Diesel Department

On Saturday March 19th, our plan for the day was to remove the radiator hatch from IT 1605 and replace a bad core. Our day started a little after 9:00am with Jeron G getting the CE 15 running as I started clearing a work area on the North aisle of the shop by the door and clearing some material stored by the pallet with the new core. We were joined by Mark S, Lee E, Don P, and later in the day Matt O joined in. We moved the string of locos out of the shop working with the track department who was also using the Forklift and prepping machines for their days work.

Photo by Mark Sanborn: Ready to pull the hatch.

Photo by Mark Sanborn: Jeron guiding the lift and removal.

Sometimes, like this, it is nice having a big Cat forklift that can lift a lot and has forks that can go some 20 feet high. Although it can be too large for some uses, this wasn't one of them. We had the hatch off in a few minutes and Mark and Jeron began taking some steel plates the edges of the radiator cores. We had the right bank of cores out within a half hour after that. After we moved them to the work area in the shop, it took a little under two hours to unbolt the cores, chase the threads and clean all the bolts, make a slight modification to the headers on the new core, and bolt it all together with new gaskets. We took a break for lunch before placing the cores back into the loco.

Photo: The Cat foklift and hatch set aside.

Photo: Ready to lift the bank of radiators out.

After lunch, we moved the new bank back to the west end of the shop outside and lifted them back into the locomotive. Just a few slight adjustments were needed to line up everything. The air deflectors were screwed back into place, modifying a couple of them where the new core was sitting. The hatch was placed back on and bolted down. Lee and Don even had time to start inspecting the main and aux gens, and fuel pump motor. We cleaned up tools and supplies, put the locos away, and were done by 6:00pm.

Our next job over the next week or two will be to bolt all the water pipes back on, finish the inspection, and fill here with water and test everything out.

Photo by Mark Sanborn: the right bank of cores removed.

Photo by Mark Sanborn: the new double core bolted with the old single.

Photo by Mark Sanborn: the new bank installed in the locomotive.

Photo by Mark Sanborn: the hatch being placed back onto the locomotive.

Our main goal on Saturday the 5th was to get the rear radiator hatch prepped for removal on Illinois Terminal 1605. One of the six cores has had a small leak for a number of years now, which is why we don't use the locomotive very often. Last year we bought a new double length core, but have not found the time to actually change it. In and out of working with the Army from the 757th Expeditionary Railway Center, who was on site for familiarization and training, we were able to ready everything for removal of the hatch. Our crew was myself, Don P, Jeron G, and Mark S.

Photo: Illinois Terminal 1605, an EMD GP7.

We had to disconnect the pipes off the front of the radiators, which required removing the coupling hoses on the pipes that lead to the front radiator hatch. The fan cables had to be disconnected. The rear pipe and elbows from the headers and the venting pipes all had to be removed. All the bolts on the top of the hatch were also removed.

Our plan is to remove the hatch on Saturday the 19th, remove the bad core and one other, install the new double core, and place the hatch back onto the loco the same day. We'll also work on the normal inspection items that are due as well.

Photo: The rear hatch unbolted.

Wednesday evening in the shop was Kyle M, Jeron G and myself. We continued on the inspection items on CE 15. Before Kyle and I arrived, Jeron continued working on all the hood latches, removing any one that had bend or stiff linkage, straightening them as needed, and cleaning and lubricating all of them with a dry graphite lubricant. It is amazing how well and easily these doors close and latch now. All three of did the engine inspection, with Kyle on the right side, me on the left side, and Jeron and the bar turning the engine. During this process, we check the pistons, rings, and liners, a whole bunch of things in the air box and crank case. With no issues found, we moved onto other things. Kyle sanded and primed the surfaces where the front radiator screen bolts to the carbody, and finished by bolting the screen back on. Jeron started pulling the flange lubricators off to see if those can be repaired and put back into service. He was finding some very worn parts and it should be interesting to see what we are able to do with them, more to come there in the future. I spent some time removing the water sight glass, cleaning it, and reinstalling it. Much easier to see the coolant level now. I also changed both main reservoir drain valves.

Photo: Here we see the cylinder liner and intake ports through the air box inspection hole.

Photo: Going in close, when the piston is down, you can see the top of the piston, and across the to the other side of the liner to the intake ports and wall of the liner.

Photo: While the engine is be turned by hand, you can see the upper piston rings.

Photo: While the piston is near the top of the liner you can see the condition of the bottom half of the liner.

Photo: Another view of the same cylinder and bottom of the piston carrier.

Photo: This is what is left of the flange lubricator shoe, many many years of wear.

On Saturday, it was Mike B, Jeron G and myself. Sorry, no pictures from this day as I just didn't remember to take any. Mike checked and oiled the friction bearings, went through the fuel pump motor and cab heat motor, cleaned some light safety globes and bulbs, and cleaned the rear headlight lens and reflector. I oiled the radiator fan bearings and then we both put the panels back in place for the duct from the fans to the radiators. Jeron started working on the sand hoses and checking more with the flange lubricators. After I had returned from a meeting and after we all had a late lunch, I went through all of the traction motors and checked the motor support bearings. All of the latch handles on the top of the motors were stuck, at some future date those will have to come off and have the pins replaced to make them work properly again. The cab floor and subfloor were all vacuumed. There's just a handful of items that remain before this inspection, along with some other improvements, are completed. Until next time.

It was Jeron and I on the evening of the 27th in the Diesel Shop. We spent some time on the CE 15, our EMD SW1 that has been our primary switcher for the museum. I started by watering the batteries, adding about 6 gallons of distilled water, and then putting them on the charger. When Jeron arrived, we went over all the things we wanted to work on while it is in the shop for a few weeks. There were two belts on the Aux Gen that had come off the pulleys, the front radiator shutters were very sticky, and several other small items. We also made a list of supplies that needed to be ordered for the upcoming work. After that, Jeron thoroughly cleaned the headlight reflectors and lenses and lubricated some moving parts in the throttle to make it easier to move. I started working on drilling out the broken bolts and tapping the holes on the ground lights for the CB&Q 504 and replaced the sockets that were bad.

Photo:CE 15, an EMD SW1 in the shop.

Photo: Fan belts and pulleys of CE 15.

On Saturday the 30th, Mike and Matt started attacking the belts on the Aux Gen, by loosening the 4 bolts securing the Aux Gen and lowering the 4 adjustment bolts to drop it to make clearance to move the belts over the pulleys, and raise it back into position with a little more tension, then put the belt guards back on. I changed the fuel filters and Mike changed the oil filters. Jeron started taking the front screen off the radiator shutters to work on freeing those up. A lot of cleaning, dry lubrication, and some bending of some steel solved that issue. They work very nicely now. Colton went through the Aux Gen and Main Gen checking brushes, wiping down everything, including thoroughly cleaning the brush holder insulators. Jeron and I lubricated the front fan pulleys and tensioned those belts. It is at its maximum travel, and the belts are getting very worn, so we'll probably change them at the next inspection. Laddie spent a lot of time sandblasting many parts for the 33C. All in all, it was a very productive day.

Photo: CBQ 504, an EMD SD24 in the shop.

Saturday in the shop was quite busy. We had Gregg W, Mike B, Don P, Rob S, Dan C, Jeron G, Laddie V, Jim W, Cody Z, and myself. Gregg was working in the M-35, as he put it, "putting things back together that he started taking apart 30 years ago." Mike and I started out bolting the platforms that were painted the day before back into the 504 and painted the top of them along with the bolts. Don changed out some broken toggle switches for the nose and cab dome lights in 1848.

Photo: Dan taking measurements on UP 1848.

Jeron, Mike, Don and myself went outside and chipped and dug out a handful of switches and the doors on track 22 so we could move 1848 and 504 outside to test. After they were moved outside using 8537, our trusty 45 tonner, we started 1848 and 504 to let them warm up. Later on Dan tested the rectifier modules that were replaced on 1848 under self load, all worked well there, although there was an issue with specific throttle positions missing some engine speed changes, likely something with the A valve on the governor. We'll look into that soon. On 504 we just wanted to test out the cab heaters, which worked great.

Back in the shop, Laddie, Rob and Dan moved the controller from CNW 1518 from the bench up into the cab. Rob continued working on sandblasting cab parts of the 411. Jim and Don watered the batteries of 33 and put it on the charger since it has been a while since that was done. Later on, all of us started cleaning up various materials around the shop, moving a lot of material for the 33 further down the aisle to allow room to work next to 33. A lot of parts that have recently arrived were moved to where they go. A lot of electrical parts that we won't likely use for a while were moved from the parts room to a crate. A lot of general shop cleanup happened until late in the evening.

Photo: The controller of CNW 1518 placed on the cab.

We even plugged in a backlit number board for Milwaukee Road 197 that someone dropped off a while back. Anyone know if it is still around?

Photo: MILW 197 number board.