Illinois Railway Museum Blog

Front Windows

Lorne Tweed continues to contribute progress on this car.  It was oppressively hot with a heat index over 100, and hotter still perhaps in the still air inside the barn.  This week he attacked the interior frames and trim on the front windows of CTS 4223.

A Rail Fan

Inside the CTS 4223, on the front dash there was a rail fan.  What else would you call it?  Anyhow, Lorne also carefully removed that as the paint and years of crud are removed and the clean metal primed.

Getting a Handle on It

I could not argue with folks looking for work inside the shop to escape the outside heat.  John Faulhaber was cleaning a rough casting for new seat handles for the Sand Springs 68.  That is the first step in the process.

Getting a Handle on It

Simon Harrison has returned from an exciting trip overseas, and here he is continuing the work on the handles, this representing the final buffing and polishing.  The completed work is sprayed with clear lacquer to help protect them and diminish tarnishing and corrosion.

Engineering Department

Rich Witt is examining the shaft for the cut off saw in our old tenoning machine.  This is the one originally purchased by the Illinois Terminal Railroad and used in their Decatur shops.  Rod Turner has cleaned it up on the lathe in preparation for new babbit bearings to be poured and fitted in a month from now.  Prep work for more window restoration continued (CA&E 36) and then Rich turned to design and fabrication of a die and jig to bend new sheet metal for repairs on our B&O wagon top boxcar.

Speaking of which, the heat did not discourage Victor Humphreys from working outdoors on that all day.  Rod Turner assisted and more rust out areas on the side were cut out and prepped for new patches.

Again, many thanks to Jim Opolony for submitting this report.  Maybe we should upgrade his status from "cub reporter". 

August 13:

On the Frisco 1630 - - -

Work started with the steam team setting up to cut the ends of the tubes that are attached to the firebox tube sheet.  A torch had to be used to do this since the pneumatic tube cutter cannot be set up inside the firebox.  Collin did this with ease.  The flue for one of the superheaters was the first to be cut out.  To our surprise, with the use a 2x4 we were able to get the flue through its hole in the tube sheet. 

Flue Coming Out

By the end of the day, we had six of the two inch tubes out of the locomotive.

Used Flue

In addition, work continued on firebox repairs.  A third rivet was removed.  To do this, David, our machinist, made an extension from a bolt so that the rivet gun's reach would be lengthened.  We also put bolts in some of the now empty rivet holes to prevent the sheet form vibrating as we continued to hammer away with the gun.

Machining also continued on the bearing boxes for UP 428 and in the production of new parts.

August 20:

We once again continued to cut the tubes of the 1630.  Another flue was cut, and after a bit of difficulty, was removed. 

Cutting Tubes

By the end of the day, almost all of the tubes that needed to come out from the engineer's side of the boiler were removed.  We still have two flues to remove on that side.  Then the process will be repeated to remove flues and tubes on the fireman's side of the engine.  In case anyone is wondering why this approach is being used, this needs to be done so a boiler inspection can be done, which involves climbing down inside the boiler.

Lenny Halter came out and cut the rivets, with a torch, that need to come out of the firebox. [ED: or farebox as I typed it the first time] He next ground off the waste so that the rivets can come out of the sheet much easier.  It should be pointed out that Lenny is a certified boiler welder.