Pre-NorthPoleExpress Maintenance

On the final day of the Midwest Haunted Rails, something went wrong deep within the boiler of the 9.

With the throttle closed, steam was still entering the three cylinders making for some anxious moments as the engineer moved the engine about. This mystery steam wasn't a problem if the "johnson bar" was in "neutral."

Speculation was that one or both gaskets at the base of the throttle body, where it meets the dry pipe, went bad. This would allow steam to freely enter the dry pipe irregardless of the throttle setting.

In early November, several shop volunteers removed the steam dome cover and inspected the joint where the two gaskets are located. With the boiler cold and with the "beyond the spool valve" side pressurized, no leaks could be found.

In preparation for hydro testing the boiler a few days before the first North Pole Express train (4 Dec 2009) other shop volunteers filled the boiler to begin the hydro test. Not surprisingly, the steam dome cover leaked. It is not uncommon for the copper gasket between the boiler's steam dome and its lid to not seat properly and for leaks to develop.

The typical remedy is to either anneal the copper gasket or manufacture a new gasket -- depending on the condition of the original gasket. In this case, the gasket had been reused several times and it was severely gouged forcing the building of a new gasket.

Here, Dick D. and Dan H. inspect the lid to the steam dome. Besides the gasket being worn out, there was a good amount of crust embedded within the mating surfaces.




























The gasket is made from 1/4" diameter copper rod, formed in a circle, and brazed at the joint. The freshly manufactured copper gasket is annealed by heating it until it glows a dull red and then quenched in a bath of cold water. While this practice will harden steel, it will soften copper.













A view of the steam dome. Part of the hydro testing is heating the water to about boiling. The steam seen rising from the dome is a result.













The gasket ended up being destroyed in the annealing process (a bit too much heat was applied to one spot and the copper started to melt).

As the staff was pondering the fate of the gasket (and new copper gasket material was making its way from Des Moines), it was decided to replace the two throttle body/dry pipe gaskets despite having "no trouble found" in the earlier diagnostics. A good portion of the labor to remove the throttle body was already spent (that is, the removal of the steam dome lid) so the additional time to replace the gaskets was considered preventative maintenance.

This picture is looking down into the steam dome after the throttle body was removed.













The throttle body suspended from the overhead crane.













Shop volunteer Dallas K. operates the overhead crane to move the throttle body to the work bench.













Dallas steps inside the steam dome to clean the gasket surface on the dry pipe. Some other bits of debris had fallen inside the boiler, so while Dallas was inside the boiler, the flotsam was removed.













MCRR President Matt C. cleans some excess material off the gasket.













Experience has shown that one of the two gaskets needs to be softened before installation. The gasket seat is tapered and cold, flat gaskets don't quite make it in that environment.













The throttle body being hoisted back to its home in the boiler.













Shop supervisor Mike E and Dallas K discuss the replacement of the throttle body.













The new gaskets were fabricated and installed by about 12.30 AM that evening.

There was one concern: the gasket needing softening due to being placed in the tapered joint was made with the "thinner" gasket material. Typically the "thicker" material is used, but none could be located.

After discussing this dilemma with our Des Moines courier, Griffin W., he poked around the shop and located the correct material. Rather than stay up any later, the first task in the morning was to make a new gasket, remove the throttle body, swap the thinner gasket for the thicker gasket, and replace the throttle body.

Here, Griffin W cuts the new, thicker gasket.













After reassembling the throttle, Griffin W and his colleagues completed the job by fitting the new gasket to the boiler, replacing the last few studs on the steam dome that were destroyed during the steam dome lid removal.

While the steam dome work was in progress, Dustin B cleaned and replaced the valve packing for the fireman's side sight glass. Something had plugged the lower entryway making the sight glass unreliable.













Dustin D, Griffin W, and Abe C "yuk it up" during the last few minutes of the repair job.

-steam.airman

November 2009 Work Weekend

With only a few weeks to go before the first North Pole Express, much of the activities this weekend took place in the south station, soon to be renamed, "The North Pole."

Numerous MCRR supporters helped set up the scenes and remove remnants of the Midwest Haunted Rails.

The next few photos were taken by Ms Elsie B. as members readied the ornaments and stopped for lunch.

















































































Meanwhile back at the shop, some sandblasting was taking place for the planned painting of D-9 parts.

Shelby deals with the sandblaster.
















The parts needing priming are stacked on top of a metal flat car. Quite a few pieces had been removed from the D-9 for the torque converter repair.
















































With the parts on the flat car, all that remained was to ready the paint sprayer.
















The author painted nearly everything while everyone was out of the shop. After a while Griffin W and Brian B returned from some intense "playing with trains" (moving cars and locomotives). Brian found a few places needing touch-up, so the sprayer was simply handed over eliminating the chain of command.

-steam.airman

Boiler Washing! (2009 Edition, part I)

After each operating season, the boilers need to be thoroughly cleaned and the locomotive's steam pipes and steam cylinders need to be purged of all water.

A few MCRR volunteers stayed on Sunday, the day after the last ghost train. The 16 was completely readied for over-winter storage, while the 9 was partially prepared since it will be used for the North Pole Express.

The first order of business was to get the twin screw air compressor working (again). Earlier in October, problems had erupted causing some large scale repairs to take place. Thinking it would work without a hitch, the boiler washers quickly determined that while the engine would start, it would not idle or pump up pressure without having the engine stall.

Abe C and Jim work on the electrical problem causing the fault. The one piece start/crank/run switch was replaced with a off/run switch and a press-to-start button.














































Cleaning the soot out of the smokebox.















Some coal remained in the left hand storage area. The skid steer was pulled close to the fireman's entry door and the excess coal transferred to its bucket.















After the larger pieces were removed from the firebox, the little pieces were blown out causing a small cloud to form around the locomotive.















Jesse V knocks most of the ash from the 16's ash pan.















Having lost his watch last summer, Dustin searches the ash pile hoping to find a remnant of it.















This meteorite looking object is a large clinker, measuring 30 x 20 x 10 CM, having formed in the ashpan during the final night of ghost train.















After removing the dusty remains of the season, the water is purged from the steam cylinders and steam pipes. The two hoses leading to the engine from the compressor charge the airbrake system and operate the steam cylinders.

A video of the condensation removal can be viewed here.















Abe C operates the tractor powered pressure washer for Jesse V.













































The first thing to get washed is the smoke box. Water can be seen draining after a thorough cleaning.















Jesse V positions himself on top of the boiler.















With the pressure washer nozzle inside the boiler, Abe is signaled to turn the water on.















Water and other bits of debris are exiting the boiler through the cab.

-steam.airman

The 2009 edition of Midwest Haunted Rails

One of the last props to be completed for the Midwest Haunted Rails was the animated alligator (commonly referred to as Alligator Version 1.0).

The incredibly lifelike foam beast sits on top of its shipping crate awaiting the handiwork of Jesse V and Dustin B.






























The bottom side of the beast shows some of the metal framework. The framework supports the various pneumatic cylinders and hinges necessary for the movement of the mouth, legs, and tail.















After the initial fitting into the body, several additional brackets needed attaching.






























Dustin B. makes some cuts in the beast's mouth so it will accept the lifting mechanism. It does look like the beast is trying to eat Dustin.













































On the first operating day of the Haunted Rails, the 16's fireman, Kim W. backs his pickup truck to the cab to transfer wood. The 16 starts on wood and is switched to coal once the steam pressure starts building.






























Until steam pressure is available, the steam locomotives require air pressure to operate the atomizer (9) and the blower (9 and 16). As can be expected, something is bound to go wrong with the hardware at the MCRR. This time, it was the gasoline rotary screw air compressor that didn't want to work.

Roger R. examines the carburetor for problems. The compressor would fire but not idle or sustain steady high rpm operation.













































Fireman Brian B. detaching the airhose from the 9's feed point.















Coiling the hose after use.















Jennifer B. holds the CPVC frame for one of the props at the"CarnEvil" exhibit at the south station's east end.















Nathan V. keeping the 9's boiler at pressure before handing it over to the designated fireman for Ghost Train.















Hey! Who was using my camera?















John G. must have lost some tools and decided they were on top of the 16.






























After checking on the source of a seemingly large water leak, the author tightens the nuts holding the smokebox door shut. Brian B's decoration is shown in position over the 9's number plate.
















The next few pictures are of the props in the "spook house" also known as the South Station.

Dear to many MCRR volunteers is the 6, the 2-6-0 Baldwin Locomotive. Down for boiler repairs, Griffin W. made this incredible grave marker in its honor.

We are still raising funds for the restoration of the 6. Check the 6's webpages for details.











































































This is Jennifer B's "CarnEvil" exhibit. The CPVC frame she was holding in the earlier picture was dressed and appears as one of the figurines in the next two pictures.











































































The author, an honorary (perhaps "ranking member") of the "Henschel Wrecking Crew" is contemplating his next move in firing the 16.















"Gee...the reception isn't too good on this old TV screen."




























































Fooling with the train brake actuator.















Longtime MCRR member Jim B. sits in the driver's seat of the 9.











































































Griffin W. drains the water from the tender's oil tank before firing the boiler while Brian B., Dustin and Braden B. supervise.

-steam.airman