Another workday on the C&NW 1385 steam locomotive restoration is planned for Friday, April 13th. Work will include measuring positions of studs and other parts so they can be plotted out for the new boiler. The work is not difficult, but some parts of it will require working from a ladder. For that reason, help from younger volunteers is especially encouraged this time around. No previous volunteer experience is necessary. Experienced volunteer leaders will be on hand to lead the work.
The next C&NW no. 1385 steam locomotive restoration workday has been announced for Friday, April 6th beginning at 9 a.m in Mid-Continent’s engine house. Tasks are to include finishing removal of the running boards and exhaust stand. Work on removing the cylinder saddles may also begin if time allows. No prior volunteer experience or sign-up is necessary. All that is needed is a bit of muscle and willingness to get a bit dirty.
A work session was arranged for Saturday, January 7, 2012 to continue work started before the holidays on the Chicago & Northwestern no. 1385. The primary goal in these recent work sessions have been to remove exterior appliances from the locomotive boiler and frame. This work is being done in preparation for boiler removal from the frame and the shipment of the running gear to a shop for rebuild. Having sat idle and exposed to the elements for much of the time since it last operated in June of 1998, removal of many of the pieces have proven to be no easy undertaking and to make matters even more difficult, items like the running board brackets have not be removed from the boiler in many decades.
The crew for the day was led by Ed Ripp and Pete Deets. Assisting were Kelly Bauman, Richard Colby, and engine house first-timers Adam Stutz and Jeffrey Lentz. Jim Busse was also on hand and performed some much-needed cleaning and organization of the engine house and surrounding area.
With the 1385 parked in the engine house and the large south door open to let in the sun and unseasonably mild temperatures, work began. Pete, Ed and Richard all took turns climbing into the smokebox to clean rust from the blast pipe and smokestack mountings. Removal of the engineer side air reservoir brackets also took place. Work proceeded slowly as the rust necessitated most bolts be cut with a torch.
Close quarters between the 1385 and the engine house wall on the fireman side of the locomotive required that the R-1 be towed by MCRY no. 4 to a location just outside of the engine house to reduce fire risk from the shower of sparks. Once outside, work was able to proceed on removal of the air reservoir tank brackets and running boards. Work also began on the removal of the smokestack. With the more advanced work left largely to Pete and Ed, restoration newcomers Richard, Adam and Jeffrey took on the removal of the pilot support brackets at the front of the locomotive, a job suited to their flexibility.
Work continued as darkness descended. Finally, with too little light to safely continue, work was halted at about 6 pm and the 1385 was rolled safely back into the engine house to await the next work weekend.
Departing from the last several updates which focused on the restoration of C&NW #1385’s tender, this update features news on the locomotive itself. In the inspection of the locomotive during the fall of 2011, there was found to be a great deal of deterioration on the locomotive cab. The 1385 Task Force charged with leading the restoration effort reviewed the options for rebuilding the cab and decided to use CJ Woodworking out of Fond du Lac, Wisconsin. Details of the rebuild were finalized with the contractor and plans put into place for moving the cab to ready it for transport. The cab had been stored on a flat car at Mid-Continent while the locomotive awaited restoration. This happened Friday December 23, 2011 during a restoration work day. Museum President Jeff Bloohm and Superintendent of Operations Kelly Bauman took care of the move so the cab was accessible for lifting by our Lull operator Ed Ripp. CJ Woodworking arrived around 10:00 am and before lunch they were on their way back to Fond du Lac with the 1385 cab.
CJ Woodworking will be building a new cab to the original Chicago & Northwestern drawings we have obtained from Lake States Railway Historical Association of Baraboo. The cab will be made from white oak as originally specified by the C&NW.
Also shown are some photos taken by Mike Wahl, Project Engineer during an inspection in July that shows some of the deterioration of the cab.
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.