's riders start to gather at the North Station, in the distance they hear the rumble from one of several steam or diesel locomotives owned and operated by the MCRR.

For 2010, the 9 (three truck Class C Shay), the 6 (2-6-0 Baldwin), and 14 (0-4-0 diesel Plymouth Locomotive Works) all participated in the NPE trains. 66% of the trains were pulled by the 9, 23% were pulled by the 6, and 11% were pulled by the 14. In a perfect world, all the trains would be pulled by one locomotive, but numerous challenges kept one engine from dominating the action.

Most riders witnessed this scene -- the 9 chugging up the hill with its train ready to take riders to the "North Pole."

This is the view from the fireman's side of the locomotive as it approaches the North Station.

A few stragglers await companions before they board the train.

The train crew chat amongst themselves awaiting the last few passengers to board.

The train circles the park at least 1.5 times before pulling into the "North Pole" (usually known as the South Station.).

One of the first sights seen by passengers as then disembark is the snow princess.

Santa awaits the children in the caboose.

Santa having his picture taken by a proud parent.

Leaving the Santa caboose.

It is the "North Pole" and despite the infrared heaters, it does get a bit cold. Hot chocolate, coffee, and cookies are available for the participants.

Standing in front of a baggage cart loaded with presents, a young rider has a big smile as her parents take a picture.

The North Pole has a crafts room where children can make paper ornaments and other items.

A well stocked, railroad oriented gift shop is available.

-steam.airman

November 2010 Work Weekend

2011-01-12T15:38:00.003-06:00

This one is short and sweet -- it appeared everyone was beat from the three weekends of Midwest Haunted Rails and other than attending the monthly Board of Directors' meeting, extremely little was completed in the shop.

If nothing else, there is no photo evidence of anything happening in the shop.

-steam.airman

The 2010 edition of Midwest Haunted Rails (Part III)

2010-11-20T20:36:00.006-06:00

The last act of Midwest Haunted Rails is the boiler washing event.

There is still one more event of the operating season -- North Pole Express -- but that event requires the 9. This means the 6 and 16 can be "put to bed" until next summer.

The 16's boiler washing chores include cleaning the ash and clinkers from the firebox, removing the coal still in the coal bin, removing the ash from the smoke box, removing the boiler plugs, removing the water tank belly plug, removing the injector check valves, a thorough washing of the inside of the boiler vessel, washing the firebox and washing the smokebox.

The 6 doesn't need coal and fly ash removed but it needs the various plugs and check valves removed and the boiler's innards washed.

The skid-steer is positioned as a moving trash receptacle as the firebox is cleaned.

Steve R. shovels the ash from the smoke box under Brian B's supervision.

The 6 and 9 are towed to a convenient spot for the draining of their boilers and tenders.

The masked man is Steve R.

After draining the water, the 9 and 6 are moved back to the north end of the shop. The 6 has already been dropped off and the 9 is eased back to its resting place.

The skull is still on the 6!

It is a good idea to remove the water lingering in the steam cylinders. We do this by pressurizing the boiler and air brake system with air from the gasoline air compressor and operating the train as if it were under steam pressure.

The skid steer has been repositioned to accept coal from the coal bin, located in front of the fireman.

Washing the boiler is a wet activity as witnessed by Dustin B., a perennial boiler washer.

Griffin W. operates the pressure washer pump. Once again, Brian B appears to not be doing anything useful.

Dustin washes the season's grime off the cab of the 16.

-steam.airman

The 2010 edition of Midwest Haunted Rails (Part II)

2010-11-20T20:04:00.005-06:00

Polystyrene insulation panels were the raw materials used to make the large graveyard at the spookhouse's west end. A few minutes work with a serrated edge knife made the shapes. After the shapes were cut, adapters were fastened into place (which in turn kept the grave stones attached to the stakes which had been driven into the ground). The grave stones were painted grey and finally placed into position.

Nancy M. has a short rest from her gravestone cutting responsibilities.

Tanja H. completes the paper mache work on the 6's skull. The paper mache goop was white flour, resin glue, and water.

This is the graveyard in daylight. Nancy spent the better part of an afternoon putting the text and other artwork on the gravestones. She also placed the various skeletons, bones and skulls around the area.

Many of the gravestones had red LEDs attached to their backsides which threw light onto the stones behind them.

This picture and those following are taken with a long exposure and a flash. The long exposure captured the lighting (if any) on the objects while the flash lit the objects for the pictures. Unfortunately, the lighting necessary to take the pictures tends to spoil the overall look.

-steam.airman

The 2010 edition of Midwest Haunted Rails (Part I)

2010-11-20T18:09:00.012-06:00

The best part is shown first: How often do you see three steam engines under pressure at one location in the US? (and in southeastern Iowa!) And yes, that is the solid fuel fired 16 behind the diesel Plymouth switch engine.

The first two pictures were taken during the second week of Midwest Haunted Rails.

The next few pictures were taken on the last week of MHR.

You will notice the "mask" on the front of the 6. It is supposed to be a skull although some have likened it to a large marshmallow while others say it resembles "Frankenstein." Regardless, it has eyes that glow red. We had a suggestion to vent a steam pipe through its mouth. Perhaps next year?

Elliot H. and Roger. R are discussing something. It looks like an offset jaw pliers but what would be holding their attention like that?

Brian B. looks on intently as Elliot H. dips a rag into a cleaning solvent.

Roger R. and Brian B. discuss the reassembly of the valve gear during the repair to the fireman's side steam cylinder. A small amount of linkage had to be removed on the engineer's side to insert the new gasket.

John G. (bending down) is continuing the work necessary to install the new gasket and Dustin B. (right) and Jesse V. (left) discuss the progress of the repair.

John G. cleans the surface where the gasket will be placed. Braden B. gives John some advice.

The steam cylinder head is rotated slightly to inspect the placement of the gasket. (Actually, the gasket is a 4 gauge copper ring, brazed at the joint. The soft copper fills the gap between the cylinder and the cylinder head.)

Brian B. insures the forks of the skid-steer are set correctly under the portable light generator which will be set up at the park's north end.

Midwest Old Threshers' "Volunteer of the Year" (well, one of the volunteers of the year) Dylan D. places grease sticks in the cogs of the 9's drive train while engineer Paul C. watches.

John G. and Roger R. perform various tasks necessary to prepare the 6 for use on the evening's Midwest Haunted Rails.

The Henschel building up pressure. Based on the color of the smoke, its fire is being switched from wood to coal.

Three steam engines building pressure.

To induce draft when the steam pressure is low, we hook the locomotives to a gasoline compressor. You can see the air line leading down from under the fireman's seat on the 9 and leading down near the brake air cooling tubes on the 6.

The 16. Like the 9 and the 6, the 16 is hooked to the gasoline air compressor to induce the draft while the steam pressure builds.

A few ties just outside the shop needed replacing. The gauge was approaching 37.5 inches which can easily cause a derailment on a 36 inch system.

After Dustin B. had started the spike, Elliot H. drives it into the tie with the air hammer. Randy V. is prying the tie upwards while the spiking is completed.

Eric C. is oiling the running gear of the 6.

The 9 and 6 under pressure and weaned from the gasoline air compressor.

Frontal view of the skull on the 6

OK...we do play practical jokes on one another.

Griffin W. backs Dustin's car onto a tilt bed truck while Matt C. guides it on the ramp.

Abe C. gives words of encouragement to Griffin.

The car was transferred from the tilt bed truck to a flatcar that was parked outside the south station. We started the decorations which included inserting a skeleton into the driver's seat. The skeleton is holding a "cell phone" to his head, much like the actual owner of the car often does.

The decorations are complete.

-steam.airman

A Tough Way to Make Coffee

2010-11-20T16:21:00.004-06:00

We had read about engineers and firemen making coffee from condensate dripping from a locomotive's injectors. How hard can it be?

Hahaha...well we found out it wasn't as easy as it sounds. Perhaps they had a different type of coffee maker than what we had; perhaps we should have wet the grounds before blowing steam into the funnel; perhaps we should have tried frothing milk for a Shay-latte. Who knows?

Brian B. positions the paper filter into the funnel along with the dry coffee grounds.

With the coffee pot ready, the next step was getting sufficient hot condensate into the funnel. This proved FAR more difficult than we thought.

The injector, while often caught dripping, usually is dripping cool water from the tender versus hot water from the boiler.

After cracking the steam valve open on the fireman's injector, rather than producing hot condensate, it produced a cloud of steam which quickly engulfed Brian.

After all that work, about 1 ounce of coffee was produced. We will have to study the process again. Perhaps drippage from the water glass will work better.

-steam.airman

2010 OTR Getting the Baldwin 2-6-0 Running

2010-11-13T20:39:00.015-06:00

The 6's boiler had returned in May and the staff had been pecking away at its installation. Things picked up considerably as the 2010 Old Threshers' Reunion came closer. Our goal was to have the 6 running by the event and a massive push was needed to meet the goal.

After installing a row of firebricks along the bottom of the 6's firebox, volunteer Roger R. took time to clean the masonry dust from the operator's platform.

This side view of the 6 shows the state of the reconstruction as of August 28. It seemed like there was a massive amount of work to complete.

This is a view of the fireman's side of the locomotive. A small amount of the piping which feed the injectors, air pump, and steam turbine had been reinstalled.

Several volunteers work inside the 6's smokebox. Most likely, they are attaching the pipes that connect the dry pipe to the steam cylinders.

This is the innards of the smokebox showing the large steam pipes leading to the steam cylinders. A large amount of fabrication took place to create a new manifold after the original one broke a month earlier. This picture also shows the steam cylinder's exhaust pipes (the two pipes connected to the casting on the bottom), the air compressor's exhaust pipe (the large diameter pipe entering the side of the smoke box), and the blower (the small diameter pipe entering the side of the smoke box).

The next three pictures show the handiwork of Roger R. inside the firebox. Since the oil fire burns extremely hot, refractory bricks are placed along the walls and bottom of the firebox to protect the sides. The last picture in this group of three show the dwindling pile of firebrick and mortar.

While Roger was installing the firebrick, others had installed some of the trappings for the engineer.

Videographer Matt N. records the action as Alan F. installs the air compressor.

Wayne inspects the compressor's air inlet.

Chris P. laps the check valve for the fireman's injector.

Abe C. and Wayne install the smokebox door and number plate on the locomotive.

Brian B. runs the Vulcan gasoline switcher (also known as the "squirt") with the 6 in tow.

A milestone in the reconstruction was the mating of the locomotive chassis to the tender.

Fireman Kim W. perched on top of the boiler just before he started polishing the brass components.

A front view of the 6.

Setting the cab onto the locomotive.

The 6, running under its own power, pulls into the South Station.

A daytime shot of the 6 at the South Station.

The 6's builder's plate and number plate.

Abe C. is positioned behind a student fireman as the train pulls into the South Station.

After the Reunion, all of the boilers received a quick rinse.

Three steam engines resting in the shop, eagerly awaiting the run for Ghost Train in October.

-steam.airman
Pictures courtesy Steam A, Brian B., and John G.

2010 OTR Getting the Three Truck Shay Running

2010-09-12T09:32:00.018-05:00

Every year, the exercise is the same: plug the boiler, completely fill the boiler with water, light a fire inside the firebox to warm the water, and finally, via a high pressure pump, increase the internal pressure to 150% of the normal operating values. The next step is to carefully inspect the entire boiler for leaks or any other signs that the pressure vessel is under undue stress.

This year, the 9 needed additional attention to get it to the point shown in the next three pictures. (Note: the next three pictures are courtesy of photographer John M. John's services are available for commercial work; he can be reached at this email address.)

After the initial July, 2010, challenges of getting the boiler to pass inspection (see the shop blog entries for the July 4th weekend), it was decided to replace every stud holding the steam dome's lid in place. Years of removal and replacement of the lid had caused the studs to splay outwards, making the July lid removal extremely difficult.

Shop volunteers Jesse V. and Griffin W. wrestle with the removal of the remaining studs.

The steam dome has all of its studs removed and the threads repaired.

This view is looking straight down into the 9's boiler. The large hole is the connection to the horizontal dry pipe which leads to the front of the boiler. It should be noted that the reason to remove the steam dome lid was to access the connection between the throttle body and the dry pipe. The connection has the propensity to leak, causing stray steam to enter the locomotive's steam cylinders regardless of the throttle bar position.

Looking towards the rear of the locomotive. The steam dome glamor cover is on the left, balanced carefully on top of the steam cylinders. The steam dome lid is in front of the glamor cover.

The new studs awaiting installation.

Upon close inspection, it was noted that the steam dome lid had bent from all of the removal/replacement cycles.

In case you've lost track of what has been discovered amiss with the 9:
1. In July, the yearly pressure test failed due to leaking superheater connections.
2. The superheaters should not have had water in them, with the likely culprit being a leaking throttle body to dry pipe connection.
3. Fixing the throttle body to dry pipe connection required removing the steam dome lid, but the splayed studs prevented the lid's removal
4. The studs didn't want to come out, but eventually were removed and replaced.
5. Now, the steam dome lid needed to be repaired.

The staff moved the lid from its perch on top of the locomotive to ground level for repairs.

Most of the studs have been replaced.

While the steam dome lid was being prepared for repair, the throttle body/dry pipe connection was corrected and replaced.

With the steam dome lid at ground level for a close inspection, it was decided that it was bent too far and a new lid needed fabrication.

Griffin W. welded the old lid to a new piece of 1" steel plate to be used as a template for drilling the new lid's holes.

After Griffin had drilled all of the holes, the staff discovered that the lid would not fit on our rotary mill. Cutting the corners off the 2' square plate solved that problem.

After placing the new lid on the rotary mill, the excess metal was machined off making a perfectly round lid.

The throttle body and the steam dome lid were installed, the boiler was topped up and the was fire lit for the pressure test.

No superheaters leaked, but a "dummy" flue along the top of the smoke box flue sheet leaked. A) remove superheaters; B) remove the leaking flue; C) install a new flue; D) replace the superheaters.

The fire was lit again after everything was back in or on the boiler. The pressure was increased to 150% of normal operating pressure and...it passed! After the inspection, the boiler was drained to an appropriate water level, a "real" fire lit, and the boiler was brought to operating pressure with steam instead of a high pressure pump.

Part of the fireman's job is lubricating the various moving parts of the locomotive. The next bunch of pictures feature Student Fireman John G. readying the 9 for use.

Opening a water injector line valve.

Starting the air compressor.

A clean stack during fire-up.

After several days use, the water connection from the tender to the locomotive failed, spewing water all over the south station platform. Staff replaces the pipes to ready for 9 for use (again!).

Engineer Dustin B. backs the 9 up to its train while fireman Griffin W. maintains steady pressure.

On a specially groomed track location, cab crew (l to r) Elliot H, Griffin W., Dustin B., Jesse V., and John G. pose for the camera.

-steam.airman
Photos courtesy steam.airman, Jennifer B., and John G.

2010 Old Threshers' Parade

2010-09-12T08:48:00.004-05:00

The annual Midwest Old Threshers' Reunion always starts with a parade on Wednesday.

With 2010 being the railroad's 50th anniversary, the MCRR had a special entry in the parade -- our 1930 Model "A" Firemans' Car.

-steam.airman
Pictures courtesy Jennifer B.

OTR Preparations: Aug 21&22

2010-08-23T19:02:00.006-05:00

During this late August weekend, a few members gathered in the shop to get the Nine and Sixteen ready for use.

In July, the Nine had resisted efforts to allow the annual hydrostatic test. The superheaters were leaking, but shouldn't have had water in them in the first place. The gushing superheaters dictated that the spool valve and connection to the dry pipe be inspected, but that required the steam dome lid be remove for access. The steam dome fought us all the way and wrecked two 1" studs in the process. The beat up studs resisted all efforts to be replaced.

Jesse V and Griffin W tried where others had failed to remove the studs...and succeeded! It is understood by this author that the other 28 or so studs are slightly bent and need to be replaced. The pictures here show the team working on the known bad studs.

While J and G were removing the studs others were readying the Sixteen for this year's OT Reunion. Dustin B and Abe C are seen oiling the bearing journals. Cheering them on is Braden B.

The "other" Braden, Braden G, is putting the grates into the 16's firebox. Every year, at the end of the season, the grates are removed to allow for thorough cleaning of the firebox.

As Dustin sticks his hands into the undercarriage of the 16, Abe steadies the locomotive while Dallas K. calls an unidentified person.

Braden G smiles as he pauses during the grate replacement task.

Abe has his hands inside the 16's firebox. Exactly what he is doing is rather curious.

-steam.airman
Pictures courtesy Jennifer B.

August 2010 Work Weekend

2010-08-23T16:55:00.005-05:00

On yet another steamy August weekend, the volunteers at the MCRR continued their primary restoration project, the reassembly of the Six. The general procedure is "pick something off the flatcar and put it back on the Six."

Not long ago, the air brake parts were sent to a rebuilder in Pennsylvania. The parts are due back at the shop very soon.

Abe C. and his dad, Eric C., finished the machining on the dry pipe for the spool valve and were able to get the whole affair back into the boiler. While it only takes a few words to describe what they accomplished, it took nearly a hundred hours of labor to complete the work.

During this work weekend's Friday evening, Dustin B. and Elliot H. mounted the mechanical lubricator and the two running boards onto the chassis.

Another seemingly trivial project was getting the bell onto the boiler. With the increased diameter of boiler jacket, the bell mount (like nearly everything else) didn't fit. Elliot H. made various modifications to the mount and Dave O. "lengthened" the studs to accept the modified bell mount.

Abe C. and Elliot H. also completed the modifications to the boiler jacket on the unit's left side to accommodate the air compressor. With the help of Walt O., the air compressor was ready to mount onto its frame by late Saturday.

With the dry pipe in place, another opportunity arose. The new dry pipe didn't protrude into the smoke box as far as the previous dry pipe incarnation. The length change caused the pipes leading up from the steam cylinders to not meet the manifold which connects to the dry pipe!

With the skills of Dave O., the problem was "easily" resolved. The dry pipe/steam cylinder connector pipes were sliced in two and a steel "doughnut" placed in the gap. Unfortunately, the aged manifold attached to the dry pipe broke when the connecting pipes were attached. As of the close of Saturday, the plan was for Dave O. to fashion a new manifold from boiler flanges and steel piping. We should see the finished product in a week or so.

The connector pipe with the slice, awaiting the steel doughnut to fill the gap.

Nathan V. hands the MIG welder gun to Dave so he can tack weld the steel doughnut into place.

Dave O. grinds a bevel into the connector pipe to facilitate welding.

Randy and Nathan V. cut a doughnut from a piece of 4" diameter steel pipe.

Several members look on as Dave O. explains to Nathan V. what needs to be done inside the smoke box.

While work was going on in the front of the locomotive, Abe C. crawled inside the firebox to measure it for the fire brick purchase.

It might look the boiler is giving birth, but it is really Abe C. crawling out of the firebox door after measuring the inside.

Besides altering the size of the bell mount, the boiler jacket needed a bit of adjusting. Elliot H. uses a flap disk on the angle grinder to remove jacket material which provided for the proper fit of the mounting bracket.

Braden H. lowers the bell into place.

Mounting the bell on the modified bracket.

To make the boiler jacket fit properly behind the air compressor mount, we had to make some new fasteners. Abe C. drills the holes for a nut plate which will be used to hold the jacket sections together.

-steam.airman
-Some pictures courtesy Brian B.

July 2010 Work Weekend

2010-07-12T19:29:00.007-05:00

With just one week separating the Independence Day work weekend and the "real" work weekend, the volunteers at the MCRR were at it again!

Director Dan H. cleaned the three golf carts which get extensive use during the Old Threshers' Reunion and other events throughout the season. The gasoline cart only needed a cleaning while the two electrics needed some power pack maintenance. Many of the batteries were "old" and the gassing out of the acid had also taken a toll on the wiring. Dan H. removed all the wiring and 70% of the older batteries and will be getting new (or at least, newer) replacement parts.

Meanwhile, this author continued the wet sanding and buffing of the recently painted boiler jacket. The two component polyurethane paint didn't go on as well as we hoped. The easy solution was to repair the painted surface by wet sanding and polishing. The results were spectacular. The surface is ultra smooth and has an deep shine that will please anyone.

Several studs had broken off the firebox door frame during locomotive disassembly. Director Dave O. fabricated new studs and welded them into place.

Several unidentified volunteers helped Roger R. install the smoke box to pilot braces.

Roger R. hunts for a large 3/4 drive socket.

Several volunteers (Dave O., Dallas K., and Bill B.) discussing what to do next.

Part of the 6's reassembly includes resurfacing the seat of the spool valve. Eric C. is milling a large chunk of round stock which will fit into the standpipe so that it can be placed onto the lathe for milling.

Some of the 6's brake parts need servicing. Roger R. carefully fits the units into a shipping container.

As part of the color scheme change, the sand dome gets prepared for painting. The author, after applying the "new" color to the sheet metal portions of the boiler's top accouterments masks the new paint and roughs up some of the over spray for the application of the black paint.

The steam dome lower ring and sand dome show their new black paint. The "new" color of the sheet metal is hidden by the masking paper.

-steam.airman

Mt Pleasant Independence Day Celebration

2010-07-12T15:04:00.006-05:00

Instead of having pictures of the parade, afternoon passenger train, or the nighttime fireworks, this blog entry has the usual "behind the scenes" activities of the MCRR staff. (After all, it is the "shop blog.")

Despite the fact it had been decided to use the diesel powered switch engine (14), a few of us hapless souls chose to ready the three truck Shay (9) for service. After all, the MCRR is a steam railway.

Ha! The 9 had other ideas!

Since the 9's boiler had been "washed and dried" last December, our railroad requires the boiler to be pressure tested before being put under steam pressure. The process consists of replacing the boiler washout plugs, injector check valves, cleaning the sight glasses, and cleaning the tender drains.

The set of boiler plugs is shown here. They had been wire-brushed and Teflon taped and were ready for installation.

We have a laminated "road map" for the plugs to insure the plugs always go into the same hole which they were removed.

With the plugs replaced and the other chores complete, we topped the boiler, started a fire to warm the water, and after reaching the proper temperature, extinguished the fire and attached the high pressure pump.

In keeping with years' past, several of the superheater pipe leaked at their connection with the boiler's superheater manifold. Actually, this indicates a possible second problem: a leaking throttle, as the steam (and water) should not be reaching the superheaters until the throttle is opened.

Fixing the superheaters requires someone to crawl into the locomotive's smoke box to unfasten the pipes. Griffin W. squeezes inside the smoke box which keeps this author from having to do so. (Thank you, Griffin.)

This is what a set of "well used" superheaters look like. These three are located in flue pipes on top of one another, hence their varying vertical size. A close look at the ends shows the erosion which we have to fix every year.

While a few volunteers were dealing with the 9, a few others took advantage of the wonderful weather to apply herbicide on the healthy set of unwanted plants (sometimes referred to as "weeds") which were populating the tracks and switch mechanisms.

Volunteers Brian B. and Paul K. mix the ingredients in the tank of our special UP (Unwanted Plants) "flat car."

Brian applies the herbicide around a switch stanchion.

By this time, we gave up on having the 9 pull the afternoon train. Although the superheater leaks were eventually plugged, we needed to determine why there was water in the pipes in the first place. This required removing the steam dome cover and lid to inspect the spool valve and throttle valve standpipe's connection to the dry pipe.

Removing the steam dome lid was far more difficult than in any time in recent past. The studs had splayed outwards, making removal of the lid extremely difficult. Usually, removing the 24 nuts shouldn't be a big problem but this time two nuts refused to budge, apparently having seized to their respective studs. A bit of torch to heat the nuts and a 3/4 inch impact wrench helped spin the nuts off but two nuts had seized so tightly, the nuts took the studs' threads with it. The only solution was to cut the nuts off and replace the studs. The studs had other ideas.

Sometimes, we can grip the studs with pipe wrenches but not this time. Paul K. and Griffin W. prepare to weld large nuts onto the studs for removal. The heat from the weld often loosens the studs in their seats. Not this time. The last I heard, remnants of the studs were still in the boiler, having resisted drilling and torching.

And the mystery of where the superheaters' water was coming from still exists.

A closeup of the broken studs.

I am not sure what Paul K. and Griffin W. were doing here but it looked interesting.

-steam.airman
some photos courtesy Anita N.

June 2010 Work Weekend

2010-06-29T16:40:00.008-05:00

The return of the boiler has revitalized many of the shop volunteers' enthusiasm. With the goal of seeing the Six move under its own power by Labor Day, 2010, a concerted effort is being made to make it happen.

This work weekend saw activity primarily in or around the Six. There were two primary tasks: a) prepare and paint the boiler jacket and b) anything else.

For the "paint" task, the first challenge was to select the jacket color. Nothing will be disclosed about the color selection; it will be a surprise for everyone not wandering in or around the shop.

After 25-odd years, numerous coats of wax had been applied to the jacket and numerous layers of grease and dirt were located everywhere else. The next few pictures show John G. using a special elixir from the auto part store's paint department. Reading the ingredients on the "wax remover" was like reading the ingredient list on a package of "Twinkies" or "Pringles." John G. did a tremendous job of removing the wax and grease.

Besides removing the wax and grease, the upgraded boiler presented some other opportunities.

With the flexible stays' sockets making the overall boiler diameter a bit more than before, we used slightly thicker insulation between the boiler's shell and the jacket. The end result was that the tight fitting jacket was now fitting like someone who ate too many treats during the winter holidays.

Letting out the jacket at its seams in turn caused holes for various boiler fitments to be slightly off from their current position. Moving a hole in sheet metal presents some typical auto body shop activities. Cut the new hole; weld a panel into the old hole, apply body filler to smooth the finished product.

The next few pictures show Elliot H. forming a metal patch before welding and the other John sanding the filler smooth.

With the jacket let out at the seams, the running boards along each side were rubbing against the metal, plus the boards (well, "metals") were simply in the way for preparation and painting.

Once removed, the running boards needed about 1/2 inch of material removed for extra clearance. Due to a bit of less than perfect torch cutting, a bit of grinding was necessary. Paul K. grinds the slag away from the cuts in the next few pictures.

The other project ("anything else") was rebuilding the brake cylinders and mounting them on the boiler.

Dustin B. and Griffin W. disassemble the cylinders and clean the walls.

Brian B. helps with the insertion of the pistons back into the cylinders.

Bradon B. helps his dad lubricate the cylinder walls before installing the other piston.

Tightening the rubber "piston ring" on the piston.

Once the cylinders were reassembled, they were mounted onto the boiler and frame. These beasts weigh around 150 pounds so it took our resident power lifters to get it in place. Fortunately, the cylinders hung off of studs making their remounting much easier.

Dallas K, Bradon B., and Griffin W. discuss the next move while balancing on a large two wheeler cart.

Paul K. and Brian B. install the brake shoes onto the cylinders. Like the cylinders, the shoes were quite heavy and resisted being put in place.

On Sunday, with the heavy mechanical work complete and the jacket ready for paint, Jennifer B. and Dustin B. begin the covering of locomotive parts that didn't need to be painted.

MCRR president Matt C. adjusts the paint gun.

Elliot H. suits up for the mission. Any sort of spray paint demands that the operator do what they can to keep overspray from their skin and lungs.

Spray enough paint and one can cause a fog to form near the target.

In the meantime, Paul K. had a few items that needed sandblasting.

-steam.airman
pictures by SteamA and John G.

May 2010 Post Work Weekend Special - III

2010-06-03T15:46:00.006-05:00

During the Memorial Holiday Weekend, volunteers Fred H. and John W. refinished the floors inside the Bellevue and Cascade caboose and the "Quinn" coach. See this blog entry for views of other bits of maintenance being performed on the "Quinn" coach. (Summary: during the official May work weekend, members removed the seats and thoroughly cleaned the coach's insides.)

This weekend, the old finish was removed from the floors of both cars and a new commercial grade finish applied.

Besides doing a large portion of the work, volunteer Fred H. also donated the materials to complete the job.

Fred H. roughing up the old finish in the caboose's baggage area.

John W. doing some hand sanding. He doesn't look too happy; he found out that his pay had been cut -- again! (Actually, he was sanding the floor by hand, not sanding his hands.)

Applying the new finish to the floor.

Several views of the caboose's refinished floor.

Inside view of the "Quinn" coach after the floor was refinished.

The pictures don't do justice to the look of the floors. Fred H and John W worked extra hard to make these the best they've ever looked. We are contemplating asking riders to place protective covers over their shoes before entering!

The "Quinn" coach's seats had been removed from the coach and stored in the South Station's conference room (the "M&E Room"). Before reinstalling them, the upholstery was cleaned and other bits of mechanical maintenance was performed.

-steam.airman
-pictures courtesy JohnW.

May 2010 Post Work Weekend Special - II

2010-06-03T15:38:00.003-05:00

Several shop volunteers were busy in the past few weeks!

As can be seen in these pictures, not only has the boiler been placed on the chassis, but a good amount of work has been completed.

It almost looks like a steam locomotive again!

-steam.airman
-pictures courtesy BrianB.

May 2010 Post Work Weekend Special - I

2010-05-28T18:15:00.004-05:00

After the first coat of primer was applied to the boiler, a second coat was added. Pictures are available, but it is nearly impossible to tell anything changed.

A few after the second coat was applied, Griffin W and Dallas K, along with several other volunteers (unknown as of this writing) placed the boiler on the chassis officially marking the reassembly of the 6.

Dallas inspects the smoke box end of the boiler as it rests on the steam saddle. Some sort of elixir was applied to the saddle to seal any possible steam or smoke leaks.

Griffin mixes the elixir.

-steam.airman;
-pictures courtesy BrianB.

May 2010 Work Weekend

2010-05-10T20:55:00.009-05:00

The weather was our enemy this weekend. Leading up the May work weekend, it had been unseasonably warm, summerlike if you will.

Thunderstorms passed through the area on Thursday night leaving low clouds and lingering rain on Friday. Saturday was dry but low clouds and a strong north wind made the 50F weather much more uncomfortable than expected.

The staff started to assemble Friday afternoon. At the same time, the 6's boiler was making its way back to the shop. Board member Dave O. had fetched it from the boiler maker a few days prior and kept it at his property near Des Moines.

Unfortunately, while awaiting pickup from the boilermaker and while sitting on his property, the unprotected shell gained a good coat of rust.

While this blog entry seems to be of the same voice used in nearly every other blog entry, we are all very excited that the 6's boiler is back at the shop. The boiler-less 6's chassis has been a constant reminder of how dear this steam locomotive is to our railroad and to our fans. Everyone at the MCRR is anxious to get the 6 running under its own power by this summer's Old Threshers' Reunion.

And in case the return of the boiler has our readers as excited as we are, we still need $$$ to get the 6 moving under its own power. Please go to our "Fix the Six" fundraising program page and make a donation!

The next few pictures show the boiler on Dave's trailer awaiting sandblasting.

If you look closely, there is something written on the boiler, just above the trailer's two wheels.

One of the MCRR staff that installed the flues is the primary member of the "Shay Racing Team." He couldn't resist autographing the boiler. The history of the Shay Racing Team goes back a few years and was started as a friendly rivalry between engine crews. Oddly, every Shay RT member is also a member of the 6 cab crew and vice versa. While all crews operate all engines, many have their favorite!

This picture is from inside the firebox looking at its flue sheet. The sheet is shiny due to the old flues being welded in place, typical for an oil fired boiler. The welds and flue ends had to be ground off to install the new flues. The grinding was a job nobody wanted to do. After the flues were "swedged" in place, the boilermaker seal-welded the the flues.

Besides having the stays replaced, the stays supporting the firebox's crown sheet were converted to "flexible stays." While this author is rather clueless about why or how they are flexible, the odd looking protrusions -- sockets -- are characteristic of flexible stays.

Griffin W. is moving a pallet of sandblasting media close to the industrial sized sand blasting tool.

The gasoline air compressor is always finicky in the morning.

With the air compressor finally running, Dave O. starts the sand blasting. The two masked items (covered in pink tape) are the throttle linkage and the "stamp" which indicates the boiler maker's certification of the boiler.

Volunteer Randy V. tinkers with the sand blaster's hopper and media outlet valve.

The sand blasting took most of the afternoon to complete. Once it was complete, it was moved into the shop and then coated with an aluminized high temperature primer giving it this lovely silver sheen.

Yes, that insignia is "Hello Kitty." (Note: The "Hello Kitty" image and all Sanrio characters are registered trademarks of Sanrio Co., Ltd. ("Sanrio"), and the images are copyrighted by Sanrio. Use of the "Hello Kitty" image is granted via the "terms of use" agreement found at www.sanrio.com)

While others were sandblasting the 6's boiler, another work crew was tending to the "Quinn Coach." After being pulled around the track for so many years, some remedial maintenance was necessary. The two primary order's of business were to tighten the truss rods and to remove the interior in anticipation of having the floor refinished.

In order to tighten the truss rods, additional threads had to be made on the rod ends. Previously, washers had been added every few years as the coach was heavily utilized at the three big operating events.

MCRR volunteers Ken C. (right) and Elliot H. use a pair of combination wrenches to turn the die on the truss rod ends. With only a 1/4 turn stroke at a time, adding 1.5 inches of extra thread took some time.

With the new threads cut, Griffin W. reinforces the steps.

Master craftsman John W. cleans one of the coach's lamps.

MCRR Conductor Steve R. pauses for the camera while washing the wood interior of the coach.

Bill F. washes the woodwork with "Murphy's Oil Soap." The years of service added a massive layer of dirt to the wood work. We were all surprised on how much brighter the walls and ceiling appeared after a thorough washing.

That's Dillon W. coming through the door in the background.

Reinforcing the steps required extra long bolts. Shelby G. discusses Dustin B's welding handiwork.

FNG Dallas K. applies some black paint to the end sill where the step reinforcements and truss rod ends had been modified.

With the work done, volunteers Brian B., FNG Dallas K., and Paul K chat about the day's accomplishments.

-steam.airman