The shiny new tender tank for Chicago & North Western No. 1385 moved recently from the paint shop back to the construction contractor’s shop near Wisconsin Dells in preparation for final assembly. Lettering began being applied today and is expected to take about three days to complete. The tender is on schedule for a November delivery to the Mid-Continent Railway Museum grounds.
In the next few days, the tender (fuel and water car) for steam locomotive Chicago & North Western No. 1385 will have lettering prepared and applied by volunteers Richard Dipping and Owen Hughes. The tender is anticipated to be returned to North Freedom and placed on display in November.
The 1944-1957 era C&NW “SYSTEM” monogram has been selected and a stencil prepared [see photo]. This was the monogram style in use when the locomotive was removed from C&NW’s active roster in 1956 and was still on the locomotive when sold to Mid-Continent in 1961. C&NW went through a few other variations before returning to this monogram style from 1981 until purchased by the Union Pacific Railroad in 1995.
For an in-depth history of C&NW’s trademarks/monograms, read the article “The Ball, the Bar, and the Badge: The Evolution of the Chicago & North Western Railway Company Trademark” in Volume 2013, No. 1 of the Chicago & North Western Railway Historical Society’s publication “North Western Lines.”
Back in May, members of the C&NW #1385 Steam Task Force inspected the tender tank (the car that carries the locomotive’s fuel and water) progress at DRM Industries in Lake Delton, Wis. for what turned out to be the last time before it was to be sandblasted, cleaned & painted inside and out. The last details to be completed will be the addition of anti-slip dots on the steps and shoveling deck, drilling of an anti-siphon vent in one water fill pipe and attachments for the brackets for the electrical conduit. This will culminate over 15 months of work on the tank.
There are still other goals to accomplish which will be much easier with the tank out of the way. These include repair work on the drawbar pocket and pin, draft gear pocket and fitting of the white oak decking that goes on the frame under the tank.
The replacement trucks purchased for the tender are in Lake Delton, waiting to go under the frame so any necessary adjustment of height can be made where the tender can be more easily handled. When the tender is ready to roll it will be shipped back to North Freedom to receive lettering and go on public display. It is planned for this to occur around the end of August 2013.
Meanwhile, fundraising efforts continue. The Wagner Foundation’s $250,000 challenge grant has now been over 70% matched through the generosity of many, many donors. That positive momentum and spirit of generosity will need to continue for the C&NW #1385 project to progress. With the tender rebuild nearing completion, the boiler represents the next major hurdle and it will most certainly be the single most expensive portion of the 1385’s restoration.
Today is the locomotive’s 106th birthday so we are celebrating with a restoration update!
The R-1’s tender tank is complete and ready for paint. The gallery below shows the construction of the new tender tank.
The frame is also done and is in primer paint. In mid-February 2013, Mid-Continent volunteer Jim Connor delivered the deck tender boards to DRM Industries.
One item of debate had been over whether to attempt to salvage the trucks. The trucks had largely sat idle with the tender since 1973 when the tender from steam pile driver X263579 was substituted for use with the 1385. Most people’s image of the appearance of the 1385 tender is actually the X263579. The old tender was stored at end of track for nearly 30 years at Quartzite Lake where it eventually became buried in mud and debris caused by flash flooding in 1993. The trucks remained largely buried until the tender’s rescue in April 2002 [see December 2011 issue of Mid-Continent Railway Gazette for the rescue story]. With guidance from Steve Sandberg, new project consultant, it was determined that seeking “new” used trucks during the current restoration was a better option.
Two used serviceable trucks were purchased in mid-February 2013. They had previously been used on a freight car. One truck had all four casting marks and the other had three. This tells us how many times the trucks have been rebuilt. When all four casting marks are removed, the truck is scrap. The wheels will be pressed off and new ones pressed on.
The draft gear resides inside the coupler assembly of the tender to help dissipate the shock of coupling into a string of cars or trying to start them. It also helps smooth out the forces through the coupler as when going down the track. In late 2012, Mid-Continent was seeking a replacement for the tender’s draft gear. As it would turn out, Miner, the manufacturer of the original draft gear used on the tender, was seeking old draft gears for their corporate museum. The draft gear found on the 1385’s tender was a model which they lacked in their collection. Discussions between the Steam Task Force and Miner led to a trade arrangement in which Miner supplied a more modern style draft gear in trade for the old one.
The plan is to finish the tender and move it to North Freedom for display. This will offer a visible sign of progress on the project. With most ongoing work either taking place off-site or being of the engineering and design variety, there has been little thus far for visitors to Mid-Continent to actually see.
As for non-tender developments, the Steam Task Force is continuing to work on boiler engineering with nothing specific to report at this time. Meanwhile, work on the cab has picked up. Boards have been milled for the cab roof. Investigations are also taking place into finding a suitable replacement for the original Lehon Mule Hide covering for the cab roof.
As for overall project status, there is still much work to do. The biggest cost area, the boiler, still lies before us. Work is also yet to begin on the running gear. Roughly 70% of the Wagner Foundation’s $250,000 challenge grant has now been met by matching donations since the challenge began in June 2011. Despite this progress, the project will still require roughly $1 million in additional donations in order to cover the estimated total cost for the project. That is why YOUR help is needed. The sooner we are able to meet this fundraising challenge, the sooner everyone will be able to enjoy seeing 1385 under steam. Anyone wishing to make a gift to the 1385 restoration can do so directly on our donation webpage or can find instructions there for how to mail your donation. Finally, THANK YOU to everyone who has already donated! We couldn’t have gotten this far without your help!
Written by Mike Wahl
For this installment I will start with the history we have gathered about the original 1385 tender.
The original Chicago & North Western builder’s specifications from March of 1907 call out the following specs for the tender. I have summarized part of the information below.
Frame: The frame is to be substantially built of 13 inch steel channels and thoroughly braced.
Truck, Wheels, and Axles: The tender will carry two 4 wheel trucks. It was to have 5 1/2 x 10 inch journals with 33 inch wheels.
Tank: The tank is to have a capacity of 7500 gallons of water and 10 tons of coal. It is to be made of steel ¼ inch in thickness.
Included below is a picture of the 1384 which shows what the tender of the 1385 looked like in March 1907 when completed by the American Locomotive Company’s Schenectady Works.
The Chicago & North Western kept valuation records on all of their equipment. Each locomotive and tender was assigned a number to keep track of the cost spent on the equipment. The valuation record number for the locomotive was the locomotive number, the 1385 was 1385. The tenders were given a unique number. In the case of the 1385, tender number 7303 was with the locomotive when purchased by MCRM.
Using this record we can tell a few things about tender. On 10-19-1926 the tender received a cast steal frame, replacing the original steel channel frame, for a cost of $235.73. This is the first entry on the valuation record. It also states that the only engine it was in operation with was the 1385. So we do know that from 10-19-1926 until it retirement this was the tender the 1385 used. At this point we can only speculate that this was the tender it used from 1907 until 1926.
If you examine the photo of the 1384’s tender verses the tender photo’s of the 1385 I have included you can see some differences in the coal pocket area. The R-1 class locomotives with 7500 gallon tanks had a tender modification done, to add more coal capacity. They added radius wings to the edges and height to the front board to increase the tender’s capacity. There is a drawing called Tender Tank – Alteration for increased coal capacity date March 7th, 1944 that shows this change.
The Tender Plan
As I stated previously, the tender will be broken down into smaller tasks. They are the tank, tender frame and tender trucks.
Tank: The plan for the tender tank is to engineer and design a new welded tender tank to replace the original. The current tank will be used for reference along with the original drawing in the design of the new tank. The design goal of the new tank is to preserve a look as historically accurate as possible with the utilization of modern materials and manufacturing processes. To make this a restoration, not a completely new tank, we plan to use as much of the original hardware as possible like the coal board brackets, hatch parts and any other components that are salvageable.
Tender Frame: The tender tank was removed from the frame a few weeks back which allowed for us to perform an inspection. The overall condition of the frame was good. The contractor has removed the components from the frame, sandblasted it and it is in red oxide primer. The next step on the frame will be to examine it after cleaning and priming to determine what repairs are needed. I have included a picture of the frame taken by our contractor.
Tender Trucks: The tender trucks are in very bad condition. When the tender was parked at the end if the line at Quartzite Lake the trucks were buried in dirt and gravel. The team is currently evaluating rebuilding using roller bearing replacements as an option for the trucks. This decision will be made down the road once all of the options are evaluated.