Passenger Car Department

Finally the warmth of spring has erupted! So we went from being too cold to being too hot!

Jon Habegger, Michael McCraren and Mark Gellman (welcome back Mark!) worked on the CBQ1923 RPO diaphragm curtain. After lunch they discovered the RPO door was sticking and needed some persuasion.

After the harsh winter, the RPO door started to bind as it was opened and then stuck in place. Mark opened up the area to find the spot where the door was binding. Once opened up, wood from the floor that apparently was causing the door to bind was removed. With some spray lubricant, the door is now able to open and close. There will be more work done on the doors of the CBQ 1923 to allow them all to move freely (both RPO and baggage). One can't be too hard on this car as it is 100 years old this year.

Ray Mormann and Michael Baksic were finishing up putting parts and pieces back into the Loch Sloy. By the end of the day the Loch Sloy prep was finished except for vacuuming and making the beds for viewing.

Shelly Vandreschaegen was in the Ely with Buzz Morisette. Buzz took down some of the plastic and painter's tape. Then Shelly watched Buzz put one of the clerestory windows in.

Then Buzz demonstrated how to wipe off and then wax the Ely mahogany walls and carved trim. After Buzz left, Shelly took down the plastic and painters tape as needed before begining the work of wiping off and waxing. This is a long work in progress.

Buzz explained to Shelly that he uses two different brushes to work on the carved wood pieces; one brush for dusting and a second brush for applying wax.

Buzz showed Shelly how he removed the majority of paint from the clerestory windows using a heat gun. After that step, any remaining paint was removed with a paint stripper.

When you compare how the clerestory windows looked before Buzz refinished the windows to how they look now you can see a very big difference!

Lunch in the Birmingham as usual. Buzz joined the regulars and Bob Hunter stopped by for a brief visit.

In the afternoon Jon spent the entire afternoon at his post in the 1st Exhibit Car talking to visitors. The exhibit car opened for the first time this year to visitors. The people Jon had the opportunity to speak with appeared to find the exhibits of interest.

Jon Habegger captured an image of the UP Turbine and the prep work Buzz is doing on the nose. Spots where he is priming the engine make it look as if the turbine has acne.

Big thanks to Shelly Vanderschaegen, Mark Gellman, Jon Habegger, Michael McCraren and Buzz Morisette for supplying information and images for this blog post. What a great team effort!

On Saturday, May 3rd, Warren Newhauser and Brian LaKemper came out and worked on X-5000. Brian wrote the following report with comments from Warren:

The day started with installing the four 8V lead acid golf car batteries for the season while the car was on Station Track 2. Golf car batteries provide 32VDC for the cars electrical system.

Then a switch move to get the X-5000 and the Railway Post Office car out of the station so that the Coach Train could use station track two.

After being switched to Yard 3, the switch crew was kind enough to assist Brian testing the cars decelostats, which perform the anti-lock feature to the car’s Budd disc brakes. All three were tested and worked as intended; releasing the brakes if the car’s wheels are not turning when the internal mechanism is turning. Brian independently researched how to test decelostats from the original Westinghouse Air Brake “3-AP” Decelostat Mechanical-Pneumatic Wheel Slip Control for Passenger cars manual.

After the switch crew left to run the Coach Train, Warren got out his air compressor and Brian connected the Air (Communicating) Signal pipe to the compressor (After removing a lot of accumulated debris) to test the system. After figuring out the car’s cut-out valves, the system was charged and tested. The valves are the opposite of a normal valve, perpendicular to the pipe is the open position. Thanks to Roger Kramer, we also acquired a set of three air signal hoses, one of which is now hanging on the car. The second one will be as a guide so the gladhand on the third hose can be repaired, then the second hose will be hung. Thanks to Brian Patterson for taking time to sandblast the rust and crud off of the threads. Laddie Vitek indicated we could hook up and test the Air Signal equipment on E-9 37A with the Dynamometer this season.

On his first volunteer day on the Dynamometer, Brian has researched and figured out the Air Signal and decelostat systems!

Meanwhile, Warren traced piping runs to figure out how to replace a thoroughly rusted pipe.

Also, a light socket was attached to the wiring in the sleeper section that we use for tool storage, so that we now have light to see our tools. We have also had trouble determining the type of fluid that is in use in the hydraulic dynamometer unit. Initial research indicated possibly mineral oil would have been used c. 1930 due to rubber gaskets indicated on the blueprints, but cleaning out a front closet revealed two gallon cans of automotive brake fluid!

After the last train of the day, the switch crew returned, and after consulting with Jamie Kolanowski; the switch crew was kind enough to stay a little late and switch the dynamometer and the RPO so that the Dynamometer was on track 32 next to the scaffolding for safer access to the roof to continue work sealing the roof.

During the switch move, Warren also filled the kitchen’s water tanks from the well by Yard 2 for use later this summer. In doing so, a few leaks were noted in piping leading to the various kitchen appliances that will have to be repaired. The leaks were isolated by turning off a series of valves in the kitchen.

Special thanks to Engineer Jim West, Conductor Michael McCraren, and trainman Ray Erickson for going the extra mile to assist fellow volunteers. Thanks also to Jamie Kolanowski for letting the extra switching take place, and Roger Kramer and Brian Patterson for taking time to help out.

Sunday, May 4th, was breezy and cool.

The day started with Kevin Kriebs continuing to remove decal adhesive residue from the exterior of the 1st Exhibit Car.

Ray Mormann and Michael Baksic put parts back into the Loch Sloy.

Michael McCraren and Shelly Vanderschaegen cleaned the AT&SF Lounge Car in Barn 3. It took all morning.

Jon Habegger put up the last two pictures in the Birmingham diner he had framed.

Lunch was in the Brimingham as usual. Vistiors included Sam Polonetzky from Operations and Jeff Calandine from the Steam Department. All the regulars were there except Mark Gellman who is still with his recovering mother.

After lunch work continued in the Loch Sloy. Kevin returned to adhesive removal. Shelly and Jon went to the 1st Exhibit Car and determined where to place pictures and discussed a possible latern display area. Then as Jon worked on displays in the 1st Exhibit Car, Shelly finished vacuuming the Santa Fe Lounge Car and sends a big thank you to Michael McCraren for his help.

After testing the brakes and making minor repair on the cars. The coach train made it's debut on Saturday. Below is a picture of the train on Sunday with Frank Nero as engineer and Mike Blackwell as conductor.

Jon Habegger captured some images of the 1st Exhibit Car interior which is ready for visitors. The sheets hanging on the wall are of the departures and arrivals of intercity trains at the six Chicago stations at the end of October 1955. This is the date that we have determined the arrival/departure board dates back to. Jon has added these details to expand the station display.

Shelly took the time to capture interior images from the Boston and Maine 1094 dining car which is Jack Biesterfeld's ongoing project car. It iw really looking good!

The Passenger Car Department sends a big 'Hello' to Bob Kutella - we miss your jokes and hope to see you soon!