Bytown Railway Society

Paul Bown, DHC Poster-boy

2011-11-04T17:27:00.000-04:00

Paul Bown, DHC Poster-boy
Photo J. Loucks

Paul Bown, poster-boy for the Dirty Hands Club.

This photo was taken after one of Paul's many exits from BRS' Steam Crane's firebox.

Paul was cleaning the crane's firebox which is one of the many tasks prepping the crane for winter storage.

Restoration shop update to Wednesday August 3rd 2011

2011-08-03T17:05:00.000-04:00

Steve is still occupied with home projects so you have to suffer with another of my updates.

Shop Activities

The Pontiac Chieftain Hy-Rail Car No. 26:

The rebuilt wiper motor was received and installed. In fact Ed enjoyed the installation so much it was done 5 or six times. A piece to have it work correctly was missing so Ed did the engineering work and fabricated the required item. The part is now installed and appears to be working as per factory specification. Car is still hard to start so this needs to be addressed.

The OCR Woodings CBL Speeder:

Speeder was painted inside and out. The interior was reinstalled and the lights are in the process of being reinstalled. As soon as the decal and safety stripe are obtained and put on the project will be virtually complete. Now we need a place to run the beast.

The Spreader:

The repaint of the spreader continues and the car is in the shop which gives the paint a chance to soak in while drying. The rotten wood has been cut out of the upright and a patch is being fabricated by Ross from a piece of oak.

The Baggage Car:

Charls continues his painting and patching. All big doors are now done and the feathering on the fence side is nearly complete. Lettering has been sourced and should be available soon. The painted side is now ready for lettering and numbering. The major repair patch to the side of the west door was welded in by Dave Elliot. Work is ongoing on the patch work needed for under and to the side of the end door. This will probably be welded in over the next two weeks. The rotted plywood floor near that door has been cut out, two layers of ¾" and the plywood is on hand for the repair. Ed Sr. has commenced the engineering to fabricate new pins to hold the diaphragm fabric. Work has commenced on the diaphragm to get it ready for installation. Painted east end door has been removed for some remedial weld repair.

TNVR #10:

The coupler lift lever on the front end was removed, straightened, had the lifter holder crack welded, and was reinstalled. It appears to have had a hard coupling (couplers missed) with the tender. The lift lever on the tender (boom car end) was also damaged and needs to be straightened and have a crack welded.

Sundry Bits:

The balance of the coal was sorted by felicity and Tim. The was some shelf clean up done as we searched for baggage car parts.

A revised job jar list follows.

The Pontiac Chieftain Hy-Rail Car No. 26:

1. There is still a minor leak in the hydraulic system. This needs to be located and corrected.

2. Complete the installation of the rebuilt windshield washer motor and reinstall wiper blades.

3. Source (including some quotes) for the repair/replacement of the interior upholstery (we believe we have found a contact for the job)

4. Since the tasks is virtually complete go through the remaining parts on the work shelves and either put remaining items into stock or dispose of them.

5. Repair the windshield washer system. New hoses required.

The OCR Wooding's CBL Speeder:

1. Complete interior.

2. Wire in remaining exterior lights.

3. Order OCR decals and safety stripes

4. Take for a spin.

Coach #4977

1. Wash roof with TSP.

2. Do roof repairs if required and paint roof will alkyd gloss black enamel.

3. Lacquer new window frames. As of this writing 3 more coats of lacquer are required.

4. When lacquer is complete opposite side needs two coats of coach green.

5. Install windows when tasks 4 & 5 are complete.

6. Sweep and wash car interior. Check for any ceiling leaks.

7. The south side of the coach could use a fresh coat of green.

Baggage Car:

1. Complete installation of west end door by installing remaining hardware.

2. Paint and stencil both end doors.

3. Complete the feathering of Bondo into welding seam on fence side of car in preparation for painting.

4. Install steam heating piping at east end of car.

5. Fit and install weather stripping on all side and end doors.

6. Needle gun west end of car (just the areas that are not primered. (the device for hooking up two needle guns in in the boxcar0

7. Repair floor at west end of car. Plywood is in car but sub floor should be treated with wood preservative (green container in paint cabinet) before new plywood is installed.

8. Sweep or vacuum sand out of interior of car. Repair floor as required.

9. Prepare diaphragm for installation.

10. Install west end diaphragm.

11. Complete painting and letter car.

Box Car

1. Needle gun and paint car ends.

2. Paint and reinstall ladder on east end.

Tender

1. Remove and repair the coupler lift lever at the boom car end of the tender.

2. Design an auxiliary water holding system in the coal bunker area of the tender. There are some tanks that can be used for this project beside the boxcar.

3. Design a "looks like we have a load of coal" cover for the coal box.

4. Install small portable steam pump (it is in the box car) somewhere on tender to pump water from tender to crane water reservoir.

Sundry Bits:

1. Restore extra caboose stove. It is stored in the baggage car.

2. Service & paint air jacks and move to warehouse storage when complete.

3. Service other speeders.

This should keep us busy for the next little while. If I have forgotten an tasks let me know and I will add them to the list.

Paul Bown

3 August 2011

Restoration shop update to Wednesday July 20th 2011

2011-07-20T17:04:00.000-04:00

Due to the forecast of very hot weather with high humidity for Saturday the 23^rd the crane will not be steamed that day. We will pick a date for some time in August.

with Steve away here is an update on recent activities in a much drier form than Steve produces.

Shop Activities

The Pontiac Chieftain Hy-Rail Car No. 26:

This project appears to still have a few challenges. A read driver side window was sourced and installed. The shop that produced the window does upholstery work so it may be a place to have the Pontiac redone. New rear view mirrors were obtained (thanks to Ed Sr.) and the one for the driver side has been installed. The windshield wiper motor has been shipped off for rebuild.

In problem areas the car derailed going through the switch in front of the shop (perhaps the new tires are a bit wider) but it appears that a fix to this has been found but not yet implemented. The bottom of the engine and the hydraulic lines were steam cleaned in order to locate a small leak of hydraulic fluid. This search is still to be done

The OCR Woodings CBL Speeder:

The small side triangular windows were purchased and installed. The interior was re-assembled and all critical areas taped and covered. The car has been given a first coat of black and looks really good.

The Spreader:

A repaint of the spreader has commenced. In evaluating the condition of the wood one upright needs some patching. The spreader is back in the shop to have the wood work done and so that repainting can continue not matter what the weather conditions are.

The Baggage Car:

Charles has repaired and given the west side of the car a repaint. End doors have been primered and can be given a final coat of black. The away from the shop end door still needs the door handle installed plus a few other bits of hardware. The end patch has been designed and partially installed thanks to Ross and Dave Elliot. Hopefully this patch can be finished by next Wednesday. Parts are being fabricated (or will be soon) so that the diaphragm can be installed.

Sundry Bits:

More coal was sorted and with one more session this sorting job will be complete. I am sure there are some other items that I have missed but we are rolling along with the smaller sized summer crews. I will send out a revised job list next week.

……….Paul Bown

Re: Restoration shop update to Saturday June 18th, 2011

2011-06-21T12:37:00.001-04:00

Greetings Everyone,

Here I sit with mixed emotions at the keyboard of my shiny new laptop. Nice big 17.5 in. screen, Blue-Ray Player, Intel i7 Quad Core 3.2 GHz CPU, ATI Radeon dedicated GPU, Holly 4 Barrel Carb., Dual Exhaust, ..la-la-la. Did I succumb to the Best Buy Techies pitch "new is due, up the H.P. of the C.P.U." ? No, I just, ( after an appropriate period of mourning), excepted the fact that my hand me down, 7 year old, battered and bruised Toshiba satellite laptop which had a fatal hard drive failure, was past being cost effectively repaired. After that, one starts to get the after shock chest pains from the sickening realization that despite all the stern, knowing, "father to University age daughter(s)" lecturing regarding "Back-Up your school work girls!" I had not saved contact list, articles on rail-fanning I was composing, etc., etc. That said, its been some time since we had an update of what the "Dirty Hands Club" has been up to, so herein, with apologies in advance... please find the best recollections of a failing, sometimes foggy memory:

Backshop TidBits.............

( With apologies to Duncan Dufresene for plagiarizing his term "tidbits" when used in a rail context ).

The Pontiac Chieftain Hy-Rail Car No. 26:

As we begin to close the chapter on the mechanical restoration of the venerable old high rail, allow me to begin by acknowledging the tireless efforts and perpetual optimism of a few of the core team who stuck with this project, namely: Duncan DuFresne, Ed Sr., Andy C. and Jim L. In order of occurrence since our last update, Dave Stremes has provided me with a copy of the Society's Charter, incorporation, and a document identifying BRS as a tax exempt "not for profit" by the Canadian Government. A local, Provincially certified Historical Automobile Appraiser provided me with a portfolio which' with its included photos' vetted the vehicle, attesting to its originality as an unmodified historical automobile. I then dug through the club's files on Car 26 and found:

(a) the last known vehicle registration, a 1964 Vehicle Registration certificate issued by the Provence of Quebec.

(b) A letter from a senior V.P. at Canadian National Railway, (on the Railways letterhead), gifting the vehicle to Bytown Railway in 1968.

Thankfully, all the paper trail I assembled consistently referenced the same build number, engine id. etc.

Armed with all the aforementioned paperwork I went to the Motor Vehicle Bureau and plunked the bulging accordion file on the counter and with a hopeful grin on my face informed the Ministry clerk of our hopes to register the vehicle for the road for the first time in approximately 47 years! Roughly an hour and a half later, several long distance calls to Ministry Head Quarters, and the tireless efforts of the lady behind the counter, I walked out of the building with a current Ontario Vehicle Registration, A province of Ontario Historical Vehicle Plate and a Temporary Trip Permit.

The following Wednesday, with Andy Cameron trailing me in his vehicle, (presumably to pickup any vehicle parts that might fall off the Pontiac), I aimed the vehicle in the direction of Osgoode Tire. ("Aimed" is, given the sloppy steering I had to deal with on the drive out, not an inappropriate choice of words). They, (Osgoode Tire), mounted our new spec. tires we had previously ordered from Coker and did a safety check on the old girl. I was rather pleased at the short list of mechanical issues deemed as required prior to the issuance of a safety certificate. The unit needed upper ball joints and a front end alignment, (the technician had to install 6 shims) in the front end to meet alignment specs.! The other two issues Osgoode Tire allowed us to correct at our own shop, namely the replacement of the cracked left rear passenger window glass and the broken drivers side rear view mirror.

Armed with the Safety Certificate I made a return trip to the Motor Vehicle Bureau and acquired our permanent licence sticker. We are now licenced for the road through April 2012. Finally, the paper trail I previously alluded to as being required by the MTO folks has also been sent via priority post to our selected vehicle insurer. Unfortunately, the day after I mailed the documents off, Canada Post shut down, (labor dispute), the package now sits in a sorting facility in Mississauga Ontario! Oh well, the last bump in the road gives Ed Sr. time to track down a replacement vacuum windshield wiper motor and me time to get a new side window glass cut.

Two years ago I had reservations about the undertaking, but thanks to the tireless energy of a lot of committed DHC members I'm optimistic we will be touring various automobile and rail museum events this summer. Thanks again to everyone who contributed their time and skills to the project!

The OCR Woodings CBL Speeder:

Thanks to the efforts of the core team Ross, Jack, Jim and Charles, the speeder looks whole again! Like most of our projects however, a lot of folks have contributed their time and efforts to effect the current status of the unit. Ross designed and fabricated a tubular aluminium frame which has reinforced the shells sides and allowed for smoother operation of the large passenger swing side doors. Ed Jr. welded all the aluminium parts of the frame together, then Ross and Bob Hobbs mounted them to the shell, and the diamond plate aluminium step plate of the chassis. Ed Sr. has recently spent a lot of hours in the machine shop fabricating door handle hardware, hinge pieces and other "one off" unique fastener hardware. Charles has completed all the fibreglass repairs to the speeder shell and has firmly fastened the unit to the chassis. He also acquired and installed a replacement side window for the shells right side. All that really remains in the project list is for "Spraygun Charley" to repaint the unit and Jack and Jim to wire interior shell accessories, i.e. the lights, wiper motors, horn, etc.

THE CENTRAL VERMONT STEAM CRANE:

John Bryant recently organized a fire up of the crane. It was a fun Saturday morning, the smell of coal smoke in the air, enthusiastic if perhaps excessive applications of the steam whistle echoing around the grounds. As we slowly built our coal fire John B. showed us (the newbies), how to place shovels of coal on the grate so as to avoid holes in the fire and have a strong even burn. When the boiler was up to operating pressure we then, with the unit under steam, took turns operating the crane, running it on the main under its own power and then later with the unit properly braced, we practised working the boom's forest of control levers, (reminded me of the operating lever bank you see in a small classification yard tower). John Halpenny stayed in the cab and tutored us on the use of the levers while Andy and John B. worked on the ground strapping a load and giving direction as we practised moving box car wheel sets from one track to another (avoiding lamp posts and boom car super structure).

Recently Duncan, Andy and yours truly mounted the four rail hook assemblies onto the brackets located on the corners of the cranes lower deck. Finally we have identified an issue with the (boom end) outboard wheel set brake, despite modifications to the brake key and recent brake pipe repairs, it continues to apply with less force then the inboard brake shoe. Stay tuned for a diagnosis from Dr. Bryant.

THE Baggage Car:

Charles recently had to chip and scrap away all the bondo he applied to the lower left side of the baggage car last fall. The area in question (which had bubbled and fallen of in chunks this early spring), is the transition point between the new steel Ed Jr. welded onto the lower leading edge of the car last year and the cars upper superstructure. When sanded off, Ed Jr. applied another weld bead to the transition point. Charles then ground it down and feathered the point with a new bondo product which has fibreglass strands in it. Charles is now doing some fine sanding and preparing the area for a blending respray.

Sundry Bits:

Over the past few weeks Bob Moore has resumed work on the replacement window frames for our heavyweight passenger coach. He now has a substantial inventory which he has completed and at the last gathering of DHC was staining them and placing them outdoors to dry.

Regards...

Steve Harling

Restoration shop update to Saturday, the 16th of April, 2011

2011-04-19T13:20:00.000-04:00

Greetings Everyone,

This morning I have no problem dedicating a few moments to updating our recent activities at the shop given the alternative would be wandering outside in 32 degree rainy/snowy conditions to do some "spring?" pruning work to my apple and pear trees. My God, April 17th and winter is still managing to hold the area within its frigid grasp! Despite the reluctance of "Old Man Winter to leave, the hardy souls of "The Dirty Hands Club" have begun outdoor activities at the shop which will prepare our fleet for the 2011 summer operating season. Herein please find my best recollections of what has transpired at the shop since my last update, advance apologies to those persons and activities missed.

The Pontiac Chieftain Hy-Rail Car No. 26:

The finish line is in sight ladies and gentlemen and the checkered flag is in the air! Our core team consisting of yours truly, Duncan, Ed Sr. with notable contributions of time and effort from Andy C. and Jim L. have pretty much reduced the refurbishment list of items to a shadow of its former self. The carburetor and vacuum power brake booster unit which I sent out for a factory fresh rebuild are back, installed and after some initial setup problems have been road tested and judged to be in line with the GM Service Manuel's defined measurements of optimum specified performance.

New 8.50 X 14-4ply B.F.Goodrich spec tires which were ordered from Coker, a Chattanooga based wholesaler of speciality tires for the North American antique car market arrived in Ottawa last week and as soon as I can acquire a trip permit**, car 26 will be driven to the shop. Here the tires will be installed, valve stems replaced, wheels ground if necessary, balanced and aligned.

**The current snag has been in my attempts Friday to get 26 registered with the Provence of Ontario and thereby obtain the aforementioned trip permit! I have no intention of boring our faithful readers with numbers of forms requiring completion, Affidavits and Notary Public attestations which will be required, (along with the vetting of the vehicles original line-built artifact status, which incidentally can only be, (in the Ministries eyes), attested to by a Provincially licensed "Historic Vehicle Dealer". Suffice to say myself, Dave Stremes and Ed Sr. are currently amassing a paper trail sufficient to please the most cynical of bureaucrats! Stay tuned.

The OCR Woodings CBL Speeder:

I'm happy to report this is yet another winter project that is making great headway and approaching completion. Charles has returned from a work assignment and has completed the re-enforcement and fabrication of the damaged areas of the lower cab shell with sheet metal and fibreglass.

This allowed the team last week to mount the fibreglass shell back on the chassis and temporarily bolt it in place. I use the term "temporarily" because now Ross has to begin the fabrication of a metal box frame vertical support system on the cab sides adjacent to the left and right doors. In the completion of this step the shell may well come off the chassis two or three more times prior to its final installation!

Finally, last week Jack L. and Jim L. also managed to diagnose and fix the "won't turn off" issue in the units ignition wiring. When the ignition work was complete, they put the little Wooding Speeder on our main line and took it for a "shake down" test run. Another item off the "Snag List"!

While Ross works on reinforcing the speeder's shell (which thereby facilitates the installation of the refurbished doors), Jack and Jim will now be undertaking the rewiring of the shell. The new body harness will handle all the electrical requirements of such on board items as the dome lights, head and tail lights, horn, radio harness and the windshield wiper motors. The goal is to bring the harness back to the control stand with a single pigtail connector. This will facilitate simple, fast, "on-off" of the shell for maintenance requirements to the chassis and drive line.

THE CENTRAL VERMONT STEAM CRANE:

John Bryant and a parka attired team of hardy souls, (Duncan on no. 10 and the parka team on the ground) went out last Wednesday and worked cars in the yard to lift the crane and return it back to the shop.

The following Saturday Duncan assembled a group of us who had attended the winter BRS Steam Course and gave us a hands on operational lecture in the crowded confines of the crane's cab. He identified the major components of, and their orientation in, the stationary boiler. He also explained the start up process and identified all the controls relating to the operation of the boiler and the crane.

When Duncan had finished, John B. took over and showed us how to prepare the unit for seasonal operation. We were shown how to re-install the crane boilers steam gauges, the webbed mud rings (boiler wash out plugs), external lubrication and oil cups, etc. In effect, by the end of the morning we had had a most informative "hands on" experience with the cranes operation and the intricacies of a vertical steam boiler. Once again we owe a debt of gratitude for the time and efforts of John B. and Duncan in sharing their knowledge, ( did I leave out patience?) and ultimately giving many of us a greatly expanded understanding of steam operations.

On our most recent gathering this past Saturday John B. organized a group of us,(the same newbies previously alluded to) and we assisted in the process of readying the boiler for steaming. Here are John's observations and comments on the mornings work with the crane:

"The problem with the brake system was traced to a cracked pipe elbow. The cause is a mystery. It rather looks like frost damage but, unless the entire air brake system was full of water there's no way in which there could have been water in this elbow ( it's at the top of a vertical pipe).

Until we replace the elbow the crane can't function as a vehicle in an air braked train, but the problem doesn't affect it's "stand alone" braking system (the one we normally make use of).

The hand hole covers have were installed and the boiler filled. As usual there was some weeping on the upper tube sheet but otherwise everything looked fine.

Most of the grease cups were refilled, the oilers for the travelling gears were reinstalled, and some oiling was done."

Sundry Bits:

Over the past few weeks Duncan, Bill W. and Andy performed the preseason service on our little GE center cab switcher, no.10. They did a circle check style lubrication and fluid level service, greased the rods etc. Most recently they dumped the the oil and replaced all the engine filters on both no. 1 and no. 2 engines.

Ross, Dave and Paul now that the weather is a bit more spring like are back to working on the baggage car end doors refurbishment. Saturday one door was removed and brought into the shop to be re-hab'd.

Ross and a few helpers have also started the finishing grinding and painting of the rail hooks for the crane which he had fabricated over the past winter. The plan is to have them ready for mounting on the crane prior to our first steaming of the unit.

Finally I have attached some photos Jim and Bob took last week at the shop which relate to the projects noted above. Under the heading "totally irrelevant to this shop update" and at the risk of exceeding the literary latitudes given me by our editor I have also attached a "Mystery Photo" entry. I took these last summer in New Orleans near the KCS marshaling yard just west of the lower 9th ward, (Treme). Can anyone tell me what it is and provide some background on the end-use for which it may have been obtained?

Regards...

Steve Harling

Restoration shop update to Wednesday, 23rd of March, 2011

2011-03-25T11:23:00.000-04:00

Greetings Everyone,

Well this week brought about the first day of Spring on Sunday, followed by (depending on where in the Ottawa Valley you reside), two to three inches of wet snow on Monday! Welcome to Springtime in the Great White North.

Our BRS U Steam Course formal class instruction concluded last week with John B. and Duncan conducting a final lecture last Saturday in which they covered peripheral issues as yet undisscussed, followed by a Q & A on all the previous lectures. John then went through the TSSA syllabus and touched on questions typical TSSA exams might include. The day concluded with Duncan going through two C.P.R. training manuals typically handed to train crew interns in the 1940's and 50's. They had question and answer sections which would have been used in fireman and engineer qualification programs.

John has indicated that as the weather moderates we will go and get the steam crane with number 10, bring it up to the shop, and prep it for annual certification and summer use. The hands on aspect of the course will include firing up the crane and hopefully putting everything we have been taught over the winter to practical use. Allow me on behalf of all the persons who enrolled in the program to extend our collective thanks for a job well done to John and Duncan. I personally have greatly increased my knowledge of Steam operations and enjoyed the program thoroughly!

PROJECT STATUS:

The Pontiac Chieftain Hy-Rail Car No. 26:

Since our last update a great deal of progress has been made and if I may be allowed one hackneyed cliche, we definitely can see the light at the end of the tunnel, ( Railroad tunnel of course). Since the engine re-builder came through we have focused on the brakes. Given all wheels were removed,rear axles replaced, and new brake lines installed, the brake reservoir had to be filled and the individual brakes bled.

Ed Jr., Paul and I made the first attempt. A subsequent test drive with fearless Duncan behind the wheel ended up being a bit unnerving for our test pilot as he lurched around the parking lot screaming "whoa Nelly" and yelling out the drivers window at us, "no brakes, long peddle!" (Interpret long pedal to mean it went to the floor when applied and the car responding by gradually drifting to a stop).

The second attempt at setting up the brakes started with Duncans son Bruce, (up visiting for week from Colorado Springs to celebrate his mothers birthday), Ross and yours truely going around to all four corners of the car and adjusting the pad travel to the drum. The right front corner turned out to be a "Jack the Bear" exercise. One dimply didn't pull the wheel, drum and then manipulate the adjuster wheel. With no inspection port the entire wheel had to be disassembled, the bearings pulled etc. Bruce drew short straw and dealt with that exercise. With the four wheels adjusted it was decided it would be prudent to bleed the brakes again. With the unit up on four jack stands, Ross and I went around to all the bleeders and began the tedious process all over. We had a real team effort this time with Duncan pumping the brake pedal on command, Andrew monitoring the fluid level of the reservoir and topping it up as required while Ross and I jammed in the wheel well, manipulated the bleeders and watched the air bubbles run out into the overflow jar. It became clear bleeding a completely dry, new system required far more time than adjusting an established wet system!

Road test number two, (parking lot as a venue again), same players and unfortunately same result as test no. one. Ed Sr. slipped behind the wheel following Duncan's second harrowing experience in a week. After a brief tour around the lot he called me over to the car and said "listen to this". With the engine running he depressed the brake pedal. We both heard the unmistakable sound of escaping air!

Back in the shop Bruce traced all vacuum lines from the carburetor to the firewall side of the Bendix power brake unit and detected no air leaks. I stuck my head under the dash after he removed the brake pedal and there it was staring us in the face. The rubber boot rod dust cover which serves to protect the valve operating rod had dried out and fell apart in my hands as I tried to remove it. Now exposed was the source of the leak, the aft seal for the air reservoir. We dismounted the unit from the firewall and disassembled it on the bench. The air reservoir was full of contaminated hydraulic fluid, all seals and rings worn or deteriorated, not an encouraging site!

Fast forward to the time of this memo's composition and we find: (A) The Bendix Power Unit out being rebuilt, (B) The cars Rochester 2GC two jet carburetor is pulled, and at local speed shop awaiting the arrival of a carb kit prior to undergoing a complete rebuild. Let me close my quoting Duncan, who seeing me leave the shop Wednesday, (apparently looking some what dejected), with the carburetor and Bendix unit in shopping bags, said: "chin up Steve, we're almost there. We've changed out or rebuilt everything on the car except for the Pontiac Hood ornament"!

The OCR Woodings CBL Speeder:

Jim and Jack began drilling mounting holes in the new cast aluminium rail sweeps. Charles is continuing to work on refurbishing the cab and appears close to completion. When done and prior to painting the shell we will mount it on the chassis so Ross can begin taking measurements for the material which will be installed to increase the structural stability of the shell around the door frames. Also while on a dry fit mount, Jim and Jack can start the final stage of rewiring the unit, namely the shell, for interior and exterior lighting, wiper motors etc.

Sundry Bits:

CAR 27:

John Bryant, John Halpenny and our newbie, Chris Furman, this last Saturday morning, with ladders and buckets in hand, got up on the roof of Car 27. Utilizing a cleaning solvent John purchased (TCB), they gave the unit a good scrub down. A long season of use outdoors and winter storage in the shop can and did lead to the roof being quite filthy. Thanks to their efforts it looks great, like a shiny new penny and if deemed necessary is prepped and ready to be painted in advance of the 2011 Shay season.

THE CENTRAL VERMONT STEAM CRANE:

A small team of hardy DHC members Felicity, John B. and John H. to name a few, ventured out in the cold to go down to the siding where the crane is stored for the winter. In preparation for its upcoming move up to the shop for annual servicing, they proceeded to remove all the big winter storage tarpaulins and put them away. Ahh a sure sign of spring!

Engine No. 10:

Duncan and Bill W. are draining the oil out of the old doll in preparation for the new season. Duncan took a fluid sample from the diesels sump and had Cummins do an oil sample analysis recently on the units oil. It was a good news bad news type of report card. The tests detected the presence of fuel oil in the sample in sufficient quantity as to be a concern. However the tests did not detect any appreciable level of metal particulate in the oil sample. The later being of far greater concern then the presence of fuel oil, which at worst only reduces the oils viscosity. Cummins suggested a complete replacement of engine oil and a subsequent follow up oil test after a measured amount of running hours and/or days.

Finally I have attached a few photos Jim took last week at the shop.

Regards...

Steve Harling

Re: Restoration shop update to Wednesday, 2cnd of March, 2011

2011-03-03T13:31:00.002-05:00

Duncan du Fresne with '58 Pontiac

Steve Harling and Duncan working on the Front end.

Pontiac Ready to Go

Duncan getting ready for Engine Startup

Ed Sr., Steve and West Carleton Automotive Mechanic

O.A. Boivin with driver Albert Lemieux
Montreal - Pte Claire
Nov 1958

CSTM Photo of Pontiac in 1958

Greetings Everyone,

I'II keep the BRS report brief and to the point. I'm typing this update seated at the table in my kitchen, which has several ceiling to floor south facing windows. Early morning sunlight is streaming in warming the room with spring sunshine. The net effect on me is a bad case of "cabin fever". What a contrast from Monday which dawned under dark sky's and began with rain, which quickly turned to freezing rain, ending with an all day spring snow event. By 3:00pm we had 3 inches of high moisture "heart attack" snow on the ground. Fire Punxsutawney Phil! That said his spotty track record on weather predictions would probably put him on the fast track for a senior position in The National Weather Service.

The Pontiac Chieftain Hy-Rail Car No. 26:

Things continue to move forward with the restoration of the Hy-Rail car. Last Wednesday Duncan scheduled in the engine re-builder to do the contracted break-in run up of the engine. About an hour before his arrival l said to Duncan, "ok lets check all our wiring, hose clamps, and fluid levels before the engine folks arrive". Every thing was ship shape until l filled the radiator with water. Ed Sr. walked by the engine bay as I was finishing up and uttered those most crushing of words, "why do I hear running water"? After a frantic half hour of crawling under the Pontiac trying to source the leak, Andy spotted a loose bolt that secured the power steering pump bracket to the block. That same bolt also transitioned through the metal thermostat cover which was loose as a result and the source of our water leak. We no sooner got the thermostat tightened down, the large pool of water mopped up from under the car when in walked the gentleman from the engine shop!

I ran out and purchased five gallons of fresh fuel for the Pontiac given our newly refurbished gas tank was still empty. On my return I dumped most of the gas in the tank but saved about a pint which we would need to prime the carburetor jets. Duly primed, Duncan slipped behind the drivers seat and on a signal from the mechanic who was manually holding out the throttle linkage, cranked the engine. After lying dormant for nearly a year the old doll roared to life and from the crowd around the engine bay was heard a collective sigh of relief. Since even the fuel lines had been replaced, it took about 4 or 5 gas primes to the jets before the engine ran continuously. At that point the mechanic jammed the throttle linkage open so the engine was running at a continuous 1800rpm. We held it there for about 25 minutes and then checked and adjusted the timing. What a milestone in a challenging undertaking for all connected with the project.

Buoyed by the successful start-up of the engine we decided to take another run at reconnecting all the hydraulic lines associated with the Fairmont Hy-Rail System. Duncan had a new hydraulic hose Malmburg made up for us to replace the defective line we discovered last attempt. With the pump reinstalled, lines connected, l refilled the reservoir with transmission fluid. Duncan switched on the pump and this time Andy let out the "whats that all over the floor under the car" cry. Turned out the fitting for the line to the rear wheel set hydraulics was leaking badly.As Andy and Duncan attempted to properly secure the line I once again found myself on hands and knees in the humbling exercise of mopping up bright red Dex. with Cotton waste. It was at this point that Paul glided by and dryly commented "you know guys we don''t have an endless supply of transmission fluid in our inventory". I think it was his way of trying to boost our moral, after all it was our second load of transmission fluid on the shop floor. In an attempt to save face for the team I pointed out that as a result of the radiator dumping its watery contents on the floor we managed to mop up any transmission fluid residue from the previous hydraulic failure. Despite our initial despair at the thought of having possibly stripped the rear lines front fitting, Duncan and Andy, (now armed with his glasses) coaxed the fitting onto the pump. Using a pry bar to alter the path of entry for the fitting to the pump also facilitated a less stressed connection. Holding my breath and attempting to convince myself "Third Try Charmed", was a valid observation I poured in the our last quart of transmission fluid into the reservoir. Duncan then put the front and rear Hy-Rail unit through its paces and nary a drop of bright red on the (now very clean) shop floor!

Yesterday Duncan, Jim and I jacked up the rear end of the Pontiac, placed floor jacks under the rear axle in preparation for this coming Saturday morning when we hope to begin manually bleeding the brakes. Finally as a symbolic gesture, I suggested to Duncan we bring down the Pontiac's hood from the storage area over the workshop. With Paul running the forklift Jim and I climbed up the ladder to the upper deck and pushed the hood through the guard rails onto the forks. I am pleased to report all the original mounting hardware was found, the mounting of the hood took only one attempt, (although alignment of the hood did need one minor adjustment) and no fingers were lost or jammed in the spring loaded hood mounting mechanism. On that upbeat note we all left the shop around 12:30pm.

The OCR Woodings CBL Speeder:

As previously noted, Jack and Jim have completed all the mechanical and electrical work on the speeder chassis. Last week Charles, utilizing formed galvanized skirting fabricated by Ross, began rebuilding the lower leading edge of the speeder shell. He slid the u shaped galvanized skirting over the damaged lower leading edge of the shell and pop riveted them in place. Next he applied a layer of fibre glass over the galvanized to smoothen the transition from the skirt to the shell. Finally he applied a coat of bondo to the fibre glass, then sanded and primed the restoration area. He has done a fabulous job! Once the shell is in its operating paint scheme the rebuilt lower portions of the shell will be undetectable to any casual observer. Charles also mounted a new front grill constructed of expanded metal, did some bondo work around the mounting, then sanded and primed the immediate area surrounding the grill opening. He has only one side to reskirt and the shell will be ready for a test mount on the chassis. At that point new permanent mounting brackets can be drilled, Ross can size up interior stability braces and the "Electrifying duo of Jim and Jack can begin the interior shell wiring.

Sundry Bits:

On the previous Wednesday, Dave Elliot requested we retrieve from the dark confines of the museum's dead storage area, some portions of running gear associated with the American Class 4-4-0, number 40. He and Paul had spent a day the preceding week driving around town to all Science and Tech's storage sites trying to find all the missing running gear, appliances, gauges etc. not currently on No.40. The only relevant discovery was what they found on an upper deck storage area at St. Laurent. The artifacts in question turned out to be the four eccentric rods and straps belonging to No. 40. As per Dave's request John, Paul, George and Ringo.....(sorry that just fell out, substitute George and Ringo with Steve and Andy), went back into the dead storage area with Paul operating the forklift, and retrieved the eccentric rods. They were, interestingly, tagged by museum staff as belonging to 40 and the tags were dated 1967/68. After examining one on the shop workbench and not beinging able to see any type of identifying stamps, Dave asked us to place them all in-between the rails on track two behind the overhead doors. To the best of my knowledge no further actions have been sanctioned or requested.

Finally I have attached a few photos Jim took last week at the shop.

Regards...

Steve Harling

BRS U: Train Versus Locomotive Brakes

2011-03-02T15:57:00.000-05:00

Photo by F. Harrison

Students took a short break outside the class room this past Saturday as John Bryant (photo) pointed out some key train brake equipment on BRS' own Canadian Pacific Railway Caboose No. 436436

The class on Train and Locomotive Brake Systems was another in a series being offered by "BRS U".

Class Instructor, Duncan du Fresne provided some history of the evolution of Train and Locomotive brake systems over the years.

Re: Restoration shop update to Wednesday, 9th of February, 2011

2011-02-10T15:02:00.001-05:00

Its been a few weeks since I last updated our blog. There are of course, several legitimate reasons (not to be confused with excuses or writers brain cramp) for the lapse in reporting. In order of importance they are respectfully submitted as follows:

1) The Jets being eliminated from Super Bowl contention by the Steelers.

2) The running of the Rolex 24 hours of Daytona, of which Speed Channel had 16 hours live coverage. For any, ( I can't imagine) non NASCAR fans, the Rolex 24hrs. marks the commencement of "Speed Weeks at Daytona", culminating in the Daytona 500, Sunday the 20th of February.

3) The Super Bowl Sunday afternoon, where this Jets fan derived vicarious pleasure from the dominant performance of the Cheeseheads as they outplayed the Steelers, winning with a 6 point spread.

The Pontiac Chieftain Hy-Rail Car No. 26:

As previously noted the Pontiac is one of our few remaining indoor projects. In the last few shop sessions, Ed Sr., Andy, Ross and I have completed all mechanical and electrical work in the engine bay. The battery is installed and charged, so at this point I called Monday last and informed Duncan we were essentially finished and asked him to place a call in to the engine re-builder who previously requested he be called in to do the initial break-in start up. It looks like the engine shop folks will most likely be in early next week.

In the interim we began the re-installation of the Fairmont Hy-Rail hydraulic system. Last Saturday it was mounted, the hydraulic lines connected and the hydraulic pump wired back up. Wednesday am, after a trip to NAPA for new air filters, parking and turn signal replacement wiring kits and Trans A fluid for the Fairmont hydraulic reservoir, we all felt we were on the 10 yard line, goal to go! Then reality set in, having filled the hydraulic reservoir to capacity, I asked Andy to put the key in the ignition and turn it to accessory. At that point I pressed the pump starter button on the front of the car, (intending to push the reservoir fluid through the system), however the feed line hydraulic hose was not properly threaded on and promptly started dumping fluid on the floor! We got it properly secured, moped up the fluid under the car and tried again. Once again a line failed at the fitting, resulting in more bright red |Dex on the floor. I'm sure most of our senior DHC members can envisage what transpired next. Yes, Duncan, Andy and I had to tear out the entire front mount hydraulic system, pump, reservoir ,front grill etc. to get at the offending hydraulic hose! The day came to a conclusion with Duncan driving off in the sunset with the offending hose. He is taking it to Malmburgs and will have them make up a new one, hopefully prior to the upcoming Wednesday the 16th meeting.

The OCR Woodings CBL Speeder:

Jack and Jim have completed all the mechanical and electrical work on the speeder chassis. We now need Charles to climb back into the project and complete all the body work on the lower edges of the fibreglass shell. It will entail sheet metal and fibreglass fabrication of a new leading edge on the lower portion of the shell were it mounts to the chassis.

When Charles is finished we will temporarily mount the shell on the chassis and Ross will be able to commence the fabrication and installation of, in effect, a roll cage type system to strengthen the shell. New doors can then be mounted complete with a new piano hinge type assembly. Following the aforementioned Jack and Jim are back in the loop to rewire the shell for lights, horns, wiper motors etc. By the time they are finished the air temperatures outside will hopefully have reached a point were we can bring the shell outside and spray paint it, (ohh to have an indoor paint booth!).

Sundry Bits:

Dave Stremes, Ross, Andy and Paul have completed the fabrication of the second "end of car" baggage car door. It sits on our work bench primed and ready for mounting.

Last Wednesday Ross did some repair work with torch and later solder gun to prepare the front signal light pods for their new socket and pigtail sets. When complete they will be mounted on the Pontiac.

We have a substantial number of projects to resume this spring as the weather becomes more amenable to body work and painting out of doors. I refer specifically to:

The mounting of the other newly fabricated end door on the baggage car as well as painting the east-facing side of the car and when complete, the lettering of the unit.

The new windows Bob and Ed Sr. are fabricating need to be stained and mounted on the heavyweight coach.

The Jordan Spreader will need the rail clamp system installed, as well as repainting of the deck, air reservoir cradle and some of the timber super structure.

In closing, I would once again on behalf of all the BRS U students like to offer a heartfelt thanks to Duncan, John B. and Allen for the effort required on their part and the investment of their personnel time, to produce the reading material for the B.R.S. Steam Course Training Program. Further to amassing the course material, each Saturday morning they have offered informative, interesting lectures on the theory, ( John B.) and practical operation (Duncan) of steam locomotives. Last Saturdays lecture given by Allen on steam gauges and appliances was most interesting and the material was presented in a manner that allowed lay folks to get a firm understanding of the mechanics and operations of the various steam appliances we have recently read about in the ICS course material. I especially enjoyed Allen's reading from a fifty year old copy of Railroad Magazine a story on engineers and their "Quilling skills".

I have also included a few photos Jim took the previous week when Duncan and John presented a lecture on firing steam locomotives, fuel characteristics etc. The photos are of a duplex automatic stoker. Duncan managed to borrow it as well as an operating cut away model of a Walshart valve gear system from the museum. The stoker is a pneumatic operating scale model built in the U.S. and was employed as a teaching aid back in the day.

Regards...

Steve Harling

BRS University well underway

2011-02-06T12:25:00.000-05:00

Allan Westland

Allan Westland, BRS Volunteer and Instructor-for-the-day, explains how steam gauges are tested/calibrated.

This practical session took the students out of the classroom (Bytown Business Car #27) for a close look at how these important measuring instruments are tested to help ensure the safe operate a steam locomotive.

Allan's instruction was one Saturday morning class in a series being offered to BRS members on Steam (Locomotive) Engine operation. Allan, along with BRS Executive Members, Duncan du Fresne, and John Bryant are providing insightful and anecdotal education for the students.

Re: Restoration shop update to Saturday January 15th 2011

2011-01-18T14:00:00.001-05:00

Greetings Everyone,

Saturday, which began as a rather promising weather day, by noon had turned into a "Jack the Bear" snow storm! I hope everyone made it home from the shop safely. Now that Christmas and New Years are behind us, everyone is back in town and our attendance at the Saturday shop meets is pretty much back to normal. That said we don't currently have many new projects on the blackboard. All I can assume is Paul B. mellowed out over the holidays or someone brighter than I am stole all his chalk.

Actually, we do have several projects that are in hibernation because the work required must be completed outdoors in warmer weather. Case in point, the baggage car, the heavyweight coach and the crane just to name a few. So, here is a brief update on those indoor projects we are currently trying to complete by spring:

The Central Vermont 1919 Industrial Works Crane No. 4251 :

With a team consisting of Andrew, Ross, Allen and Ian, work continues on the Rail Clamp accessory system for the steam crane. We now have all the link assembles in inventory. Ross and Bob, have facilitated the fabrication of the clamp and scissors rail hook components. Ian and Chris have ground and polished these pieces into a usable state. The work is close to complete and installation will probably be held off until spring.

The Pontiac Chieftain Hy-Rail Car No. 26:

ED Sr., Ross and I continue to work on outstanding electrical issues in the engine bay. We have the rebuilt generator, power steering system and all associated pulleys installed and thanks to Ross and his volt meter, rewired the generator into the appropriate harness. Looms running to the front lights are being reconnected as they are traced to source. Hopefully next week we can recharge and reinstall the battery. Then Ross and his magic meter can test all our circuits prior to reinstalling the lights. We have also, with a kit from NAPA, re-plumed the mechanical oil pressure gauge from the block to the firewall. What a knuckle buster job installing the new fittings and lines at the oil jacket on the lower right rear of the block! This definitely should have been undertaken prior to the re-installation of the rebuilt engine! (Note to file).

Saturday also saw a "dome meeting" of the minds over the carburetor which led to a consensus, the end result of which was the installation of the linkage return spring and a test of pedal/throttle linkage. All appears to be good. We are within a few hours work of being ready to ask Duncan to contact the engine re-builder to drop by the shop and go through his break-in fire-up.

The OCR Woodings CBL Speeder:

Jack and Jim have pretty much have all work associated with the design and installation of the unit's new wiring harness and control panel buttoned down. Having previously done a complete rebuild of the chassis and power train, we are ready to focus on the refurbishment of the fibreglass car body. At present we appear to be at a consensus that will see the body repainted in Ottawa Central Railroad colors. (black and white). Someone, I believe it was Jack, found the O.C.R. logos and decals on the Internet. Armed with this information, our resident artisan Dave Boyd has been asked to design the stencils for all the speeder logos. We also now need to focus on design and fabrication of a reinforcing frame for the shell and the installation of new door hinges and fasteners on the cab.

Sundry Bits:

The mechanical refurbishment of the Schramm 125psi Portable Air Compressor is fast becoming candidate of the year for the "What the heck else could go wrong?" award. The rad, cowling, and grill assembly at my last count, have been on and off the unit three times since the projects inception!

The team, primarily Duncan, Ed Sr., Dave S., and Paul this last Saturday, having resolved the fuel line leakage issues, installed the rebuilt water pump, remounted the rad, rad frame, grill and cowlings and basking in the euphoric glow of success generated by their collective efforts, proceeded to refill the rad with water.

As Dave S. stood on a stool happily pouring the contents of the water can into the rad, the unmistakable sound of dripping water could me heard emanating from beneath the units engine. The cover plate gasket on the blocks side turned out to be the culprit. The popular theory is that the period of time the unit sat drained of coolant (approx. six to eight weeks), while the rad was being re-cored, the water pump rebuilt etc., allowed the aged gasket to dry out, crack and leak.

The debate now centers around the "quick fix" versus "permanent repair". Some have suggested adding the water again and hoping the water will in time cause the old gasket to swell and reseal itself. If unsuccessful step two would see the addition of a container of "mechanic in a can", (CTC type rad sealants). The other option of course, (in the spirit of full disclosure I fall in this camp), would entail the removel of some mechanical obstructions in front of the plate, removel of the water jacket plate and replacement of the aged gasket with a new one. Stay tuned news at eleven!

In closing allow me to extend on behalf of not only myself, but all the other course attendees, a sincere vote of thanks to John B., Dave S. and Duncan for all the work they have done over the last month or so to:

(1) Fit out Car 27 as a class room, complete with blackboards, overhead projector, seating,etc.

(2) Sorting through the mass of technical data in the B.R.S. archives to extract, (a) copies of the I.C.S. Blue Books relating to their "Steam Railroad School Program" and (b) relevant TSSA documents, all of which has been assembled to produce a cohesive source of reading material for the B.R.S. Steam Course Training Program. Without a substantial investment of time and effort on their part, the training program would never have gotten off the ground. I for one find the program entertaining, ( due undoubtedly to the course presenters, Duncan and John B.) as well as informative.

(3) Last but far from least, Sawdust Bob traded in his dusty shop coat for a Geek approved pocket protector c/w 12 pens, and spent considerable time in front of his scanner, in the end producing a CD which includes all the course material in PDF.

Regards...

Steve Harling

Re: Restoration shop update to Saturday December 18th 2010

2010-12-20T14:36:00.001-05:00

Greetings Everyone,

Despite the fact l seem to have spent the last few work shop days on a creeper under the Pontiac, (snoozing according to some wags), or with my butt in the air and my head deep in it's engine bay, herein is my best recollection of the teams activities over the last week:

The Central Vermont 1919 Industrial Works Crane No. 4251 :

With a team consisting of Andrew, Ross, Felicity, Bob M. and Ian, work continues on the Rail Clamp accessory system for the steam crane. The real bonus was Ross acquiring scale drawings of all the components from a friend at The North Carolina Transportation Museum in Spencer, N.C. Andrews skills at the forge have us in a position where we now have all the link assembles in inventory. Ross and Bob, have facilitated the fabrication of the clamp and scissors rail hook components. Ian and Chris have ground and polished these pieces into a usable state.

The Pontiac Chieftain Hy-Rail Car No. 26:

Saturday Ed Jr., using our new pipe bending tool and the flaring kit, shaped the direction of our replacement 5/16ths steel fuel line which runs from the fuel pump to the carburetor. We subsequently moved the placement of the in- line fuel filter from the lower left of the engine bay to the top of the engine six inches from the carburetor. This placement replicates the factory installed filter bowls actual location.

I went to NAPA on the way home from the shop last Saturday and picked up the factory spec fluids for the transmission (also rebuilt and therefore dry), torque converter and the power steering pump reservoir.

This Wednesday Ed Sr. and I worked on identifying and reconnecting wires and hoses disconnected by Serge when he pulled the engine for us prior to it going to the re-builder. Any electrical lines we could not trace, resolve, have been numerically tagged and we key noted our observations in a corresponding log. This coming Wednesday we hope to review the list with Serge and resolve any outstanding electrical issues. Thye battery mounting plate is also in place and ready for the battery re-installation. I also filled the transmission and power steering system. To my surprise and delight, despite the fact we replaced all the power steering lines and transmission coolant lines, no leaks!

The OCR Woodings CBL Speeder:

Jack worked last Saturday on the completion of the wiring harness and updating his schematic log for the unit. He and Jim have virtually rewired the entire unit and rebuilt the instrument control pedestal. They did a masterful job and should be proud of their end product! That said, the chassis is essentially complete and I hope Ross and Charles can begin the refurbishment of the fibreglass car body. Ross has done some preliminary work on design and fabrication of a reinforcing frame for the shell and new door hinges and fasteners. When the unit arrived from Ottawa Central Railroad the old doors sagged, wouldn't close properly and had a tendency to fly open as we rumbled down the main.

Sundry Bits:

The mechanical refurbishment of the Schramm 125psi Portable Air Compressor hit a bend in the road. Last week Dave Elliot brought to our attention that the new shut off valve we installed in the "Brand New" fuel line run was leaking at the base of the fitting (located just beneath the fuel tank), which connects to the 5/16ths fuel delivery line.

Also the leaky radiator we had refurbished/re-cored, but oddly passed the pressure test prior to the rebuild, turned out not to be the source of the compressor's water leak! After re-installation of the rad, frame cowling, grill, (you get it a lot of work), we filled the unit with water, ran it and discovered the water pump was the culprit! Paul, Duncan Ed Sr. had to disassemble the compressor again and remove the water pump. While Paul worked out his frustrations scrapping the 50 year old cork gasket off the block I took the water pump into NAPA who in turn shipped it to their sub-contractor in Montreal. Hopefully the unit will be back for this Wednesday's meeting. I guess four words could have summarized the aforementioned string of misfortunes, "Back to 1st Base"

Dave Stremes, when not strolling around the shop with a clip board, smiling benevolently at the rank and file and looking vice-regal, (as befits his lofty office), worked with Ross and Bob M. fabricating the steel skin for the second Baggage Car end door.

Bill W. and Duncan have spent the last couple of Saturday morning meetings working on routine winter servicing and preventative maintenance activities.

I have attached two shots l took (out of 1000's), this summer in New Orleans. Both are taken at NOPB's East Tower Yard at the approach to the towering Huey P. Long Bridge over the Mississippi. The trestles killer grade and the ultimate crest height of the bridge called for lots of high horse head end power and liberal use of DPU's. Thats why I was amused to see CSX lash a 1989 SD40-2 at the head of its 112 car tank train leading three SD70MACs. The 112 car train out of Gentilly Yard is cleared for BNSF's class 2 classification yard in Avondale. Sitting held by the light on M2 south, is a BNSF 6 unit tank train lined for the Meridian Expressway. These kinds of meets went on 24/7. I routinely encountered 10 to 15 between dawn and 1:00pm, (quiting time, way to hot by then).

In closing, to all those lumbered with this e-mail in their in-box every week or so, thank-you for your participation at the shop or your on-line suggestions, comments, and support...

allow me to wish to one and all and their families.... "A Very Merry Christmas and a Happy New Year to you all!"

Regards...

Steve Harling

Restoration shop update to Wednesday, December 8th 2010

2010-12-08T15:17:00.001-05:00

As winter has apparently arrived in earnest, complete with blowing snow and frigid temperatures, be thankful you don't currently reside in Cleveland or the Buffalo region. Two to four feet of snow over the next several days...Break out the Jordan Spreaders!!

The Pontiac Chieftain Hy-Rail Car No. 26:

Things continue to fall in place in the engine bay. Ed's Jr. & Sr. along with a keen young nephew mounted the power steering assembly. Jim L. and Bob H. also lent a hand. Ed Jr. also found the time to realigned the fuel pump about 45 degrees to the right, (away from the radiator shroud), towards the fender wall. This has allowed me to replace and re-direct the new rubber fuel line connection from the tank line to the pump away from the rad fan. I also purchased a new steel section of 5/16ths fuel line to take the fuel from the pump up to the carburetor fuel intake. Saturday I hope to splice in the in-line fuel filter (which formerly was placed in line in the lower left of the engine bay, directly in front of the rad fan blades!), on the engine's topside about six inches from the carburetor fuel intake. This location, is in fact, the original factory installation point for the filter.

The OCR Woodings CBL Speeder:

Malmbergs finally received the looming kit for the speeders new wiring harness. Jack and Jim showed up with it at the shop on Saturday and enjoyed a therapeutic morning wrapping the spiral looming around all the new wiring harness and its sub-components. When installed, the chassis is essentially complete and everyone will focus on the refurbishment of the fibreglass car body. This project, like the Pontiac Hy-Rail Car, is close to completion.

No. 4313 The Central Vermont Idler/boom car c/w Tool Crib:

Last week Duncan and I did some pre-winter car shunting and now the crane, tender and Idler/Boom car are resting peacefully, tied down for the winter on our back track.

Sundry Bits:

The mechanical refurbishment of the Schramm 125psi Portable Air Compressor is close to complete. Saturday Ed Sr. and Charles re-installed the fuel tank after replacing all the fuel lines brass connectors and valves. Charles also gave the old doll a partial repaint. Duncan has installed replacement fuel line and oil filters on the unit. Wednesday John B. and Andrew remounted the engine cowling, cover and radiator grill face.

Saturday Ross, Andrew, Bill W. and Felicity continued working on the fabrication of the smaller loop links for the crane's rail fasteners. Ian and another new intern spent the morning grinding the rough cut rail fasteners into a finished product.

As a closing note last Thursday morning Duncan, Paul and I went in to give Dave Elliot a hand with the retrieval of the museum's Rogers 4-4-0 from the indoor back storage tracks. It required our coupling up to, and pulling out of storage the 4-4-0, the CN electric box cab, and 1201. As we pulled them out I realized it was the first time I had ever seen those units collectively out in the sunshine and fresh air.

At one point we pulled the pin on the 4-4-0's tender and using No.10 pulled the engine sans tender down to the crossover track and set it out with business car 27. What an awesome sight! It reminded me of the train set used in the TV series (not the recent movie), "The Wild, Wild, West" ! I half expected to see Robert Conrad (as Federal Agent James T. West), descend the rear platform, twin Colts on his hips and Stetson jauntily cocked to an angle. All my daydreaming aside, the old American, 4-4-0- no. 40,(not Robert Conrad), is now in place over the pit in the shop and the Shay behind Door N1 just in front of the CN Box cab.

Finally, after a win on Thanksgiving and a game effort against The Patriots, (on their turf), last Monday evening the Jets are 9 & 3 with a game in hand! Second in the AFC East.

Regards...

Steve Harling

Dirty Hands Club Word Cloud

2010-12-04T22:40:00.001-05:00

Dirty Hands Club Word Cloud

My son pointed me to the website http://www.wordle.net/ that creates Word Clouds based on text provided. The above picture was created using the bytownrailwaysociety.blogspot.com URL. The cloud gives greater prominence to words that appear more frequently in the source text. Saturday, shop, replacement...sounds like DHC, that's for sure!

Re: Restoration shop update to Wednesday, November 24th 2010

2010-11-26T14:49:00.000-05:00

Greeting from the Great White North!

As I sit here in the sun room drinking in the view of the ice covered trees and the falling snow, while blasting off this memo, (utilizing both index fingers) and one thumb, (for the space bar) I wonder why fate directed by father to emigrate to Canada instead of Hawaii, Pau-Pau New Guinea, anywhere south of the equator!

The Pontiac Chieftain Hy-Rail Car No. 26:

At the risk of bringing down a hex on the project, I must admit to being pleased with the progress we have made of late. With the able assistance of Ed Sr. and Jim L. things are shaping up in the engine bay. All the coolant lines, radiator and heater hoses have been replaced. We also rerouted the inline fuel filter which moved it a safe distance away from the radiator fan housing as well as allowing us to get rid of the 90 degree fitting formerly in front of the fuel pump. This last Wednesday we degreased, sand blasted, primed and painted all the brackets and fittings for the generator and power steering assembly. By the end of the day we had the generator mounted and positioned in line to take its pulley. Saturday I hope we can fabricate the stand offs required to align the power steering assembly as well as get the unit on the block.

The OCR Woodings CBL Speeder:

Jim L and Jack have mounted the new lift arm brackets and replaced the left side sub floor and skid-proof diamond plate aluminium floor covering. They are now waiting on the arrival at Malmbergs of the looming for the wiring harness. When installed, the chassis is essentially complete and everyone will focus on the refurbishment of the fibreglass car body. This project, like the Pontiac Hy-Rail Car, is close to completion.

No. 4313 The Central Vermont Idler/boom car c/w Tool Crib:

On the previous Wednesday, November 17th, Paul, Andrew and I fired up No. 10 and pushed some rolling stock around the yard so we could retrieve 4313 and bring it into the shop for scrapping and painting. Andy was kind (aka patient) and taught me the start up, and pre-trip inspections performed on No. 10 prior to use. Then Paul hopped in the cab, taking the left side of the cab, Andrew worked the ground and I got my first operating hours on the little center cab diesel! What a hoot, thanks to them both for their indulgence. Paul's trust of my skill set as a rookie Hogger however evaporated as we approached the shops large overhead door. "I'II spot the car in the shop Steve", he said with a nervous grin. Not wishing to push my luck, I conceded that that was probably a prudent move.

Saturday a large group of folks, Dave S. , Dave B., Bill, John and John, Jack, etc. , (pretty much our whole crew of regulars), descended on the converted flatcar with sand paper and scrappers. We even saw the return of the King of Cottage Country Mike Nowell. Welcome back Mike! By late morning the deck side rails had been removed, the track section on the deck hoisted off and the whole deck and west side of the car scraped and repainted. Bob Moore made and prestained several replacement stakes for the side rails. Several had rotted even with the angle cut tops and several coats of paint.

Sundry Bits:

Bob "Sawdust" Moore continues to work on the thirteen replacement window frames for the Bytown heavyweight coach. At this point he is putting a wood preservative/stain on the mahogany frames.

The mechanical refurbishment of the Schramm 125psi Portable Air Compressor is progressing well. I was able to purchase replacement belts and scrounge new radiator hoses from Serge's overstock. Paul got the rad re-cored and new fittings and gaskets installed. Saturday Ed Sr. and Charles put the rad back in its cowling and remounted the whole assembly on the compressor. Duncan is sourcing out some new oil filters for the unit and Paul is trying to find touch up spray paint for the unit.

Regards...

Steve Harling

Re: Restoration shop update to Saturday, November 13th 2010

2010-11-16T13:44:00.000-05:00

Here with apologies in advance for any unintentional omissions, is a brief summary of what has transpired at D.H.C. work meets since our last "Around the Shop" update.

The Pontiac Chieftain Hy-Rail Car No. 26:

Jim L. installed a new air valve at the rear of the Pontiac. The original valve body assembly which we installed had been cut back too far, exposing too much of the valve and causing problems with blow-by when we tried to air up the rear shocks.

Ed Sr. with his Muhammad Ali like 82 inch reach managed to install and secure the clamps on the lower radiator hose. Following another shopping trip to our friendly neighborhood NAPA store I managed to acquire all the necessary hoses and moulded 90 degree bends to replace all the Pontiac's heater hoses. Hopefully this coming Saturday we can enter the final phase of reassembly in the engine bay, i.e. installing the generator, battery box, etc.

The OCR Woodings CBL Speeder:

Work continues on the OCR Speeder, Charles, Jim L., Jack and Ian, are continuing to make excellent progress with the refurbishment of the speeders fibreglass body shell. Charles is continuing with the fabrication and application of fibreglass replacement sheets to damaged areas of the body shell. He also added some sheet metal (galvanized) to lower leading edges of the body shell where cracking and impact damage had occurred and mounted an expanded metal grill to the front nose of the body over the air intake opening.

Jim and Jack had to completely remove the left side floor and notch the plywood sub-floor and diamond plate aluminium floor cover to accommodate the mounting bolts associated with the bracket for the sliding lift handles! The duo are also putting the finishing touches to the new instrumentation panel and accompanying wiring harness.

The Central Vermont Steam Crane Tender:

John B. and Duncan installed the bracket and handle for the air reservoir release mechanism. Dave Boyd with a stencil he fabricated painted the water and coal capacity specification data on the end of the tender, which in effect completes the restoration project!

Saturday the unit was pulled out of the shop into the bright sunlight day by No. 10 and pulled down to the storage track. Duncan and I coupled it up to the Steam Crane and idler car. The tender looks like it was freshly out shopped by C.N. shops. A great effort and end result made possible only by the efforts and countless hours of work undertaken by all the DHC folks!

The Jordan Spreader:

Andrew once again assumed the role of "Ye Olde Village Smithy" and with the previously purchased 3/4 inch bar steel, forged the balance of the large oval loop fasteners required for the rail anchor assembly. We now have the required 8 loops ready.

The balance of the "twisted link" lift chains Bob Hobbs fabricated have been installed and Bill W. and Felicity utilizing No. 10 positioned the spreader on the storage track ready for winter plowing operations .

Sundry Bits:

Bob "Sawdust" Moore continues to work on the thirteen replacement window frames for the Bytown heavyweight coach. At this point he is putting a wood preservative/stain on the mahogany frames.

Dave Stremes, Ross and Paul have completed and mounted the new steel door, (complete with all the original period hardware and fasteners) on the shop side of the baggage car.

Almost everyone in the DHC over the last few gatherings, have also lent a hand in the mechanical refurbishment of the Schramm 125psi Portable Air Compressor. The Nerf bar has been removed as well as the hood assembly. This was necessary to facilitate the removal of the radiator. It has subsequently been out-shopped where it was recorred and had its fittings and gaskets replaced. The radiator was picked up last week and sits at the shop ready for re-installation.

Saturday, following the units being steam cleaned, (my God the unit is painted Canary Yellow, not battleship grey)!, we towed it outside with the fork lift. Here it was drained of old gas and extremely old oil!

Regards...

Steve Harling

Re: Restoration shop update to Wednesday, November, 3rd, 2010

2010-11-04T14:48:00.001-04:00

Let me begin by thanking everyone who was able to drop in to the shop this past Saturday. It would be no literary stretch to describe it as a bleak, cold and rainy day, (there were reports of early morning SNOW flurries in the suburban outskirts of Ottawa)! The turnout of hardy souls allowed us to wind up some end of season outdoor tasks.

The Pontiac Chieftain Hy-Rail Car No. 26:

Ed Sr. was successful in acquiring the balance of the custom, moulded O.E.M. coolant hoses we required for the Pontiac. He displayed more tenacity and ingenuity than the OCR MOW folks had when they, at some point in the dim past, resolved the requirement for two different IDs in the lower rad hose by simply acquiring a hose of the larger diameter and shimming it with a tin sleeve! The corrosion and contamination of the coolant via the deterioration of the sleeve apparently had not come under consideration. Serge waved his magic wand and found a way to route and connect the transmission coolant lines we thought were too short. Bravo Serge! I managed to lash down the new air lines to the frame rails, did an air test, found they had not lost one pound of pressure in the last week, so I inflated the suspension to spec, (80psi) and Re-installed the safety cover over the rear hydraulics. We are closing in on the finish line in regards to the Pontiac refurbishment project, so now its all hands in the engine bay.

The OCR Woodings CBL Speeder:

As noted in reference to the OCR Speeder in the last couple of sessions, Dave Boyd, Charles, Jim L., Jack and Ian, are continuing to make excellent progress with the refurbishment of the speeders fibreglass body shell. They have some portions of the body in final coat grey primer. Charles is continuing with the fabrication and application of fibreglass replacement sheets to damaged areas of the body shell.

The Central Vermont Steam Crane Tender:

Saturday, John B. Bill W., Andrew and Felicity completed the process of winterizing the crane. The coal bin and boiler grates were cleaned. Then the crew drained the boiler for the season. Plywood and winter tarps were installed over the exposed front of the cab and as the day came to a close the unit was shunted to its winter storage spur. Ross continued to fabricate the rail anchors and associated hardware. Paul was observed happily showering co-workers with hot sparks from shards of steel he was grinding off the anchors as he "cleaned up" the rough edges of the anchor assemblies.

On Wednesday Andrew once again assumed the role of "Ye Olde Village Smithy" dragging out on the shop floor his large anvil and lighting his propane fired hearth. Using an ingenious jig, conceived (yes you guessed it), on a paper hand towel, by Ross and employing previously purchased 3/4 inch bar steel Andrew, hammer and tong in hand, forged the large oval loop fasteners required for the rail anchor assembly.

So he should not once again feel slighted, I must note that Paul too was part of this process. He, in a supportive role, stood on the outermost perimeter of the activity, intoning in his Baritone voice a chorus of "YO Heave Ho, Now all....etc. Although well meaning, I don't think the verse was really conducive to encouraging the efforts of a Village Smithy, as much as it would have suited the sweating press gang oarsmen below the decks of a British Naval "Ship of The Line".

The Jordan Spreader:

The old doll took the week off and slumbered peacefully on the storage track.

Sundry Bits:

Bob "Sawdust" Moore continues to toil in virtual obscurity in the woodwork shop on replacement window frames for the Bytown heavyweight coach. Bob, "All work has value and nothing goes unnoticed!"

Dave "El Presidente" Stremes, Ross and Paul have completed and mounted the new steel door, (complete with all the original period hardware and fasteners) on the shop side of the baggage car.

Hope to see everyone at the shop this Saturday. I'II have a large steaming pot of my usual Tarpot Railway Coffee ready and waiting. However, please remember it's a B.Y.O.D., (bring your own donuts) and one for the author if you expect a bi-line next week.

Regards...

Steve Harling

Re: Restoration shop update to Wednesday, October 27th, 2010

2010-10-28T14:52:00.001-04:00

Greetings Folks..

Herein please find, with apologies for my tardiness, a brief summary of what has transpired, (or more accurately, "what I remember having transpired") at the shop since our last DHC update..

The Pontiac Chieftan Hy-Rail Car No. 26:

I have since our last update, thanks to a friend at Osgoode Tire, acquired the correct air-hose kit for the Monroe shocks on the Pontiac's rear suspension. I finished cutting, fitting and fishing through the frame rail the passenger side air lines yesterday. I hope to (with someones assistance given it is a three armed job) install the drivers side kit this coming Saturday and air up the system. Please Lord let there be no hissing sounds!

Ed Sr. likewise has had good luck "mining" weird "one- off" moulded replacement coolant hoses from the folks at NAPA. The radiator is now in place and the new replacement upper rad hose installed. The lower rad is a different story! Believe it or not, the inside diameter of the lower rad hose mount and the lower rad hose mount on the lower portion of the block are different! WHY? Ed has a lead on an aftermarket hose to address this phenomenon. Drop in Saturday, hang around the Pontiac work station and listen for wailing, gnashing of teeth, or, sighs of relief! What a cliff hanger gang!

The OCR Woodings CBL Speeder:

The last couple of sessions Dave Boyd, Charles, Jim L., Jack and Ian, have continued to make excellent progress with the refurbishment of the speeders fibreglass body shell. They have made a big step towards the removal of multiple coats of shot gun sprayed black enamel from the shell. Charles has commenced fabricating and applying fibreglass replacement sheets to damaged areas of the body shell.. He's doing a great job, however I wish he would wear a respirator when mixing and applying the fibreglass resins and hardeners. After mid morning coffee break the rest of the crew said they noticed and were concerned by a change in his speech patterns and a far away detached look in his eyes.

Ross is continuing on the design of a quasi roll cage to re-enforce the fibreglass shell. As noted previously, this is an imperative step that needs to be taken if we hope to avoid past issues with poor alignment of the doors and engine access hatch. The hold up is not Ross's fault however as I can corroborate his assertion that the museum's supply of brown, recycled hand towels had run out and he was therefore been unable to transpose his design to working drawings for the speeder crew! An administrative, logistical blunder entirely beyond his control!

The Central Vermont Steam Crane Tender:

John B. Andrew and Felicity have commenced the process of winterizing the crane. This coming weekend hopefully the tarps can be installed and the old doll will be ready for hibernation. While they worked on winterizing the unit Bob Moore and Ross continue to fabricate the rail anchors and associated hardware.

The Jordan Spreader:

Ross has delivered the final two chain sets and stored them aboard the spreader. Hopefully this weekend a crew can install them.

Sundry Bits:

Bob "Sawdust" Moore was observed in the woodwork shop back at work on replacement window frames for the Bytown heavyweight coach.

Duncan, Paul and yours truly helped a gentleman load into his car all the analog radio gear that was recently dropped off and stored in the baggage car. He and some fellow radio enthusiasts will put aspects of it back in service on the "hobby" level. Classic case of one man's....is another man's.......

Attendance and forward progress in respect to our ongoing projects diminished somewhat over the last two Saturdays, as we all enjoyed " Railfair and more recently the annual "Potluck Dinner". I know I enjoyed Railfair (and saw two thirds of DHC there on the Saturday). The highlight of my visit was purchasing a copy of Duncan du Fresne's new book entitled "When Steam and Steel get in your Blood". Sales were brisk and the line considerable as Duncan was seated at the BRS Booth signing copies. I highly recommend the book to any rail enthusiast. The publication run was moderate and I therefore would encourage anyone contemplating its purchase not to wait too long. Subsequent to Railfair I have seen it offered for sale on the BRS website.

Regards...

Steve Harling

Restoration shop update to Saturday, October 9th, 2010

2010-10-13T17:00:00.001-04:00

Greetings Folks..

Here's a brief summary of what has transpired at the shop since our last DHC update..

The Pontiac Chietan Hy-Rail Car No. 26:

After several frustrating attempts to resolve airline leaks in our rear air shock assembly we have via unanimous agreement gone to plan "B". The airline receiver mounts on the shocks have been determined to have essentially proprietary bayonet mount male ends. Any thought of fabricating brass and copper replacement female fittings is beyond our current capability. We have neither the equipment nor the expertise required to manufacture a compatible female fitting. Both Mr. Ed Sr. and Ross gave it their best but we always ended up getting hissed at by the leaky shock fittings! Paul is going to dig up the original invoice so I can ascertain the make, part number etc. of the airline kit. I will then contact the air shock manufacturer directly and try to purchase the correct air line kit separately.

Always seeking to close on a positive note, significant progress is being made in the engine bay. Duncan has installed a new water pump, connected the fuel line and in line filter as well as mounting the carburetor. I removed all the old radiator hoses, heater hoses and vacuum lines (to the wiper motor). I have since been fortunate enough to source OEM replacements and have done a "dry fit install". This coming Wednesday Duncan and I hope to do a temporary mounting of the rad and thereby be able to cut all the hoses to the appropriate length. Before we can permanently install the rad however we need to source and install a replacement water pump pulley.

The OCR Woodings CBL Speeder:

We had a large and busy group of DHC folks working on the speeder's fibreglass car body on Saturday morning. I observed Ross, Dave Boyd, Charles, Jim L. and our newest volunteer (welcome) Ian, swarming the body shell. They managed to make significant headway in its refurbishment. The yellow reflective tape that was applied (liberally) to all the defining edges of the car body was scrapped off. Then some of the team sanded off the enamel armour black body paint that coated the doors, door inserts and shell. When the sections were sanded down to the base M.O.W. yellow pigment permeated fibreglass, the sections were sprayed with a light gray primer and left to dry. While all this frenetic activity was taking place, Ross was consuming "Little Grey Cells" at an alarming rate trying to design a quasi roll cage to re-enforce the fibreglass shell. This is an imperative step that needs to be taken if we hope to avoid past issues with poor alignment of the doors and engine access hatch. In the past latch operation used to consist of a push to close and lift to latch motion!

The Central Vermont Steam Crane Tender:

John B. manufactured a new mounting bracket for the airline relief valve system on the tender. Duncan and John H. then modified the pull handle rod's length and curvature. It was then ( in conjunction with the new bracket), installed on the tenders left side beneath the frame rail.

The Jordan Spreader:

Bob Hobbit, Alan Westland and my old Hogger, "Big Bill" Weiler. (under whose watchful eye I apprenticed as a fireman on the Shay), completed the installation of all the new canvass all-weather beam covers. Later Bill and Alan strung out, primed and painted the remaining hoist chains for the spreader.

Sundry Bits:

Bob "Sawdust" Moore was observed in the woodwork shop designing and fabricating out of plywood, patterns for the plasma cutter. They will be instrumental in the manufacture of rail anchor hooks for our CV wrecker crane .

Re: Restoration shop update to Saturday, October 9th, 2010

2010-10-12T13:26:00.001-04:00

Greetings Folks..

Here's a brief summary of what has transpired at the shop since our last DHC update..

The Pontiac Chietan Hy-Rail Car No. 26:

The OCR Woodings CBL Speeder:

The Central Vermont Steam Crane Tender:

The Jordan Spreader:

Sundry Bits:

Restoration shop update to Wednesday September 29th, 2010

2010-09-29T22:01:00.001-04:00

Let me begin by sharing with you all, as I sit in front of my computer, how to a degree I feel conflicted. On the one hand responsibilities in Ottawa forced me (with heavy heart), to leave the cradle of The Blues and Traditional Jazz, as well as "Rail fanning Nirvana" ( all six class 1's have major classification yards in New Orleans). The opportunity to photograph 10 to 20 trains a day within a 20 minutes radius of our apartment was the norm rather than the exception.
On the emotional flip side, it was great to see all the fine folks again that I have had the good fortune to meet and work with in the past few years at BRS. I truly enjoy their company and the sense of accomplishment derived from whatever minor contribution to rail restoration I have been able to effect as a team member.
Having said that, allow me to congratulate all the D.H.C. members on their accomplishments of the last four months. The current state of the baggage car, the O.C. Speeder and the wrecker's tender were absolute jaw droppers! I don't think the folks who toil twice a week, making slow project advancement, (in their minds), really see the dramatic achievements made over the spring/summer.
Here in brief,is what I have observed in respect to restoration activity over our last two meetings, (up to and including Wednesday, September 29th.) :
Number Ten:
Duncan has been busy our last few meetings preparing our little Thurso Valley center cab for the long arduous winter ahead. Grease guns, oil cans, hygrometers, and battery chargers having been seen in his possession of late.

The Baggage car:
With Charles as the project lead, almost the entire team has been "hands on" the car the last few meetings. Dave and Felicity completed the pre-painting preparation work on the remaining diaphragm, (needle-gunning and sanding all exposed surfaces). Charles made some fibreglass repairs to the lower exterior sheet metal (between the baggage doors) on the west side of the car. Apparently some recent bondo work blistered up. At Charles's request I ground down all the old diaphragm mounting studs at the north end of the car. This will allow Ed Jr. on his next visit to weld on the newly fabricated replacement mounting studs.

Ross, Paul and Bob M. have almost completed one of two new doors for the cars end passage ways. They have fabricated the doors out of 3/4 inch plywood (the core) and then wrapped the wood core with a sheet metal casing. They then proceeded to mount door hinges and relevant hardware to the aforementioned metal casing. Saturday the same trio soldered the seams of the sheet metal wrap and installed a recess plate for a latch and lock mechanism. Finally Ross in between meetings , found time to get out to The Foundry in Carleton Place and have two treadle plates made from in-house designed moulds. They mount on the exterior passage way floor. In effect a step plate at the cars deck end.

The Ottawa Central R.R. Fairmont Speeder:
Jim and Jack, as co-team leads on this project, reached a project milestone last Saturday. They dragged out the chassis of the Fairmont, and dropped it on our mainline. The unit has essentially undergone a ground up restoration. The unit has received new diamond plate aluminium flooring, upgraded aluminium fire walls, new instrumentation, gauges, fuel lines, brakes etc. A lot of team members deserve a heartfelt "Thank You" for their individual efforts in this restoration! For their part the team leads have done an astounding job of completely rewiring the chassis. Definitely a case where the restored piece is better engineered than the O.E.M.!

Our Saturday meeting concluded with the happy duo placing the speeder on the rails outside the workshop. In the warm sun fiiled yard, they then proceeded to fill the newly refurbished fuel tank for the first time. Following a short prayer to the God of Rail restoration Jack cranked the ignition. A little coaxing from Jim as he feathered the choke to get fuel to the carburetor, encouraging cheers from the assembled DHC group and the Fairmont roared to life! The scene concludes not unlike a Buster Keaton silent film with the two seated proudly aboard the Fairmont chassis as it speed off sputtering and puttering down the mainline into the sunset.
Wednesday, while Allan fabricated a new metal bracket to replace the broken lift arm bracket on the rear of the speeder. Jim did a bit of re-routing to the the speeders new wiring harness and also constructed and installed some cross braces/retention bars for the units battery box.
Our next step in this project will be the reinforcement of the Fairmounts' fibreglass cab, remounting the doors, reconditioning the cabs exterior, as well as the complete re-wiring of the cab. The cab is now back on the workshop floor adjacent to the chassis.
Pontiac Chieftain Hy-Rail Car 26:
As Paul previously mentioned, when I returned from New Orleans Andy and I installed the new modified rear axle halves. We also installed the hubs, adjusted the brakes and mounted the wheels and tires. Serge was smiling from ear to ear as I returned his axle jacks following their eight month hiatus from his workbench.

Now that the car was sitting on its own suspension,I suggested to Duncan we pressurize the air shocks. After applying the prescribed 50 psi. the car began emitting a loud hiss! I crawled under the car and discovered all the fittings outboard of the shocks leaked! After a frustrating morning which saw us disconnect all the fittings,remove the cross over air line (which serpentines around, up and over the gas tank and the rear axle), and then by fluting two joints and placing crimp rings on two more, we managed to eliminate all but one air leak. Ed Sr. is in the process of fabricating a new female fitting to connect the air line to the outboard fitting on the left rear shock. In the interim Andy, and I installed the hydraulic conduit and lines to the front Hy-Rail assembly.

This Wednesday past Duncan and I tightened all the coolant lines, connected the gas line from the fuel pump to the carburetor and permanently installed and C-clamped the in line fuel filter. As Wednesdays work session drew to a close I removed all the deteriorated air vacuum lines and took measurements for new upper and lower Radiator hoses. I will acquire new ones at NAPA and bring them to our next meeting.
The Jordan Spreader:
Bob Hobbs and Andy are sand blasting, priming and painting the last of the lift and safety chains for the outboard plow hoist assembly.
The Central Vermont Steam Crane:
Bob Moore has, utilizing another of Ross's now famous "Blue Prints" crafted a pattern which we can use with the plasma cutter to fabricate rail anchor hooks for the wrecker.

Finally for all those who are curious as to my choice of e-mail backgrounds, just my way of celebrating the fact that Tuesday, my beloved Yankees earned a playoff birth in the 2010 World Series!.

Saturday restoration

2010-09-19T18:03:00.001-04:00

Good evening all, with Paul away I took the liberty to resume today's session.

Good group were on hand this morning.

First we welcomed back Stephen Harling, back from the Big Easy with brand spanking new overall and booths, I think we should have a nice upcoming job where crawling in tight dirty space could be his, John, do we need to clean the crane boiler...

Tender: Doug completed the numbering, what is left is the capacity data at the back and then off to pasture with the crane and boom car.

Speeder: Jack and Jim put in the last touch to the electrical and at 12h10, with a tank of gaz in, the speeder started like a charm and roll down to the station on it's own just like new, A few twicking on the gear shifting may be necessary but it was great to see it go, and quiet too, headlight and brake lights.

Jordan Spreader: Bill Weiler, John Halpenny and Andy Cameron, put back all the chains and tested the wings and all is good. The last chain was primed by yours truly and will be installed after painting next week, Next will be to tackle the paint chips all over, paint and reinstall the canvas cover and get ready for some heavy snow!!!

Baggage car: I completed the priming on the back side, roof trim, both doors and some missed area. Dave Steames and Andy Cameron completed the neddle gunning of the second diaphram and it was primed. Next week will give it a coat of black and it should be ready for lifting. Ross and it's magic torch saved all the mounting pins for the canvas. Only one will need to be fabricated. Stephen Hardling grinded all the bolts at the top, so next step is for Ed Jr to weld all our bolt studs, a bit of paint , install the mounting brackets and the second diaphrams is ready to be lifted. I fixed up some green paint spots on the side, next week, pending good sunshine , I shall give it the second coat of green. In the back shop, Bob Hobbs glued together the rubber strips for the weather stripping to go around the doors, Ross will have them pressed down this week and will be ready to go up once the second coat of green is done. We took out, clean and primed one of the steam pipe /valve, next week will start mounting it under the west end of the car. Finally Dave and Andy also worked of eliminating some weld inside the car that was rubbing and scartching the single door paint.

Car 26: Ed Sr worked on completing the sheet metal for the rear wheel well inside the trunk.

I think this is about it all, very good day and movement on many front,s plenty still to come

Thanks

Charls

Restoration shop update to Wednesday September 15th, 2010

2010-09-16T20:56:00.001-04:00

This report covers the last three sessions. The gangs have been a bit smaller lately especially the Wednesday crews. As of September 15^th we have the baggage car, the caboose, the Jordan spreader and #10 up by the shop. Hopefully the remaining tasks for the spreader (as per the job list) can be completed before the winter. The spreader can then be positioned for winter spreading. I expect Steve to recommence doing these reports with his special writing gift.

The Tender:

The numbering of the tender is now completed with just some minor touch up required. This project is pretty much complete. What can be done is find and mount a back up light, install our small steam pumping engine somewhere on the tender (used to pump water from the tank to the crane reservoir) and perhaps stencil the capacities on the tail end if I can determine what they were. Dave Boyd did a masterful job of the stencilling and numbering

The Pontiac Hy-Rail Car 26:

Ed Sr., Ross, Andy and Steve Harling (yes he finally returned to the shop on the 15^th after a summer in "New aaw-leans") were working on the Pontiac. The axels are back, installed, wheels on and the car lowered onto the floor. Other bits are now being put back on. Perhaps the job will finally get finished over the winter. Ed Sr. is busy finishing the parts to cover the railway wheel extensions in the back compartment. This is a very finicky job to get all the pieces to the right size.

The OCR Woodings CBL Speeder:

Jack was busy coding and numbering the newly installed wiring and matching to the wiring diagram. We are just about at the stage for a test run of all systems. We must remember to refill the differential.

The CV Crane

The crane was brought up to the shop. The firebox and ash pan were emptied and cleaned and the running gear disconnected. The water tank was refilled in preparation for the next operating session. The rail anchor eyebolts were installed. There will be another steaming session on October 23^rd.

Baggage Car

The newly installed diaphragm was needle gunned, wire wheeled and painted. Except for the door entry plate (now being cast at the foundry) and the new door this end is complete. Dave S and Felicity needle gunned all the areas at the second diaphragm that they could reach with it lying on a pallet. There is still a fair amount of work to be done on the other end before this diaphragm can be installed. If you switch the baggage car back to the lower yard leave it as close as possible to the switch-stand rather than the crane as it cannot be easily coupled to due the degree of curvature in the track if it is to deep into the curve.

Jordan Spreader

The chains task still needs to be finished. Andy removed one more and sandblasted it to remove the rust. It needs painting along with the canvas cover bags. These are all sitting on the end of the tender.

Caboose

The caboose was brought into the shop and put over the pit so that it could have a proper inspection and have the brakes adjusted. The hand brakes had not been working all that well but should now be much better.

Miscellaneous

We had pretty much used up all of our glad-hand gaskets. I have ordered another dozen. These are prone to damage when the air hoses are disconnected simply but closing the air lines and then just uncoupling the equipment and pulling away. This tends to pull away chunks of gasket. When uncoupling please turn off the air lines and separate the hoses by hand, if not sure how to do it ask someone, as this will give us better life on the gaskets. The gaskets are $9.62 apiece.

Job jar tasks for September 2010, and beyond.

1. Paint the fence side of the baggage car green (Charls)

2. Repair the other end metal work. (Plan designed and material purchased)

3. Install the steam valve for the baggage car and the special clamp to hold it, west end. Put on the Barco fittings both ends.

4. Paint the Jordan chains, all six of them. Install them. Cut to length. (Job in progress)

5. Paint the bunks under the Jordan air tank. Touch up spots.

6. Paint then replace the canvas bags on the Jordan. These have been lengthened and are on the shelves. (Bags are partially painted)

7. Paint the roof of the passenger car, at least get it all the same sheen on the parking lot side.

8. Put the rest of the Pontiac back together. (in progress)

9. Figure out what to do with the body of the CBL. Reinforce it? Door hardware is shot, rebuild it or find some replacements?

10. Make two new doors for the baggage car and install them.

11. Make up the weather-strips for the baggage car. (Measurements of required metal parts completed and old weather strips removed)

13. Make two covers for the hirailers in the Pontiac trunk. Seal the tire well against fumes. (task in progress)

14. Make a new storage rack for the small wood boxes for the boom car. (Plan prepared)

15. Bring the boom car up to the shop and sand and paint the parking lot side and the crane end door.

16. Any other tasks that may appear.

Please remember to fill out a time sheet for BRS volunteers.

Restoration shop update for Saturday September 4th, 2010

2010-09-05T18:23:00.000-04:00

The Wednesday crew had positioning the required equipment up by the shop so it made for a quick start to the work day. It appears that some persons had been visiting our crane as several of the grease cup covers were missing. Two were on the crane roof and several down in the rotation mechanism. Fortunately all wee located and reinstalled. This is the first vandalism problem we have had in several years. Wood was loaded in the fire box and the crane fired up. It was ready to steam in about one hour.

The Tender:

With number stencils available Dave Boyd used them to create a stencilling master for use with the pounce wheel. One side has now been numbered.

The Pontiac Hy-Rail Car 26:

Ed Sr. and Ross were working on the Pontiac. We still await the return of the axles from Malmberg (their machinist was on holiday). They should be back next week. The installation of the parts to cover the railway wheel extensions in the back compartment was completed I think.

The OCR Woodings CBL Speeder:

The CV Crane

The crane has had the coal bunker partially filled and a bed of coal placed in the firebox for light-up. The crane performed fantastic today and the diaphragm installation was completed in almost no time. The plan was well laid out and the operators all had a light touch so that moves of just an inch or two were obtained on several occasions. After the installation since the crane was under steam, and it was only mid morning the crew did a bit of practicing. A badly positioned freight car truck by the fence was lifted and positioned properly. The crane was run back to the lower yard, shut down and buttoned up. We should find a reason to have another steaming before the end of the season.

Baggage Car

While we were waiting for the crane to steam Charls was giving a coat of green to the repairs he had made during the week. The installation of the diaphragm with the crane was a breeze and this allowed the lower portions to be pinned and bolted into place. With Dave S in the cage on the forklift and Charls in the doorway on a step box the upper bolts were installed. The car was then pushed back into the shop to have the canvas portion properly attached to the car-body and pinned into place. Ross did a bit of welding repair and all the hand rails and the brake wheel for that end of the car were installed. Charls then did a bit of black touch-up. At long last the fabricated bracket for the vapour steam valve was located so that this can be installed at the other end of the car as soon as body repairs are finished. If you switch the baggage car back to the lower yard leave it as close as possible to the switch-stand rather than the crane as it cannot be easily coupled to due the degree of curvature in the track if it is to deep into the curve.

Jordan Spreader

The chains task still needs to be finished. The canvas cover bags have been extended (and without charge). These need to be painted black and reinstalled. The are on the side shelving by the tender.

Job jar tasks for September 2010, and beyond.

1. Paint the fence side of the baggage car green (Charls)

2. Needle gun the remaining diaphragm ring and the 2 big rods.

3. Repair the other end metal work. (Plan designed and material purchased)

4. Find the missing steam valve for the baggage car and the special clamp to hold it, install it. Put on the Barco fittings. (clamp found, 2" diameter by 10" nipple required)

5. Paint and install the clamp parts for the crane. (Parts have be painted and moved to the boom car)

6. Paint the Jordan chains, all six of them. Install them. Cut to length. (Chains on one side have been removed, sized and painted)

7. Paint the bunks under the Jordan air tank. Touch up spots.

8. Paint then replace the canvas bags on the Jordan. These have been lengthened and are on the shelves. (Bags are partially painted)

8. Paint the roof of the passenger car, at least get it all the same sheen on the parking lot side.

9. Put the rest of the Pontiac back together. This puzzle should keep them busy most of the winter.

10. Figure out what to do with the body of the CBL. Reinforce it? Door hardware is shot, rebuild it or find some replacements?

11 Make two new doors for the baggage car and install them.

12. Make up the weather-strips for the baggage car. Remove the old ones ASAP. (Measurements of required metal parts completed)

13. Make two covers for the hirailers in the Pontiac trunk. Seal the tire well against fumes. (task may be complete)

14. Make a new storage rack for the small wood boxes for the boom car. (Plan prepared)

15. Any other tasks that may appear to throw us off course.

Please remember to fill out a time sheet for BRS volunteers.

Restoration shop update for Wednesday September 1st, 2010

2010-09-03T16:50:00.001-04:00

A small crew was available today as the Shay operation requires the participation of several of the Wednesday team. There was some task catch up done today and prep work for the crane steaming on Saturday. Remember for the crane lift, hard hats and safety boots/shoes are mandatory. We have a large supply of hard hats so please avail your self of one. I not sure what occurred last Saturday as I was at the Smiths Falls Train Show for the weekend but I believe it was prep work for the crane lift of the baggage car diaphragm.

The Tender:

Both heralds are now complete and we have a set of stencils in hand to do the numbering. It looks excellent.

The Pontiac Hy-Rail Car 26:

We still await the return of the axles from Malmberg (their machinist was on holiday). They should be back next week. Ross was busy completing the fabrication and installation of the parts to cover the railway wheel extensions in the back compartment.

The OCR Woodings CBL Speeder:

The rear differential has been leaking. The speeder was placed over the pit and the differential drained, the bottom or top (differential is mounted upside down) cover was then removed. Paul, with some assistance from Serge cut and installed a new gasket and put the thing back together. Hopefully this will stop the leaks. Note, that the differential still needs to be filled. Rewiring of the speeder continues.

The CV Crane

The crane has had the coal bunker partially filled and a bed of coal placed in the firebox for light-up. Hopefully the crane was moved down to the shop at the end of operations on Wednesday. Andy and Paul sorted more coal in the no longer large coal pile.

Baggage Car

Work was ongoing in preparation for the diaphragm installation the weekend. Ian was working on parts for the lifting device. John Bryant is in charge of this lift so please follow his direction. Charls was doing some body work on the side of the car where some air bubbles had appeared under the paint. He hopes to get the other side painted green in the near future. The sandblasting job came in well under budget and was well done. We will certainly go back to this firm for any future sandblasting work. If you switch the baggage car back to the lower yard leave it as close as possible to the switch-stand rather than the crane as it cannot be easily coupled to due the degree of curvature in the track if it is to deep into the curve.

Jordan Spreader

The chains task still needs to be finished. The canvas cover bags have been extended (and without charge). These need to be painted black and reinstalled. The are on the side shelving by the tender.

TNVR #10

The 45T was in over the pit on Wednesday to have the brakes adjusted. There was too much travel in the brake pistons. John B, Andy, and Paul under Duncan's supervision completed this task. The two trucks are slightly different and the front truck is much easier to adjust than the rear truck. Piston travel is now within specification.

Ross has prepared a new list of tasks to be done and it follows.

Job jar tasks for September 2010, and beyond.

1. Paint the fence side of the baggage car green (Charls)

2. Needle gun the two diaphragm rings and the 4 big rods. (One set completed)

3. Come up with a solution to repair the other end metal work. (Plan designed and material purchased)

4. Find the missing steam valve for the baggage car and the special clamp to hold it, install it. Put on the Barco fittings.

5. Paint and install the clamp parts for the crane. (Parts have be painted and moved to the boom car)

6. Paint the Jordan chains, all six of them. Install them. Cut to length. (Chains on one side have been removed, sized and painted)

7. Paint the bunks under the Jordan air tank. Touch up spots.

8. Paint then replace the canvas bags on the Jordan. These have been lengthened and are on the shelves. (Bags are partially painted)

8. Paint the roof of the passenger car, at least get it all the same sheen on the parking lot side.

9. Put the rest of the Pontiac back together. This puzzle should keep them busy most of the winter.

10. Figure out what to do with the body of the CBL. Reinforce it? Door hardware is shot, rebuild it or find some replacements?

11 Make two new doors for the baggage car and install them.

12. Make up the weather-strips for the baggage car. Remove the old ones ASAP. (Measurements of required metal parts completed)

13. Make two covers for the hirailers in the Pontiac trunk. Seal the tire well against fumes. (installation is underway)

14. Make a new storage rack for the small wood boxes for the boom car. (Plan prepared)

15. Any other tasks that may appear to throw us off course.

Please remember to fill out a time sheet for BRS volunteers.

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Update for Saturday August 21st, 2010

2010-08-22T14:34:00.001-04:00

The warnings of a sweep day must have scared a lot of the team away as we only had nine members at restoration today. Eight of the team did the sweep, shovel and even vacuum (Dave should be pleased). The whole parking lot was cleaned and all dirt/sand removed between the rails. It was a big job that took the better part of four hours but the vestiges of our sandblasting jobs have now been removed. The baggage car was moved back to the lower yard for now but will come back to the shop for work as required.

While the sweep session was going on Dave Boyd was completing the second herald on the CV tender. The first herald looks really good.

Job jar tasks for August 2010, and beyond.

1. Removed the weather stripping from the doors on the fence side of the baggage car.

2. Needle gun the two diaphragm rings and the 4 big rods. (One set completed)

3. Come up with a solution to repair the other end metal work. (Most of the wasted metal has been removed and the area sandblasted)

4. Find the missing steam valve for the baggage car and the special clamp to hold it, install it. Put on the Barco fittings.

5. Paint and install the clamp parts for the crane. (Parts have be painted and moved to the boom car)

6. Paint the Jordan chains, all six of them. Install them. Cut to length. (Chains on one side have been removed, sized and painted)

7. Paint the bunks under the Jordan air tank. Touch up spots.

8. Remove the canvas bags from the Jordan, I will get them lengthened. Match mark the parts. After reinstall paint the canvas black. (Bags have been removed, marked as to position and partially painted)

8. Paint the roof of the passenger car, at least get it all the same sheen on the parking lot side.

9. Put the rest of the Pontiac back together. This puzzle should keep them busy most of the winter.

10. Figure out what to do with the body of the CBL. Reinforce it? Door hardware is shot, rebuild it or find some replacements?

11 Make two new doors for the baggage car and install them.

12. Make up the weather-strips for the baggage car. Remove the old ones ASAP. (Measurements of required metal parts completed)

13. Make two covers for the hirailers in the Pontiac trunk. Seal the tire well against fumes. (Job is underway, metal has been folded)

14. Make a new storage rack for the small wood boxes for the boom car. (Plan prepared)

15. Any other tasks that may appear to throw us off course.

Please remember to fill out a time sheet for BRS volunteers.

Restoration shop update for Wednesday August 18th, 2010

2010-08-18T21:02:00.001-04:00

Some switching was done to position the baggage car at the shop to prepare for sandblasting. This will be done tomorrow which means Saturday will be a clean-up and prime day. (Charls, do we have enough primer in stock?). Not sure if this will go ahead if it is raining but if so the job will probably be done on Friday. With the Shay operation requiring 4 staff it was a smaller team today. Dave Elliot stole Ed Sr. for a home project and a museum communications staff stole Duncan to help with some Shay filming but there were still a few present to work on other items.

Remember if an emergency occurs you do not have to find me but fell free to call 911 on your cell or call security (991-3100) and have them call.

The Tender:

David Boyd was hard at work painting the CV herald on one side of the tender.

The Pontiac Hy-Rail Car 26:

Ed Sr. took the offending axles for modification in to Malmberg on Monday. Jack Loucks was installing a line to the transmission (note, the transmission is empty) and the guide for the oil check gauge. Paul did some patching (with leather) inside the spare tire well and Andy was doing some caulking and grinding on the underside of the well. Ross fabricated the parts to cover the railway wheel extensions in the back compartment. Ian will well these together.

The OCR Woodings CBL Speeder:

Jim continued on the rewiring of the speeder.

The CV Crane

The crane awaits its next steaming session which will be to install the diaphragms on the baggage. Work continues on the parts for the set-up for the rail clamps. The parts for the rail clamp completed so far have been placed in the boom car.

Baggage Car

Paul & Andy covered the side windows in preparation for sandblasting. Ross cut some of the metal required for the repairs to the west end of the car body. The sandblasting job was approved by the board and will be done tomorrow. Ross took some samples of the weather-stripping in order to get the new parts made. We are tasked with the clean up so we will have a big sweep day on Saturday. Car will need to be primed and this will probably be done with rollers to facilitate the task. Some grinding needs to be done on the weld repairs to the car body. Ross acquired the steel to action the repairs designed by he and Ed Jr. This will be a bit more difficult than the other end as quite a bit of material is wasted away. If you switch the baggage car back to the lower yard leave it as close as possible to the switch-stand rather than the crane as it cannot be coupled to due the degree of curvature in the track if it is to deep into the curve.

Jordan Spreader

The chains task will be worked on again this Saturday if enough bodies are available.

Miscellaneous

Andy, the blacksmith, was working on a project for Ross. Paul ran a bunch of scrap metal to the metal dumpster. Who brought the garden hose and left it by our extension cords and air hoses?

Ross has prepared a new list of tasks to be done and it follows.

Job jar tasks for August 2010, and beyond.

1. Get approval to have the side and end of the baggage car sandblasted by an outside contractor. (Approved, will be done on August 19^th)