Mid-Continent Railway MuseumPosted on by Jeffrey Lentz
Mid-Continent’s Restoration Department has released its 2022 work session schedule. These work sessions are a great way to get involved at Mid-Continent Railway Museum.
Our doors are open to anyone willing to give us a hand and help us with the restoration work. Give us a hand for a day or several days throughout the summer. Every bit of help makes a difference and is appreciated. We have a wide range of needs (i.e. painting, cleaning, stripping, wood work, roofing, refinishing, upholstery, metal work, and more) and everyone can be a help.
If you’re interested in volunteering please reach out! To be placed in contact with Bill Buhrmaster, MCRM Restoration Manager, send us a message using the below form or call the museum office at 608-522-4261.
Session Number
2022 Work Session Dates
1
February 19-20
2
March 11-12-13 Rescheduled to March 17-18-19 due to weather
Mid-Continent Railway MuseumPosted on by Jeffrey Lentz
What are the first three things an operator must know on any boiler? 1) Where’s your water?, 2) Where’s your water?, And 3) Where’s your water?
A steam locomotive’s water level is so important the Federal Railroad Administration includes an entire section dealing with water gauges in the CFR Title 49 Part 230 Steam Locomotive Inspection and Maintenance Standards. Part of 230.51 states that “…The lowest reading of the water glasses shall not be less than 3 inches above the highest part of the crownsheet. …”. What’s the crownsheet? It is the ‘roof’ of the firebox so it will have the heat of the fire on one side and the water of the boiler on the other.
The water is constantly absorbing the heat transferred through the crownsheet and keeping the steel relatively ‘cool’. If the water were allowed to get low enough to let the crownsheet become dry then the heat of the fire from the underside could quickly damage the steel or worse.
How do we prevent this situation? By constantly being aware of the water level in the boiler. But first we must know how low is too low by knowing where the top of the crownsheet is. This was done at SPEC Machine in January by first confirming the engine was setting level. Front to back level was first checked and then side to side.
Level under 1385’s firebox verifying front-to-back level.
Closeup of side line level.
Second level to check side-to-side level under backhead.
Closeup of rear line level.
The next task was to use clear plastic tubing to create a “U” shaped tube open at both ends. One end of the tube was placed against the highest point of the crownsheet inside the firebox but with a small notch in the end to allow air and excess water to escape.
Water-filled tube inside firebox as seen from firedoor.
Closer view of water-filled tube inside firebox. Note the superheater units visible within the flues.
The other end of the tube was brought out through the firedoor and tied to the throttle gland so the outside end would be higher than the end inside the firebox and a funnel was used to fill it with water. Once the water quit running out of the end of tube in the firebox the level of the water shown at the outside end is equal to the level of the bottom or inside/fireside surface of the crownsheet.
Water-filled tube coming out of firedoor and attached to backhead.
Masking tape line marking the height of the bottom, or “fire side” of the crownsheet.
To locate the top of the crownsheet and mark it per FRA requirements we had to add the thickness of the welds and the crownsheet itself. Now that we’ve found the top of the crownsheet the water glasses and try cocks can be laid out for installation so the lowest water indication is no less than 3 inches above it. Generally speaking as long as we can see water in the gauges we’ll have at least 3 inches of water over the crownsheet if we’re on level track.
Once finished playing in the water, other layout and installation steps have been made. Locating and installation of the sand dome base has been finished and this task includes another milestone in the 1385 project; the first studs to be applied to the boiler since its delivery to SPEC Machine are used to hold the sand dome base in place. You can even see the glint of one of the new studs at the top of the boiler and just under the edge of the base here.
Lookup up at the sand dome from floor level.
Installed sand dome. One of the new studs is visible.
Another fixture on the backhead is the throttle lever and the pivot point that is studded to the boiler. Here Steve has rigged a temporary way to support the pivot to facilitate this layout. The throttle rod reaches through the packing gland attached to the backhead and through the boiler to connect with the bell crank and levers that will allow the engineer to open and close the throttle which resides in the steam dome.
Mid-Continent Railway MuseumPosted on by Jeffrey Lentz
Very good progress was made on the DULUTH project in 2021 thanks to a great crew of volunteers, contractors and hired help. The primary focus was to work on restoring the 10-section sleeping compartment but a lot of other areas and parts of the car were also worked on during the year. The most noticeable progress on the car has to be the interior woodwork that has been stripped of its 120 year old varnish and shellac. What has reappeared is beautiful mahogany and marquetry throughout the car. Another significant milestone for 2021 was the upper sleeping berths and lower berth seat ends, as they were completed and delivered to the museum. This included six replicated upper berths and four restored (original) upper berths. The berths are absolutely beautiful and we look forward to the day when they are reinstalled in the car. Underneath the car significant progress was made the air and hand brakes. As of the end of the year we now have functioning air brakes and the hand brake system is 95% complete.
Photos and additional information on the progress made on the DULUTH Project during 2021 follows.
Berths
View of the sleeping compartment showing the woodwork that has been stripped during 2021
Completed the construction and finishing (staining/varnishing) of the (6) new upper berths
Completed the construction and finishing (staining/varnishing) (6) new lower berth seat ends
Applied final finish (stain/varnish) to the (4) original upper berths
Delivered all of the completed berths, seat ends, seat cushion frames to the museum
One of the original upper berths after being restored and following fresh coats of stain and varnish.
Another of the original upper berths after being restored and following fresh coats of stain and varnish.
A crate containing (5) of the upper completed berths being loaded in Michigan.
A crate containing (5) of the upper completed berths being unloaded at Mid-Continent.
(3) of the (6) new lower berth seat ends getting ready to be loaded and shipped to MCRM
Interior
All of the old finish (shellac) has been removed from the existing woodwork in the sleeping compartment, men’s smoking room and the women’s toilet room. This work was performed by hired help due to the extensive scope of this work and the large number of work hours required.
All of the clerestory windows were removed from the car. New windows are being made as the railroad revised the design of these windows and eliminated the original stained glass.
Sent out 100+ pieces of interior trim and wood parts to be chemically stripped
(12) sets of new seat cushion frames were made. Each set includes a head rest, seat back and seat bottom
(12) sets of seat cushion support frames and seat back top rails were made
(12) pairs of seat cushion support blocks were made and finished
Test fit the revised berth partition overlay piece (prototype)
Material was purchased for reproducing the headliners in the car
Interior woodwork in the process of being stripped inside the DULUTH.
Interior woodwork in the process of being stripped inside the DULUTH.
A portion of the end door after being stripped.
Mirror frame in the process of being replicated. Original frame (top) and replicated marquetry for a new frame (bottom).
New bottom seat cushion supports.
Test fitting the berth partition trim piece in the sleeping compartment with the aid of a laser frames and the seat cushion frames.
Taking delivery of the replicated oval window.
Men’s Smoking Room
Volunteers have further developed the drawings for the missing Smoking Room and Men’s Toilet walls
Removed the deteriorated headlining panel along the east wall.
Ordered a replacement wall panel (for above the three windows) that had significant water damage
The east wall of the smoking room showing the headliner and upper wall panel removed.
The west wall of the car across from the smoking room showing the stripping in process.
Exterior
Continued to remove the roof material (rolled asphalt and tar) off of the car. The roof is presently approximately 75% stripped and the majority of the wood on the roof deck appears to be in very good condition
(9) new oval window frames (mahogany) were made
(25) new outer window frames (mahogany) were made
160 feet of new poplar window sills have been made for the car at an area technical college
We have started to remove some of the deteriorated wood siding and trim from the car
New replica oval window frames.
New lower sash window frames.
The cross-section of the original window sill.
Making the new window sills at an area Technical College.
View of the lower roofing being removed.
The upper roof deck after the roofing material has been removed.
Air and Hand Brakes
Completed the fabrication and installation of all of the air brake cylinder levers and rods
Tested the functionality of the air brakes
Finalized the hand brake system design
Completed the installation of all of the hand brake levers, rods , supports and guides under the car
Remaining work on the hand brakes involves installing the hand brake levers (handles), stems and support bracket in each vestibule
Two of the new brake cylinder levers that were made. The steel levers are 1 inch thick and 36 inches long.
The bottom side of the Duluth showing the air cylinder with the new levers, rods and hangers installed.
Volunteers installing some of the hand brake brackets.
View of the air brakes being tested on the DULUTH.
Parts and Hardware
Cleaned, restored and delivered over 400 pieces of berth and sleeping compartment hardware
Presently 95% of the berth and sleeping compartment hardware has been obtained, reconditioned and restored
Cleaned and restored the hardware and rollers for the (25) window shades
Secured a Baker heater for the car. The original one had been previously removed from the car
Restored Berth Pulley mechanism.
Restored and polished window shade hardware.
Boxes containing over (400) pieces of restored berth hardware.
Baker Car Heater acquired for use in the DULUTH. Awaiting restoration.
Planning
Updated the list of the sleeping compartment work tasks and sequence of activities
Obtained a proposal for reproducing additional wood parts for the car
Updated the three year restoration plan
Developing 2022+ grant requests
Fundraising
A total of $35,185.12 was donated (plus $1,000 pledge) to the DULUTH Project during Nov. 1, 2020-Oct. 31, 2021 fiscal year.
The DULUTH Sleeping Car “Matching Your Funds Drive” campaign kicked off in 2Q 2021 and met its goal in the 4Q of 2021 by raising a total of $30,000
The “Giving Tuesday Fundraising Challenge” held on November 30, 2021 raised a total of $2,200
Financial
A total of $41,851.79 was expended on the project during the Nov. 1, 2020-Oct. 31, 2021 fiscal year. This is a combination of labor, contractor and material costs.
In 2021 Volunteers logged (418) man hours of time on the DULUTH project.
Report by William Buhrmaster MCRM Restoration Department January 8, 2022
Mid-Continent Railway MuseumPosted on by Jeffrey Lentz
By Jason Reiman
If you have kids, you know what it’s like to tuck them in and night, and then right before you go to bed, you pop your head through the door to make sure the little ones are still sound asleep.
That’s what our team member Frank Fisher did this month when he swung into the museum grounds to check on the #9. As most of you probably experienced in November or December, we had a few days of high winds and snow, and Frank volunteered his time to go and make sure all the protective tarps and coverings we put on the #9 this last fall were still secured down. Frank was happy to report that it looked like the day we put her away, with the exception of the snow.
It was good to get this report from Frank, and I am looking forward to our next post when we will hopefully be putting out dates for our first volunteer sessions. The day we can unwrap her and get back to work is fast approaching. Please stay tuned in to the museum’s Facebook page and website for further updates.
Mid-Continent Railway MuseumPosted on by Jeffrey Lentz
2022 Calendars
Now Available
Order your Mid-Continent Railway Museum Whistle on the Wind 2022 wall calendar! This 12-month calendar features 6 color images and 7 black & white images of railroading past, each with an informative caption. Images are a mix of historical Midwestern railroad imagery as well as more contemporary scenes at Mid‑Continent Railway Museum.
Many dates include “this day in history” factoids about railroads of the Upper Midwest and Mid‑Continent’s own history. The calendar features quality o-ring binding to ensure it stays flat against the wall.
How to Order
Calendars are $11.75 plus shipping and handling. They, along with many other items, can be purchased via our online gift shop.
Mid-Continent Railway Historical Society members receive one calendar automatically as a perk of membership. Look for it to arrive in mailboxes in the second half of December. Members may order additional calendars for themselves, family members, or friends at a special members-only price of only $8.25 plus shipping and handling. Members can pre-order additional calendars online using the Pre-Order Now (Member) button.
The membership status of the purchaser will be verified before shipping of discounted calendars.
