Freight Car Department

This was a BIG DEAL, and a problem we have wrestled with over the last six weeks.  That is - how to replace the coupler at one end.  Oh, the old one was removed easily enough, but getting its replacement in was a bit more involved.  The car has an unusual draft gear, some sort of early development with cushioning features.  So it had to be compressed in order to make the attachments and complete the installation.  After trying unsuccessfully several weeks, and consulting with other members and folks in industry, it was time for the next trial.

This whole adventure could not have been done without a lot of interdepartmental cooperation.  First, the Internal Combustion boys moved the caboose from its Track 40 resting place to track 41 just east of Barn 4.

Next, thanks go to Dave Diamond and Jerry Lynn.  Jerry came over with the bobcat and helped lift and insert the replacement coupler into the pocket.  Elapsed time maybe 10 minutes - we have done this enough to be good at it.

The US army engine was used to pull the caboose clear and MILW 760 came into Track 41.

The Anchor

The 760 was to act as an 'anchor' and we would put a big squeeze on the coupler draft gear using another locomotive on the east end.

Here Comes the Caboose

In short order, the caboose and the Army engine came in.  We fussed and pushed all to no avail.  Once we gave the set a bump and the 760 actually slid a small amount from the impact - but the draft gear also moved a bit, before springing back out.

The next part of the adventure was deciding more weight was needed and larger locomotives would provide that.  The work site migrated to the West end of Barn 2.  (All following photos by James Kolanowski.)

The Line Up

SP 1518 and MILW 760 went in first to act as the anchors.  Brakes set up and substantial amount of weight there.  The caboose next, and then CB&Q 504.  So now we had just short of ONE MILLION pounds of locomotives, and and THIRTY FOUR wheels on the rail, ready to make the squeeze.  Even at that the 504 slipped a bit before the gear went into place, and the brakes were locked to hold it there.

Train Line

Roger Broms is dropping the anchor bolts on the train line to provide clearance.

Cross Key South

With everything in alignment a cross key is inserted to attach the coupler shank to the yoke.

Cross Key North

The key is in and the tab on this end gets three more pieces to prevent it from working loose in service.

Top View

From the top, the shank is about two inches inward from where we started - you will have to take my word for it.

So there you have it.  The caboose was brought back to Track 40 and Victor Humphreys and I hung the uncoupling bar, cotter key, cross key anchor dogs, re hung the train line and reconnected and anchored an air line to the conductors platform brake valve.  Simple, huh?

None of this would have been remotely possible without the outstanding cooperation and participation of Jamie Kolanowski and Roger Broms.  They helped complete a project in house at minimum expense - which would have been significant had we hired an outside contractor.  That is, if we could find one - several calls were made.

So this fine restoration is now released for service and this represents two cabooses completed in the last four days.  We did not plan it that way, and have been working on both of them, sometimes things happen right.