Work continues at a steady pace on Mid-Continent’s Chicago & North Western No. 1385 steam locomotive. SPEC Machine’s Steve Roudebush took some time out of his day on August 24, 2016 to show off the latest progress on the locomotive’s rebuild for this report.
The change most instantly noticeable upon walking into the shop was the shiny, like-new front truck sitting in the center of the shop floor. Like-new may not be a fully appropriate term, as considerable portions of the front truck are new. One wheel set had a goodly amount of life left in it and merely required machining to bring it into proper profile. The second wheelset had been worn quite thin and needed to be replaced with a brand new wheelset forged in Pennsylvania for the 1385. Binders, spring hangers and truck equalizers were also created new to replace heavily worn originals.
C&NW 1385 completed front truck
C&NW 1385 completed front truck
Manufacturer’s sticker on new wheel for C&NW 1385 front truck.
Additional work on the front truck included pouring Babbitt, lining the pedestals with bronze, and polishing pins and bushings. The front truck is fully complete and ready to be rolled under the locomotive, which is anticipated to happen sometime in September.
Detail of bearing on one of C&NW 1385’s front truck wheels.
C&NW 1385 running gear in the SPEC Machine shop.
Above where the front truck will be rolled under, the pistons have been fully bored and the valve cages nearly completed. One of the valve cages that was found to have cracks is being replaced with a new one. The new valve cage is anticipated to be machined on SPEC’s CNC machine in the coming weeks. Work has also begun on the crosshead guides and valve gearing. After those tasks are complete, brake rigging and appliances will be next on the task list.
Refurbishment of the 1385’s crossheads and crosshead guides has begun.
The cylinder has been bored and reassembly is underway.
The two major components missing from the 1385 as it sits in the SPEC Machine shop is the cab and the boiler. To see the cab, we took a short drive to the shop of Loren Imhoff. Imhoff has graciously donated all his time spent working on the cab. Inside was a nearly complete cab. Already quite sharp looking with a bright green interior and a black exterior, another coat of paint will be added inside and out. The ceiling vent, which had proven to be a challenge due to limited available drawings, was complete and functioning. A few items remained to be completed: the ceiling needs a few boards painted and installed yet, the windows need a few hardware items remade to replace lost or broken originals, the seatboxes are not yet constructed, but all is expected to be completed by October and the cab brought to SPEC Machine so it can be made ready to mount to the frame and the roof weatherproofing material applied.
C&NW 1385 cab nearing completion.
Cab ceiling and roof hatch.
Steve Roudebush leans out the engineer’s window of C&NW 1385’s nearly complete cab.
C&NW 1385 cab drawings.
The other major component on which the 1385 Task Force has focused a great deal of attention on lately is the boiler. It has taken longer for the boiler to reach construction phase than was originally anticipated, but this was one area of the locomotive rebuild that was not to be rushed in any way. As the single most expensive component of the project, there is no room for error. Finally satisfied that the boiler design is ready for production, the 1385 Task Force has now begun gathering quotes for manufacturing of the new boiler. Once a vendor is selected and the order signed, production is expected to occur fairly quickly.
It has been over four months since the last Chicago & North Western #1385 steam status update was posted. What has been happening on the locomotive in that time? The short answer is quite a lot.
SPEC Machine, located outside of Middleton, Wisconsin, continues to serve as the center of the action under the care of SPEC’s Steve Roudebush and the 1385 Task Force. Work continues on a near daily basis inside the well-equipped shop. Several different tasks are in progress at any given time, allowing for work to continue no matter what hurdles are thrown in the way.
Here are the latest areas of the project undergoing work.
Replacement of the footplate was a time consuming task but is finally complete. The footplate sits between the frame underneath the cab and serves as the connector between locomotive frame and drawbar, thus massive forces are transferred through the footplate when pulling a train. The original footplate casting, already repaired in the past, was found to have more cracks and was deemed unsafe to attempt further repairs. A new weldment was manufactured. It is now fully mounted to the frame using tapered bolts to ensure no movement.
CNW 1385 installed footplate.
The lead truck is almost fully disassembled. Pins and bushing of the swing link suspension were found to be badly worn and require replacement. The holes in the truck casting where the swing link suspension connected were also worn well out of round and will require welding up and reboring. Inspections also found the bolts holding the jaws to the truck loose, allowing axle wear if left uncorrected.
The wheels are being assessed whether they can be turned on a lathe and machined to a proper profile. All wheels were well worn, but only one wheel exhibited significant wear to the flange, but possibly not too much as to not be fixed with a session on a lathe. If turning the wheels are possible, it would save what could be a rather involved process of trying to locate a suitable replacement wheel or wheels.
CNW 1385 lead truck.
CNW 1385 lead truck components.
Four out of the six driving wheels’ crown brasses were found reusable after machining. The remaining two had to be replaced with new brasses due to being too thin according to American Locomotive Company and C&NW specifications. The reused brasses are expected to be able to be turned once or twice more before they too require replacement.
Crown brass installed in driving box.
Crown brass installed in driving box.
The spring rigging is fully installed. New pins and sleeves were installed throughout. Some had been replaced in the past using improper material which caused excessive wear not only to the pins and bushings, but also caused excessive wear to other spring rigging components. Some of the beams were found to be worn thin enough to cause concerns over the safety of welding up and reboring. Instead those equalizing beams were replaced with new custom fabricated beams.
The springs underwent a deflection test. All springs proved to have near-equal deflection, meaning they are all equally good or equally bad. Equality among spring deflection is desirable so as to avoid one set of springs taking on more weight than the others.
Spring rigging installed on the CNW 1385 frame.
Detail of new equalizing beam and pins.
Replaced spring rigging equalizing beam worn thin from use.
The rod brasses fit inside the locomotive rods and accept the wear associated with the movement of the rods (which serve to connect the wheels to the piston and to one another so that driving force can be applied).Four out of twelve brasses were found to be in serviceable condition. They were machined and reinstalled. The remaining eight brasses were replaced with new brasses machined on the lathe.
Delays were encountered in this process due to the materials taking time to arrive and subsequent computer hiccups with the CNC machine. Fortunately, the malfunction did not occur while machining the expensive brasses. Following the computer’s sudden bit of moodiness, substantial testing of the repaired CNC machine followed prior to resuming brass work.
CNW 1385 rod brasses.
CNW 1385 rods and rod brasses.
Valve cages fit within the valve bore and house the valves which control the admission of steam into the main cylinders. The fireman’s side valve cage was found to have broken pieces requiring replacement of the cage. Cuts to the cage were made to allow for its removal. The engineer’s side valve cage was found to be serviceable and is undergoing reboring.
The use of the CNC milling machine on the brasses is an example of using recent technological advancements to repair the historic C&NW 1385. However, when it comes to reboring the valve and cylinder bores, the 1385’s team have gone decidedly old school by bringing out Mid-Continent’s Underwood Boring Machine, a tool nearly as old as the locomotive it is repairing.
Damaged valve cage removed for replacement.
Fireman side cylinder casting awaiting replacement valve cage installation and re-boring.
Underwood Boring Machine.
Underwood Boring Machine.
C&NW 1385 project volunteer Pete Deets explains the operation of the Underwood Boring Machine in the following video.
Driving Wheels and Rods
In early November, volunteers descended on SPEC Machine to help with the task of reattaching the newly cleaned and polished rods to the driving wheels and getting them back under the frame. This is no small task as the main driver weighs in at a hefty 15,000 lbs. and each of the two other drivers weigh roughly 10,000 lbs. each. They first needed to be connected together with the also quite heavy side rods, and then all 35,000 pounds of driving wheels plus side rods rolled down the temporary track into position under the frame. Before this could happen, the frame and attached parts, well over 40,000 lbs. itself, had to be jacked up high enough for the wheels to pass underneath. This was accomplished through a hydraulic jack and carefully constructed cribbing. Volunteers involved include Richard Potthast, Mike Wahl, Ed Ripp, Kyle Gherke, Guy Fay and Pete Deets.
CNW 1385 drivers being set for connecting the rods. Photo courtesy SPEC Machine.
CNW 1385 drivers connected with rods, ready to be rolled under frame. Photo courtesy SPEC Machine.
Volunteers add cribbing under the CNW 1385. Photo courtesy SPEC Machine.
Volunteer Richard Potthast operates a hydraulic jack to lift the CNW 1385 frame. Photo courtesy SPEC Machine.
Photographer Brian Allen was on hand the day the drivers were rolled under the frame. His Flickr album from the day can be seen by clicking the image below.
The steel side plates for the cab (where the locomotive lettering appears) were produced in October. With these in hand, it is possible to begin drilling holes into the wooden cab components for final assembly and painting. Cab repair and reconstruction is being carried out by CJ Woodworking at their facility with plans to move the finished cab, when complete, to SPEC Machine.
The other major component of the locomotive still ahead is the boiler. Currently 2D drawings are being converted into 3D CAD files which Deltak, the manufacturer of the new boiler, can then use for production. This work was previously being done by volunteer Jeff Westphal. Unfortunately, life can get in the way of volunteering and Jeff had to step down from this role. This and other delays have caused the boiler to not yet reach production stage at this time as was predicted earlier in the year. Despite this, progress on the 1385 as a whole continues at a steady pace. Once the drawings are complete, they will be sent to an independent third party for expert review before beginning production.
With boiler production nearing, your financial help is needed to allow work to continue at the steady pace enjoyed thus far. Gifts both large and small are vital to covering the cost of boiler production and remaining shop work to get C&NW #1385 under steam again. Visit the Donation page to learn how you can contribute toward the C&NW #1385 project.
Although updates have been a bit sparse of late, activity on the Chicago & North Western #1385 has continued forging ahead. The work completed in the last few months is not the kind that make great headlines, yet all of it is equally important toward achieving an operational 1385. Without further delay, here is the latest:
The driving boxes, shoes, wedges and hub liners are all now complete, save any modifications needed for grease or oil lubrication and any adjustments found necessary at final assembly of installing the drivers into the frame.
The footplate has been fitted, holes reamed, and tapered bolts installed to hold it place.
The locomotive’s spring rigging has been fully rebuilt. It is being installed onto the frame and will be stored in place unless it proves to be in the way of other work.
Most recently, work has begun on the machining and renewal of the connecting rods and bushings.
Other tasks coming up in the near future (In no particular order) include:
Rebuilding of the front truck. The wheels on the front truck are currently being assessed as to whether they can simply be re-profiled and still offer adequate service life, or whether replacement is necessary.
Renewal and machining of the valve cages.
Cleaning/polishing of the finished rods.
Boring of the cylinders.
Cleaning and test fitting of the valve gear to determine wear and repairs needed.
The 1385’s new boiler is nearing the end of the engineering review phase and is expected to enter the build phase within the next several months. The boiler will be discussed further in a future post.
To start this post is some photographs and videos taken earlier this year but never posted until now. These document some of the work that was performed at Hercules Precision, LLC in Baraboo on C&NW 1385’s crown brasses and driving boxes.
A driving box is a box-shaped casting which is fitted to slide vertically in the pedestals of the locomotive frame. The driving boxes hold a brass that rests on the journal of the driving axle. The weight of the boiler, locomotive frame, and the cylinders rests upon the driving boxes, with the exception of the weight that is carried by the 1385’s leading truck.
Inspections revealed one crown brass out of the six required replacement. The remaining five had a good amount of service life remaining.
Photos and video courtesy Donald Blausey, Hercules Precision, LLC.
In more recent photos, taken June 17, 2015 at SPEC Machine, the finished driving boxes can be seen being installed into the frame pedestals. Additional photos show holes continuing to be reamed for the many custom tapered bolts being created and installed as the frame and it’s components are reassembled.
Also of note in the photos is the new footplate that has been installed. The original was found to have a significant crack (see March 30, 2014 post). The drawbar, which connects to the tender and thereby the rest of the train, is attached to the footplate. Given the heavy stresses these parts are placed under, it was determined that for safety reasons, it was best to replace the footplate entirely rather than attempt repair of the original casting.