Rail & Wire -- Spring 2014

Spring 2014 • Rail & Wire • 1

Rail & Wire STAFF Publisher ................................................... Nick Kallas Editorial Team ............................................ Stan Zoller .............................................. Joe and Gwyneth Stupar ...................................................................Frank Hicks Reporters............................................. Pauline Trabert Nigel Bennett

BOARD OF DIRECTORS President ................................................ Joe Stupar president@irm.org 1st Vice President ................................... Joel Ahrendt Board Members Dave Diamond Norm Krentel Richard Schauer Jim West Executive Director ................................. Nick Kallas nkallas@irm.org Marketing/Publicity ............................ Ed Rosengren IT/Webmaster ............................. James Kolanowski Membership Services ............................. Jan Nunez Store Manager ................................... Tom Blodgett Used Bookstore ........................................... Bill Moll Take the Throttle ...................................... Jan Nunez General Manager........................ James Kolanowski jamesk@irm.org Electric Car Curator ................................ Rod Turner Electric Car Curator Emeritus ...... Robert Bruneau Freight Car Curator................................. Bob Kutella Internal Combustion Curator ...... James Kolanowski Motor Bus Curator ............................ Jerry Saunders Pullman Library Curator ..................... Ted Anderson Railroad Coach Curator ........................ Mike Baksic Steam Curator ........................... Thomas Schneider Strahorn Library Curator ............. Barbara Lanphier Trolley Bus Curator .............................. Ray Piesciuk Superintendent Operations ............. Harold Krewer Asst. Superintendent/Weekends………...Jeff Fryman Asst. Superintendent/Weekdays ... Robert Heinlein Trainmaster ............................................. Steve Jirsa Crew Management .................................... Jim West Training Coordinator ............................ Dennis Matl Asst. Superintendent/Spec. Events .. Ed Rosengren Road Foreman Of Engines / Steam …...Ralph Huber Road Foreman Of Engines / Diesel ……….Ray Weart Road Foreman Of Engines / Electric ….Dan Mulvihill Track .................................................. Frank DeVries Signal ....................................................... Bob Olson Roadmaster ....................................... Frank DeVries Asst. Roadmaster .............................. Mark Reimers DC Line .................................................... Max Tyms

Official Publication of the Illinois Railway Museum

ILLINOIS RAILWAY MUSEUM, PO BOX 427, UNION, IL 60180 (815) 923-4391 • Fax (815) 923-2006 • IRM.org

Cover: Frank Sirinek is at the controls of Chicago & West Towns 141.

After a 15-year restoration, it will be dedicated June 1st. The cover photo is by Robert Banke

In This Issue Restored and Ready to Go A 15-year restoration is culminated by the dedication of Chicago & West Towns 141.

See the complete story on Page 5.

She’s ready!

General Manager Facilities .............. Dave Diamond ddiamond@irm.org Buildings & Grounds .........................Dave Diamond Exhibits ............................................... Lester Ascher Diner ........................................................ Jerry Lynn Treasurer ........................................... Nigel Bennett Accounting/Payroll .................................. Cheryl Lint Cashier .................................................... Jan Nunez Budget Manager ............................. Larry O’Connor Accounts Payable .............................. Donna Harms Corporate Secretary ............................... Bill Wulfert Recording Secretary ...............................Joel Ahrendt Volunteer General Counsel ................. David Wilkins Rail & Wire is published as a benefit of membership by the Illinois Railway Museum, Inc., a not-for-profit Illinois Corporation, PO Box 427, Union, IL 60180. Single-copy price (by mail) $ 3. Third-class postage paid at Elgin, Illinois.

Spring 2014

Issue 238

After a 9-year hiatus, steam operations return to IRM. See complete details on Page 16.

A Cool Addition It was a cold day, but New Jersey Transit Car 4 got a warm welcome. See details on Page 18.

POSTMASTER: Send address changes to Rail & Wire, Illinois Railway Museum, PO Box 427, Union, IL 60180.

Change of Address: Send old mailing label (or old address and computer number) as well as new address to: Rail & Wire, Illinois Railway Museum, PO Box 427, Union, IL 60180.

Contributors: Rail & Wire, Illinois Railway Museum, Inc. accepts no responsibility for unsolicited manuscripts, photos or drawings. Submissions will not be returned. Rail & Wire assumes that all news items, review items, and letters are offered gratis unless otherwise agreed upon in advance.

In Memoriam: Carol Schossow, Regular Member, passed away in November. Carol was active at the Illinois Railway Museum for over 40 years. We would like to extend our sincere condolences and great thanks for her service above self.

Advertising: Advertising is neither solicited nor accepted.

Copyright 2014, by the Illinois Railway Museum, Inc. The contents of this publication may not be reproduced either in whole or in part without the written consent of the publisher.

Neither Rail & Wire nor the Illinois Railway Museum is responsible for the opinions expressed by its contributing editors and writers.

2 • Rail & Wire Spring 2014

Rail & Wire is issued as a benefit of membership in the Illinois Railway Museum, a not-for-profit, educational organization. Membership in the Illinois Railway Museum is open to any person or family on the following terms: Individual Associate membership is $40.00 per year. Family membership is $65.00 per year (family includes spouse and children under 18 years of age). Sustaining Membership: $95.00 individual, $140.00 family. Membership includes a subscription to Rail & Wire (value $12.00, not offered separately), and entitles members to free admission to the Museum grounds, free train rides operated for the general public, and discounts on giftware, books, and educational material. IRM dates, fees, collection information and general railroad data are available at http://www.irm.org/

From the Cab...

It all adds up for IRM — collections and an amazing group of dedicated volunteers

A

couple of months ago I received a phone call from IRM Executive Director Nick Kallas asking me if I could help with Rail & Wire.

I realized I had been, as they say around the Museum, “Nicked.”

Seriously, I had two choices — change my phone number or combine my love of railroading and nearly four decades as a journalist. Nick aside, the decision was easy.

I have been fortunate to team up with Gwyneth Stupar who has been the “go to” person for help with design and information about who is whom in the Museum. Her association with someone on the Board hasn’t hurt, either. Thanks, Joe. The challenge, however, was not putting out this issue of Rail & Wire, but filling the shoes of Julie Piesciuk who had the controller of Rail & Wire more than three years.

It’s a daunting task, but Julie did an awesome job. Somehow, just saying “thanks” isn’t enough. I learned that while doing this issue.

A special tip of the Kromer to everyone who contributed articles, photos, or support for this issue. I am not going to list names because I

do not want to leave anyone out. You can check the list on the left side of this page to get an idea who is involved and you’ll see what I mean.

As I edited the copy for this issue, a couple of things stood out. One was obvious; the Illinois Railway Museum has an amazing collection. This is not breaking news. Another point that was reinforced in my mind the volunteers (like Joel Ahrendt shown above and Ed Oslowski shown at left) at IRM are amazing – or maybe that should be awesome – or perhaps unbelievable.

I marvel at the breadth of not only knowledge, but also the dedication they have. I am not sure our visitors know what it takes to restore and maintain our collections – from a rare sign to the steam tubes in Frisco 1630.

It’s one thing to read Rail & Wire to learn about what is happening with our collections, it’s another to learn how it happens.

As the editorial crew gets ready to plan its next run, we hope to have input and story ideas from volunteers from across the Museum no matter what they do. Please send them to RailandWire@gmail.com.

We look forward to hearing from you.

And one more time – Thanks, Julie!

Stan Zoller Rail & Wire Volunteer Spring 2014 • Rail & Wire • 3

From the Desk of the President

By Joe Stupar

I

f you’re like me, you may have stumbled across the digitized back issues of Rail & Wire on irm.org. It’s easy to spend hours reading past issues.

However, what caught my attention was not the article I was looking for, but a letter from then President Jim Johnson dated November 1998.

Entitled 'IRM's Vision To The Future’, Johnson relates, "we often say that history repeats itself."

How true, even today. We are always on the lookout for more land, and in dire need of larger library facilities. At the end of the letter, Johnson urged people to consider naming the museum in their wills.

The topic of estate planning is difficult, but necessary. Johnson also mentioned a bequest that at the time was large enough to construct an entire car barn.

I am happy to report: history has repeated itself again. On December 30, 2013, I had the pleasure of 4 • Rail & Wire Spring 2014

accepting a check for $500,000 from the Julie Ann Johnson Foundation for the construction of another car barn. These funds, the generous donations from Milwaukee Road Historical Association, and many other donations put us in the rare position of planning the construction of two new barns.

What may surprise you is that we have received, on average, about one or two bequests per year in recent history. Many are unrestricted, which means they are entered in the general fund. At the end of last year, we also received a $60,000 bequest from the Richard Kostes trust.

You may wonder: “What happened to these bequests? How come we never hear what happens to them?”

Let me give you examples of how these contributions make a difference. Out of that $60,000, $22,166 will help replace ties for our railroad. With five miles of main line, and many more yard tracks, tie replacement is a never ending job. Our diligent Track Department has been replacing hundreds of ties on our mainline, maintaining it to FRA 3 standards.

From the Ramsey bequest last year, $200,000 went toward paying off mortgages on many of our recent land purchases. This saved the museum thousands of dollars in expenses per month, and put us in a better position should more land become available. Stock received as part of the Appleman bequest continues to pay dividends supplementing our monthly income.

One of the biggest advantages of bequests to the general fund is that we can direct money to projects that are almost ready to start. Rather than having 10 projects waiting for “some day”, donations can be directed immediately. That’s why they are so important.

Restored and Ready to Go After 15 years, Chicago & West Towns 141 set for June 1st dedication

By Frank Sirinek

T

he 15-year restoration of the Chicago & West Towns 141 will be celebrated June 1st when the museum dedicates it as an operational car.

This is the culmination of more than not only 15 years of active restoration work, but also the many years of searching and collecting components of the car, which ceased operating in 1948 when the company switched to buses. Although the car is complete and was tested during the 2013 season, more adjustments and testing will be ongoing before it is used in regular service.

The IRM Electric Car Department collection is comprised of both local and midwestern transit equipment relating to the Chicagoland area. Cars have come to us from transit agencies and other historical groups; CWT 141 came as part of the Electric Railway Historical Society (ERHS) collection in 1973. However, it was not a streetcar—it was simply a streetcar body that had

been found in 1959 on a farm in the Lisle/Naperville area.

The stripped-down car bodies had been sold for various purposes after they were no longer running; both 141 and its sister car 140 went to a farm where 141 was used for storage and 140 was used as a dormitory for farm laborers. The ERHS members moved 141 to Downers Grove, where they placed it on shop trucks and erected a building around this car and the others in their collection. Unfortunately, CWT 140 had deteriorated to the point that only a few items could be salvaged.

In 1973 the ERHS collection came to IRM. CWT 141 was immediately tarped and set down on temporary rail until barn space became available.

IRM volunteers cleaned the outside of the car and primed some of the rusty surfaces that had resulted from years of exposure to the weather.

Time passed, and eventually IRM volunteers began a campaign to locate the parts of the car, which had been scrapped in 1948. The search was not only local; it became nationwide and then

Spring 2014 • Rail & Wire • 5

Looking Good — A proud Frank Sirinek is shown with the newly restored Chicago & West Towns 141. The car will be dedicated on Sunday, June 1. Photo by Robert Banke.

international, involving Mexico and South America, and even Italy.

In the first 20 years some missing parts were located. While the searches in Mexico and South America did not bear fruit, during a trip to Italy we found just what we needed: the transit system in Milan was scrapping a car with a PC-5 controller and they were willing to sell and ship it to the museum. Parts began to arrive from various parts of the country. Volunteers received a call from San Diego about an Ohmer fare register, which had been used to keep score in a pool hall in Watts, California.

It had been used by the Pacific Electric interurban system that connected Los Angeles and Long Beach; Watts had been a stop along the way. That fare 6 • Rail & Wire Spring 2014

register is now a functioning part of 141’s fare collection system.

From upstate New York and other spots in the Northeast came an assortment of handles, buttons and other miscellaneous items. By the late 1990s there were enough parts to start the long term restoration of the car.

By 1997 CWT 141 was stored in Barn Eight.

The work began even though we had limited light and only one 110 volt outlet. The first effort was to empty the car, which was being used to store seats from ERHS and some spare parts. Once the car was empty our crew cleaned and vacuumed the floor to remove debris. We kept the rattan seats needed for the car, and the rest went to storage. While the

A Look Back...

IN REGULAR SERVICE — Sister Car #139 in regular service. Cermak Road just west of Oak Park Avenue. Much of the scene is still standing today.

GOING TO THE ZOO — A view of Cermak Road and Harlem Avenue in 1947. It was a Sunday at this busy crossing. #139, #140 & #14 1 were in service to the Brookfield Zoo. Photos courtesy of Frank Sirinek.

Spring 2014 • Rail & Wire • 7

months passed into winter, we washed down the ceiling and primed the entire surface. The temperature in the car was too low, so volunteers hung plastic, fired up electric heaters, and got the temperature into the 70 degree range.

The rattan seats for the restoration were cleaned with hot water and detergent, then stained and a coat of varnish was applied. The pedestals were then primed and painted and fastened to the floor. The 141’s interior was beginning to take shape. By 2001 we were able to save an empty slot in Barn Four, and we towed the car to Track 41, where it remained undergoing careful restoration until it came to life in March 2013.

After the interior inspection volunteers spent a good part of 2003 and 2004 installing parts throughout the car to support the operating rods for the Ohmer fare register. A new operator’s staff and rope assembly had to be made up for one end of the car, replicating the original that we used as a pattern.

As soon as the interior was close to being finished, we held an open house with cake and coffee served on the car—visitors could then inspect our handiwork. This also marked the beginning of a long-term campaign to raise funds to pay for this historic restoration.

By 2003 work was underway under the car to install the missing structural parts that fastened air tanks, resistance grids, compressor, plus the PC-5 controller. A GE compressor became the first major part to be installed on the underside. Coupler shanks, obtained from the CTA’s North & Cicero trolley bus complex were altered so they could be used as tow pockets like those used when the car operated.

Work started on the PC-5 controller, which had been placed on a large steel table in the Barn Four woodshop. The unit was carefully taken apart, and each component was cleaned and tested. The parts were then reassembled. This project required 4 8 • Rail & Wire Spring 2014

years of weekend work before the controller could be connected to 600V power and compressed air to determine whether it sequenced properly. The test was successful; we then moved the controller under the car and attached it, using the new brackets we had created. The resistance grids were then assembled onto newly painted framework and installed in their place under the car. Since the master controllers were mounted at each end of the car, volunteers spent a summer of weekends connecting them to the PC-5 under the car. While the car was in Barn Four work continued on the roof including the removal of the old canvas, repairing the roof boards, and installing a fresh new canvas

TEMPORARY HOME — Farmer Rudy Sestak with Bill McGregor, shown in front of CWT 141 on the farm in Lisle, Illinois. Photo courtesy of Frank Sirinek.

complete. Front sign boxes were fabricated and fitted with new rollers and hardware. New sign cloth was used to replicate one original for each platform.

Since each set of entrance and exit doors had to be manually operated, several years of engineering, fabricating and installation went into their successful reproduction. All of this was accomplished without drawings or blueprints—trial and error led to their working.

More than 20 Thursdays of IN TRANSIT — CWT 141 on a flatbed on its way to the ERHS labor went into cutting, threading and site, turning off Rt. 83 in 1959. installing new air pipe to each platform; the shop air system was used over the length of the car. The roof vents were then to test for leaks. With the installation of life guards installed, as were rebuilt trolley bases, trolley and trip gates, completion of the project was in sight saddles and the catwalk. by the end of 2012. March 3, 2013 was a crucial In 2005-2006, the car was painted in its final day as volunteers were ready for the major test: operating livery and hand-lettered, adding to either would CWT 141 respond to 600 Volt power? The side reproduction decals of the West Towns logo.

All of the windows were reworked, with the addition of one replacement. The doors for one-man operation were reworked and painted in the shop, and then installed on each platform. Side panels were so rotten that we had to remove and EARLY WORK — CWT 141 in place at the site of the barn under construction at the ERHS replace three of the property in Downers Grove, Illinois. Photos courtesy of Frank Sirinek. four, which took at least 20 weekends to Spring 2014 • Rail & Wire • 9

pole went up, the controller was activated, and the car ran for the first time in 65 years.

Perhaps the most amazing aspect of this project is that all of the work described was performed by volunteers—people who have dedicated their knowledge and energy to preserving the past and making it live again.

One major step in the restoration process that could not be accomplished “in house” was the overhauling of the GE #203 traction motors. Volunteers contracted a vendor in Chicago and made weekly trips to the motor shop to keep up with the work. The complete job took several years and a lot of EARLY STORAGE — A view of CWT 141 on temporary rail in our money before it was finished. field in 1973. It remained in this condition until 1997 when work Needless to say, it was all worth it. started on the car while it was under cover in Barn Eight.

PARADE RUN — Chicago & West Towns 141 was part of the Trolley parade last July. Bill Thiel is at the controller.

This car will be formally dedicated on June 1st. Come witness or be a part of this historic event. Photo by Robert Banke.

10 • Rail & Wire Spring 2014

“Exciting projects” keeping Passenger Car Department busy

By Pauline Trabert

T

o no surprise, the Passenger Car Department has been busy with a variety of exciting projects for the museum’s passenger car collection. Here’s a look at what has been happening and who has been behind the hard work.

Milwaukee Road Dynamometer: The Dynamometer Car ran for Members Showcase Weekend Sept. 14-15; the first time since 2007. The car carried passengers once again on Sept.

22, for the post-MRHA convention in Rockford, thanks to many volunteers.

Warren Newhauser, Chuck Trabert and others have worked to get the Waukesha Enginator operational so there is power in the car. While on the

UNDER RESTORATION — This photo shows the Dynamometer in Yard 3.

main line, an attempt was made to get the instruments working but we don't yet understand how it all works. The locomotive indicator signals work and the hydraulic system appears to function as well.

The following IRM volunteers helped make this happen: Chuck and Pauline Trabert, Laddie Vitek, Adam Farance, Jeron Glander, Paul Sawicki, Bob Olson, Jamie Kolanowski, Warren Newhauser, and a few others.

Great Northern John McLoughlin Roger Kramer and Mark Hoffman have been working on this heavyweight 8-1-2 sleeper for more than two years. Mark has spent much time needle chipping, sanding and priming with a goal to repair one wall and repaint the women's bathroom to correct colors. He has completed similar work on part of the hallway and work will continue to prepare the walls and ceiling for paint. Gary Sherwin and Brian Patterson have assisted. The ceiling still needs to be sanded and then primed.

The biggest problem is a large gap in the wall where steel was cut out by the previous owner to make it easier to move from room to room. Roger is in the process of having a blank piece made at a local metal shop. There is also a privacy panel missing which will be manufactured at the same time. Exact plans were obtained from IRM’s Pullman Library with the assistance of Ted Spring 2014 • Rail & Wire • 11

Anderson and his volunteers. Roger hopes to install the wall and panel in 2014.

Roger took the interior and exterior brass window frames home where he removed the old paint, primed and top coated with the correct color. He is getting all the parts painted and ready for installation once the final paint is applied to the interior of the car.

Milwaukee Road Lake City: John McKelvey has made good progress reupholstering chairs and berths until he flew south for the winter. Wayne Baksic made a step for the car which resides in Barn John McKelvey hard at work reupholstering a chair. McKelvey has Three.

Rock Island 2612 'Henrietta'

reupholstered several cars at the museum, including Chicago North Shore & Milwaukee Car 749. Photo by Shelly Vanderschaegen.

Since September of 2013 a large crew of volunteers have stripped interior paint on walls, standee grab handles and ceiling, and have almost primed the entire entrance door wall on the side facing Barn Three.

Members purchased steel to repair the rusted areas below the windows. Cutting out the rusted patches was considered but they realized it would be

Disassembly of temporary bathroom on the RI 2612, “Henrietta.� is show above. At right, volunteers take a break. Photos by Roger Kramer.

12 • Rail & Wire Spring 2014

just as much work to replace three entire panels as each panel is about 11' long and 3' high. The old panels and then the entire area was sanded, primed, and top coating was applied before the weather closed in and work stopped until warmer weather.

Roger Kramer has restored the brass window frames in his basement and ordered 18 glass panes out of pocket. Additionally he ordered and sent to R&B Metal in Woodstock the two stairs that are beyond restoration. They have made drawings and

are now in the process of manufacturing two replacements.

Sandblasting of six replacement seat frames also continued. They are all painted and in storage ready for installation but the six seat cushions and backs for the frames need to be reupholstered.

The temporary bathroom was disassembled and removed and the bar was moved from its old position to where the bathroom was. It is being used as a "storage-workbench."

Paul Cronin is fabricating new wood window sills needed for the Henrietta and the 2555.

Funding is needed to pay track storage [$6150] and inside storage [$18,500] and the car needs to be sandblasted for exterior finish work.

Please help if you can.

Nevada Northern Ely In October, George "Buzz" Morisette taped up most of the clerestory from the ceiling down and secured cardboard over the cabinets in the Ely dining room until he ran out of cardboard. Shelly and Buzz were also busy in October as they finished covering the clerestory and then put thick plastic all around the Ely dining room prior to taking down the ceiling.

The ceiling was down by noon and Buzz applied epoxy to exposed damaged wood.

Ceiling braces were installed with adjustments made to give the carline more of a normal arch.

By the end of January, Buzz had made good progress but had to stop working inside the Ely due to the continued cold weather. While working in January, he noted "Emergency roof repairs done sometime in the 80s, made the roof watertight but were not quite a restoration. The dining room ceiling has now been properly repaired and re-framed to match the original curve of the roof. Wood backings

Shelly Vanderschaegen cleaning the baseboard in the 2nd Exhibit Car with a razor blade. Photo by Jon Habegger.

to mount the original light fixtures, removed during roof repairs, are also back in place.�

He added that the next step is to replace the conduit and wiring to those light fixtures. Shelly is starting to strip the fixtures for restoration.

The Baltic Birch plywood purchased last year is primed and ready. Looking for warmer inside work, Morisette refinished the Mahogany corner bead that will go in last. Not all of it was there with ceiling work done over the years so new trim needed to be milled. Victor Humphreys of the Freight Car Department located some Honduran Mahogany stock and Morisette ran off about 30 feet of the replacement trim.

2nd Exhibit Car Passenger Car Department Curator Michael Baksic, Shelly Vanderschaegen, Mark Gellman, Ray Mormann, Jon Habegger, and Kevin Kriebs have Spring 2014 • Rail & Wire • 13

are many other little tasks and projects which have been accomplished by this dedicated team of winter-hardy volunteers.

More details can be found on the IRM blog.

Taking a look back near the start of the project in December 2012, it is easy to see how work has progressed on the 2nd Exhibit Car. Silver Streamliner Cars

Chocolate brown accent paint progress; Mike Baksic (center), Kevin Kriebs (left rear) and Mark Gellman. Photo by Jon Habegger.

focused primarily on the 2nd Exhibit Car in Yard 5.

Work started on the second Exhibit Car in 2012.

Last year, the peeling of decals on the exterior of the car was the big time consuming job which continued until it was too cold to work outdoors.

While Shelly, Jon, Kevin and Wayne were peeling decals, Mike, Mark Gellman, and Ray Mormann were cutting out rusted areas and adding patches to the exterior of the car. Exterior work will continue in 2014 once warmer weather returns.

Interior work became the main business as the weather cooled down. Sanding had begun early in the year with priming and painting several coats of finish paint to follow.

Other work on the interior areas included wire wheeling the vestibule between the cars to remove the high spots, and the removal of an unnecessary shelf in the furnace room.

While recent work included adding trim to the wall in the rear of the car where a flat screen TV will eventually go and cutting out air ducts in the furnace room walls to increase cold air return, there 14 • Rail & Wire Spring 2014

Mike McCraren continues to sand and prime the walls in Bedroom F in the Pacific Peak, one of the silver Streamliner Cars in Yard 5. He is making steady progress.

Meanwhile, Ray Mormann, Mark Gellman and Mike Baksic have spent some time in the Loch Sloy, replacing missing parts in it as they are located. The Loch Sloy is part of the Streamliner Cars walk-through in Yard 5.

Other Department Projects in Progress L&N 2726 Galt House diner: The manufacturing and installation of a new refrigerator, is being led by Gerry Boguse.

B&M 1094: The interior restoration continues, Jack Biesterfeld, leader.

B&M cafe: inside storage funds needed, Ted Anderson, leader.

ATSF 2544 baggage coach combine: The laying of new floor is being coordinated by leaders Shelly Vanderschaegen and Mike Baksic.

CBQ 1923 RPO/baggage: Roof repairs are under the direction of Mark Gellman, leader.

NYC Dover Strait: Interior restoration continues under the direction of Bob Hutner, leader.

Around The Grounds

Building Maintenance Fund helps preserve collection and facilities

By Dave Diamond

W

ith an already large, but still evolving collection, buildings to house IRM’s collection have been and will be an essential part of preserving the collection for years to come.

It is essential that all buildings be maintained properly to avoid significant deterioration and costly expenses in the future. A fund that has not been previously discussed in Rail and Wire is the Building Maintenance Fund.

This fund, like the Public Improvement Fund, is derived as a set aside fund through public admissions. Established by the Board of Directors in 2006, the Building Maintenance Fund was envisioned to help with structure maintenance that had been previously deferred.

The regenerating fund created a permanent way to lessen demands on the general fund by not requiring large appropriations to the Buildings & Grounds annual budget. The maintenance fund would benefit railcar storage barns and support buildings that needed maintenance and repair. Barns

which the museum built to preserve its collection dated back to the early 1970s and were all starting to show their age.

Funding assistance through the maintenance fund would include repairs such as, but not be limited to: roof system repairs, replacement steel siding and eavelights, structural post repair, railroad and service door replacements and numerous other maintenance tasks. Since establishing the fund, new steel roofs have been installed on Barns Two, Three and Nine, the office and portions of the steam and electric car shops. New eave lights for better natural illumination have been added to Barns Three, Seven and Nine. Additionally, new doors have been installed on numerous buildings including the Trolley Bus/Andersen Garage, Barn Two’s northwest corner post was removed and replaced in an emergency effort to stabilize the door and corner of the Barn. In 2013, long needed, new historically accurate replacement windows were installed in the upper level of Spaulding Tower.

These projects have a combined value of over $250,000 and if dependent upon the traditional budget process, would never have been completed in a relatively short time span. Upcoming projects include the continued storage building maintenance including post stabilization, siding, door and splash board repair and replacement. In order to preserve the museum collection it is important that IRM take steps like the Building Maintenance Fund to keep intact the infrastructure that many before us have established to conserve and display one of the finest collections of railroad artifacts in the country.

Spring 2014 • Rail & Wire • 15

She’s Ready!

1630 ready to provide steam for the first time in 9 years

By Nigel Bennett

L

ooking back, 2013 was a remarkable year for the Steam Department.

It did not seem so in the heat of the activity but, as we move into 2014 with an operational locomotive for the first time in nine years, the progress becomes clear. While other things progressed in the shop, the key focus was on No. 1630.

As the Steam Department moved into 2013 it was just starting to load 2/3 of a mile of raw steel tubes into the empty shell of 1630’s boiler and were starting to form the patch required to make the firebox serviceable.

By November it had passed inspection by the FRA and had the opportunity to travel the main line for the first time since 2004. Sitting in the sun she still looks decidedly messy, with gaps in the sheet metal and paint missing in many places, but was 16 • Rail & Wire Spring 2014

alive and operational again.

Talk about luck, Nigel Bennett noted that it was “Just my luck or bad planning that I was on vacation in New Zealand and missed the whole thing!”

Over winter a great deal of work is progressing to ensure that she will be available for the start of the season, fully painted, and with the minor defects detected during the test running fully corrected. Barring the unexpected, and it is a brave or foolhardy man who will exclude that when operating a large steam engine approaching her centenary, the Steam Department, as is the entire Museum, is looking forward to a full operating season.

One unique feature of operation this year is that we have just received confirmation that the FRA has accepted the form No. 4 calculations that

demonstrate the fitness of the boiler to operate at 180psi (its original design pressure). This will be the first time she has operated this way at IRM and should make her much more efficient and easier to operate. The pressure was initially reduced arbitrarily when running under state regulations and then in the first period under FRA because a drawing showed certain critical braces as undersize for the design pressure. It was only when the boiler was stripped for this inspection that we were able to physically measure these critical braces and demonstrate that they were in fact larger than the drawing showed and therefore adequate for 180 psi.

The Steam Department was disappointed not to make it for the 60th anniversary weekend, which was its hope at the start of 2013. What sets IRM’s Steam Department apart from others around the country is that it is entirely volunteer, and for most members this was the first involvement in a major overhaul.

When working on a boiler all work must be spot on so members should probably not be surprised that some of the processes took longer to get working smoothly and some rework was necessary.

The other side of this coin is that the best estimate of the cost of the 15-year inspection work is around $40,000. Looking at numbers from the UK, where many similar overhauls are done, it is common for these to cost 10 times this much, but be done quicker, using substantial contract resources.

A large number of volunteers have contributed to this effort to varying extents – too many to list everyone.

The restoration project gave “young volunteers” a chance to learn techniques from long ago that are essential to the overhaul of a steam locomotive.

For those not involved with steam, it is probably worth explaining what was done and why, as the process is unique to steam locomotives.

Because of the power of a locomotive boiler (1630’s

HARD AT WORK — Volunteers work on tube loading on 1630 during its restoration.

boiler has the explosive potential equivalent to a very large bomb), it is critical to ensure that there is substantial strength in reserve, even when at full pressure.

As part of this assurance, the boiler must be stripped, cleaned and rigorously thickness tested every 15 years or 1472 running days, whichever is sooner. This is now done for another 15 years. At the same time we repaired a small crack that had developed in one corner of the firebox, something that sounds simple but a major task in its own right.

What’s next? The operating season. If all goes as planned Frisco 1630 will be in operation during Memorial Day weekend.

Spring 2014 • Rail & Wire • 17

A cold arrival for a cool PCC The unloading process started as the men struggled in the bitter cold. Photo by Frank Sirinek.

By Frank Sirinek

T

here have been many cold and blustery mornings this winter.

But Friday, January 24 was a special one— that’s when New Jersey Transit PCC car No. 4 arrived at IRM. Car No. 4 was built as part of an order for the Twin City Rapid Transit Company of Minneapolis and St. Paul, Minnesota, where it operated as car No. 323. In 1953 it was sold along with 29 other PCC cars to Public Service Coordinated Transport of Newark, New Jersey. All 30 cars were put into revenue service on the No. 7 city subway line, the last trolley line in the Public Service system.

After more than 40 years of operation, No. 4 18 • Rail & Wire Spring 2014

passed through the hands of two corporate successors, then was retired from New Jersey Transit on August 24, 2001—the last day of PCC service in New Jersey. The fleet of 30 cars was placed into storage for preservation and future use. As the opportunities to use the cars failed to develop, they were offered to various museums and transit agencies. Slowly, over a two year period, each of the 30 cars found a new home with a transit system or museum for permanent preservation.

Early on Jan. 24 of this year, IRM received word that No. 4 was en route to Union and would arrive by mid-morning, transported by a tractor and trailer from the Silk Road Company of Arkport, New York.

with hopes of having it in operation this season.

Because of its capacity it is an ideal car to use during heavy visitor volume days, such as Day Out With Thomas.

Although the Museum received a special rate, shipping costs remain to be paid, and there will be maintenance and start-up costs for the project. For the present the car will operate in Newark livery. The long-term plan is to return it to its Twin Cities livery; this should be accomplished fairly easily, since strucAlmost off the ramp onto our railway. The bobcat was most helpful in the turally there has been very little change assembly of the ramp. Photo by Frank Sirinek. from its midwestern years.

Two days prior to the arrival the call had gone out for volunteers to clear mounds of snow and chop out ice on switches and rail that lay deeply buried.

Dave Diamond used an end loader to clear the mountains of snow at each curve and transport it elsewhere on the property.

Both the IT Class B and the Com Ed No. 4 locomotives had been transferred from Barn Six to the pit lead track in Barn Four a week earlier to make temporary indoor space available for the new arrival.

A hardy group of volunteers moved the ramp from the trailer bed and positioned the ramp rails with the bobcat, so that the car could be removed from the trailer and carefully towed to Barn Six by Warren Lloyd.

Volunteers held their collective breath until this was accomplished—the streetcar is equipped with street railway wheels, which will have to be replaced with wide profile wheels before it can operate safely on our railway. Fortunately, the correct wheels are in stock. After the rewheeling process is complete, the car can be worked on over the pit in Barn Four,

CAREFUL UNLOADING — A freight company operator carefully disconnects the trailer that was carrying New Jersey Transit car #4 from the truck. Photo by Frank Sirinek.

Spring 2014 • Rail & Wire • 19

Michigan Electric Car 28 Restoration on Track

By Jeff Brady

Y

ou may have read about the work on Michigan Electric Car 28 and wondered how things are progressing.

Thanks to the work of dedicated – and hard working – volunteers, much has been accomplished since the last article. At that time they had just finished removing the 28’s old roof which was in poor

WINDOW RESTORATION — Norm Krentel works on restoring a window on Michigan Electric 28.

20 • Rail & Wire Spring 2014

condition and not salvageable. Volunteers had begun forming and installing Masonite panels as underlayment for a new canvas roof. Masonite had been chosen as a close approximation for the original Agasote material which was no longer available.

Twenty panels of Masonite were formed to the roof curvature by wetting the Masonite panels and clamping them to a form that simulated the roof curvature. Once dry, the panels were then screwed down to the car lines that form the roof profile.

Volunteers found that this is not as straight forward as they had expected.

One thing you learn when working on old railway equipment, just as with an old home, there are no perfectly parallel or perpendicular dimensions.

A lot of shimming, trimming, and adjusting was required. This tripled the time estimated for the work.

Shortly after volunteers installed the last panel, however, volunteers noticed that a waviness had started to show in the panels. After a few weeks the waviness had gotten worse to the point that volunteers realized that the panels were no longer suitable for supporting the canvas. Reluctantly, volunteers removed the panels and replaced them with plywood on the flatter portion of the roof, and, on the curved edges of the roof, volunteers used tongue and groove boards that are more common for car roof construction.

The next step was to replace the end canopy structures of the roof. The canopies at each end of the car are constructed of thin basswood slats about 1-3/4” wide installed in two layers. This type of construction is necessary because of the rounded compound curvature of the roof in these areas which requires thin pliable slats that can be fitted to the contours. Each end of the car has approximately 160 slats about 5 feet long nailed to the car lines,

ONE LAST TIME — Ray Schmid works on a window for Michigan Electric 28.

each of which has a different contour. Because of the poor condition of the car lines these also had to be replaced. The geometry of the roof required that each individual slat had to have its width shaved down as it was bent to achieve the required contour.

If not careful, the entire width of the slat can be shaved away before it gets to the bottom roof edge where it must be nailed.

The slats at the corners of the roof could not be bent without breaking because of the sharp curvature of the corners. It was necessary to steam each slat to soften it enough so that it could be successfully bent.

This required making a steamer out of a pressure cooker, 2-inch pipe and a propane burner to heat the water. The right length of time for steaming was

about 15 minutes at 15 psi, as determined by trial and error. If this is done for too long a time, the slat will start turning into pulp. One must act quickly to fasten the slat after it is removed from the steamer and loses its pliability as it cools.

I would like to acknowledge the help of Rod Turner, Electric Car Curator who constructed the steamer for us. It was an absolute necessity for this phase of the project.

Next came the installation of the canvas top layer of the roof. People are often surprised that canvas was used for electric car roofs. The is that this was for two reasons, safety and installation. Why? Because in the early 20th Century electricity was a new technology, and it is possible people were not always Spring 2014 • Rail & Wire • 21

are applied.

This is the point volunteers are at, presently.

Work this winter will focus on preparing the various items that go onto the roof such as ventilators, roof walk, roof mats, headlight, gutters, etc. for installation in the spring.

Another major project has been the restoration of the side windows. There are 94 windows, in all.

sure of what was the correct thing to do around it.

The canvas and wood roof would provide insulation for anyone who was on the roof near the trolley wire doing maintenance work.

The second reason was possibly for ease of installation. The shape of car roofs with all their curves would have made installing a metal roof more difficult and costly. These reasons are conjecture; steam road electrifications had cars with metal roofs and much higher voltages.

The installation of the white duck canvas went fairly smoothly thanks to the expert advice given by Tim Peters who had done an excellent job on several canvas roofs. The process involves first washing the canvas to remove lint and wrinkles. Then, the canvas is stretched over the roof quite tightly to remove any remaining wrinkles. The edges of the canvas are then tacked to the tack molding that runs around the bottom edge of the roof. Stretching the canvas over the tight radius corners without having wrinkles is the most difficult part of the process. Once the canvas has been tacked, 4 coats of a special canvas paint 22 • Rail & Wire Spring 2014

ROOF WORK — Work on the roof required careful installation of slats at the corner of the roof.

This large number is due to the fact that all of these windows also have storm windows, thus doubling the total quantity. Volunteers do not have time to restore all of the windows ourselves, so a contractor, J. C. Wood, has been hired to do this work. The results have been beautiful. Thanks to generous grants from Schneider Electric, volunteers have been able to have six sets of six windows completed. There is funding for two more sets at this time. That will leave seven more sets that need restoration. Volunteers hope that funding will become available from IRM supporters to complete this work. This will save us about one to two years of work.

Other work that has been completed includes the installation of new rear steps to replace the originals which had been removed by the previous owner of the car. Parts were fabricated by a local shop and then assembled by Norm Krentel, who is heading up the ME 28 project. He also purchased and installed cast iron step treads on the new steps. The results look great.

Finally, the baggage doors have been replaced.

As with much of this car, they had badly deteriorated and were not salvageable. New wood sections were fabricated by Bob Kutella and assembled by Jeff Brady. They turned out quite well, and are now installed on the car. This might be a good place to note that we try to retain as much of the original material of the car as possible. This is not always

achievable, as with the roof panels. Any replacements are done in the same style and with the same type of material as the original where ever possible.

Any substitute material is selected to replicate the original.

This is an extensive project and many details were actually left out of this article. Funding is running low and future grants from Schneider Electric will not be available. Work is going to start on the front end of the car this year, and quite a bit of structural steel replacement will be needed.

Volunteers would like to hire a contractor to do the really skilled work so that it will be done properly and concurrently with the other work being done.

The Museum hopes that the progress described here will show you the commitment and ability of this project team to make things happen.

One final note: Ray Schmid, a member of the team working on ME28 for a long time, is retiring and moving away from the area. He has spent many hours doing excellent work on the car. Thanks, Ray!

REROOFED — A canvas covers the roof (left). The picture below shows the nearly completed roof.

Spring 2014 • Rail & Wire • 23

Shaker Heights Rapid Transit Car adds to “Cleveland Collection”

Harry Christiansen photo from the James Toman Collection.

By Frank Hicks

I

f you mention Cleveland to someone in IRM’s Electric Car Department, chances are their eyes will light up.

That because as recently as late 2009 and early 2010, the museum saw the arrival of eight pieces of equipment from the Trolleyville collection in Cleveland.

These streetcars and interurban cars have significantly bolstered our historic collection and operating fleet. When CA&E 460 came onto the property

24 • Rail & Wire Spring 2014

back in January of 2010 it was thought that IRM had acquired its last car from Trolleyville.

Not quite. One more car was on its way – even though it lagged a few years behind the others.

Shaker Heights Rapid Transit 18, a center-door streetcar from Cleveland, showed up at Union in July of 2013 and is the last of the Trolleyville cars to call IRM home.

Shaker Heights 18 is a large (51 feet long) center-door suburban car built for the Cleveland Railway Company in 1914 by G.C. Kuhlman, a Brill subsidiary located right in Cleveland. Originally it was numbered 1218, and it was built during a peri-

RUNNING IN CLEVELAND — When new, car 18 looked like this. Cleveland Railway Company 1190, of the same type as car 18 (originally 1218), is shown in city service in Cleveland.

James Spangler photo from the James Toman Collection.

od when center-entrance streetcars were all the rage among street railway companies.

By the 1920s, however, these cars were less well liked in Cleveland, with only one door for loading and one for unloading.

In the early 1920s the Van Sweringen brothers, a pair of real estate developers, were building a town called Shaker Heights southeast of Cleveland and wanted a way for people moving to their new town to be able to commute into downtown Cleveland.

They ended up building their own rapid transit line, partly using Nickel Plate railroad right-of-way, and purchased a number of streetcars from Cleveland to operate on the new line. Car 1218 was one of these cars; in 1923 it was purchased by Cleveland Interurban Railroad, the predecessor to Shaker Heights Rapid Transit. It was rebuilt with different trucks, motors and control for high-speed operation on the suburban line to Shaker Heights.

Car 1218, along with about three dozen other second-hand center-door cars purchased from Cleveland, operated for over three decades on the Shaker Heights line. The car was largely unmodified during this period, though a rebuilding job done during the early 1940s saw its roof modified and its coal stove replaced with electric heaters. It was at that same time that it was renumbered from 1218 to 18.

By the time the car was retired from service in 1960 it was still running in daily service despite being over 45 years old.

The car was bought by Gerald Brookins for his Trolleyville traction museum in 1961 and moved to suburban Olmsted Falls, where it was renumbered 1218 and painted in the grey, cream and red livery it had worn during the 1940s. It operated at Trolleyville for decades along with a variety of other cars from Cleveland, Chicago and other cities, until

Spring 2014 • Rail & Wire • 25

the museum was moved in 2003 following the sale of the land on which it sat. The museum, which was still privately owned by the Brookins family as it had always been, had its collection of streetcars – including 18 – moved to a warehouse on the waterfront in Cleveland for storage. The CA&E interurban cars, meanwhile, were moved onto the tracks of the Regional Transit Authority (RTA) rapid transit line.

For six years car 18 and the other Trolleyville streetcars sat in the warehouse while various plans for a downtown trolley museum, funded by the city government and operating on RTA tracks, were advanced and debated. With the financial crisis in 2008, though, whatever slim hope remained for a taxpayer-funded trolley museum to house the Trolleyville collection faded. That summer the entire collection was put up for sale; the entire collection -except for car 18.

While the rest of the Trolleyville cars were disbursed to various museums across the eastern half of the country, car 18 was earmarked to be the last Brookins car to remain in its original home of Cleveland. The Brookins family retained possession of the car, which was moved to the RTA shops at Brookpark, and entered an agreement with the Western Reserve Historical Society at University Circle to construct a building extension to house the car.

The historical society was already planning a building expansion to house a carousel from Euclid Park, located at the end of a streetcar line where car 18 had once run, so it seemed like a good match.

However, the historical society, busy with fundraising for the carousel facility, more-or-less ignored car 18. The car sat in the RTA shop for a few years until it was tarped and put outdoors. In early 2013 the Brookins family was told by the RTA that they would need to have the car moved off RTA property, where it was just in the way. The family had written a reversion clause into their agreement with the his-

26 • Rail & Wire Spring 2014

torical society, whereby the car would revert to family control if the building expansion to house it were not built. With the building expansion still on the drawing board, and no money raised, the family contacted the historical society to reclaim car 18.

Their goal was not to find somewhere else local to preserve the car, but rather to send it to IRM where it would be taken care of and operated for the public. More former Trolleyville cars were in operation in Union than at any other museum that had received pieces of the Brookins collection, and IRM’s reputation for good stewardship of its traction collection made us a desirable home for car 18. It took time to negotiate between the family, the RTA, the historical society and IRM, but by July the transfer was complete and the car was trucked to Illinois. It was the first time car 18 – built in Cleveland, used in Shaker Heights and previously preserved in Olmsted Falls – had ever been more than 25 miles from Terminal Tower in downtown Cleveland.

IRM is indebted to the Brookins family, not only for their work in having car 18 preserved in Union, but for its efforts over many years to acquire, preserve and operate the electric cars that called Trolleyville home. Car 18 is still tarped; pending the construction of our next barn that will allow it to be put indoors, but it is complete and is a good candidate for operation once it is inspected.

It is a uniquely Cleveland car that is a wonderful addition to the museum’s traction collection and will be a great bonus to the operating fleet.

112 Years Old and Going Strong

By Randy Hicks

E

ven today it's possible to find a complete wood interurban for sale.

Take for example what happened in late 2009.

That’s when the Museum acquired several cars from the Trolleyville collection in Cleveland. Chicago Aurora and Elgin No.36 was one of them, and the only available example of the first cars built for the CA&E in 1902. This car helps make our CA&E collection a complete selection of the line’s passenger equipment. It’s been under restoration ever since, and should be ready for occasional service in 2014.

When the new Aurora Elgin and Chicago railroad was designed in 1900-1901, it was an engineering pioneer in several respects. Much higher speeds than on any existing electric line were required. In many ways the engineering followed rapid transit and steam railroad designs rather than the early interurban roads of the period, which were based largely on contemporary street railways. The first cars were ordered from the new Niles Car and Manufacturing Company, which was a pioneer in adapting the construction standards of steam railroads to interurban car design. The motors and control (GE-66 motors, C6 controllers, DB-15 contactors, etc.) had just been developed for use by

New York rapid transit cars, where the motor cars were geared for low speed and intended to pull trailers. By changing the gearing and giving most cars four motors each, high speeds could be accomplished. And third rail appeared to be the only method of providing the heavy currents required. So the AE&C had more in common with rapid transit lines than with the typical side-of-the-road

Interior of the 36. It needs to be repainted, but is complete and in good condition.

Spring 2014 • Rail & Wire • 27

and the later wood cars are the rectangular rather than arched window openings, the exposed bulbs in the ceiling, and the rattan seats, which were never changed.

Several changes were made to these cars during their service life. The 36 was originally equipped with four traction motors, but at an early date two of them were removed for installation in other cars, and for most of its life the car has been a “half-motor”. The Car 36 during the early 1940’s, in the “Early American” paint scheme most obvious change was the removal of the of dark blue, light gray, and red trim. arched stained-glass windows on the exterior. interurban, such as the Fox River line.

These were removed in a 1946 rebuilding, as all the The new interurban planned to begin CA&E wood cars received the same treatment in operations with 30 cars ordered from Niles. But for that period. The car was built without a toilet reasons lost in the mists of history, Niles built only compartment, but one was later installed, and then ten cars of the initial 30-car order. The other twenty removed again in 1946. were built by the Stephenson Car Company in Another major change was rebuilding the Elizabeth, New Jersey, to essentially the same body with steel reinforcements. The CA&E was design. Car 36 is the only Stephenson car of this originally built with 60-foot rails, laid with the usual group to be preserved. staggered joints. And since the distance between These cars were completed late in 1902 and truck centers on the original cars is almost exactly 30 shipped to Wheaton on their own wheels, where they feet, this meant than when rail joints started to sag were put into service during the first few weeks of due to inadequate track maintenance, the trucks 1903. passed over low joints on opposite sides of the track There were some minor changes from the at the same time. Thus just travelling down the line original Niles order, but overall these first thirty cars created severe twisting forces to the bodies, and they were largely the same, and several continued to appeared to be in danger of structural failure. The operate until near the end of service. The most railroad removed the interior walls and installed steel obvious differences between the interior of the 36 reinforcement plates and angles. The cars were then

28 • Rail & Wire Spring 2014

Car 36 during the 1920s.

Wheaton via the C&NW in a seven-car train, which included most of the preserved cars heading east, in May 1962.

Brookins was a successful businessman and was able to devote resources to this project that no other museum at the time could match. A storage barn with an attached workshop was built to store the collection. He had several full-time employees on the payroll in the early years to do construction, maintenance, and restoration work. The "Columbia Park and Southwestern" name refers to Columbia Rd., the main nearby thoroughfare, and the Cleveland Southwestern and Columbus interurban line which had run through the area. At some point the operation acquired the name "Trolleyville, USA." The 36 was first repainted in a light green color, but soon repainted in a dark green paint scheme, representing the original Pullman green with which it had been built, and lettered for the CP&SW. It was operated occasionally over the next thirty years or so. It was stored inside and well

reassembled. The problem was later eliminated by relaying the main line with heavier rails of the standard 39’ length. In any case, it seems odd that cars which eventually operated for more than fifty years in daily service should have been thought to be coming apart after less than 10 years of use.

Acquisition by Trolleyville When the CA&E cars were made available for preservation in late 1961, the 36 was the only car in this series still in operational condition. Several IRM members tried to arrange to acquire it for the Museum, but were unable to raise the money. It was instead purchased by Gerald E. Brookins of Ohio for his projected trolley line, the Columbia Park and Southwestern, along with two other wood cars and five steel cars. This line was intended to be not only a tourist attraction, but also to provide transportation for the residents of a mobile home park which he was developing, allowing them to access the shopping center at the front Near the end of service — In 1957, the 36 looked like this in the final red paint of the park (also owned by scheme. On the whole, the car has been changed little during its 55 years of daily use.

Brookins.) The car left

Spring 2014 • Rail & Wire • 29

Shortly after arriving at North Olmsted in 1962.

excursions on the Greater Cleveland RTA system.

As a preview of how well this idea would work, cars 36 and 303 were moved from North Olmsted to the GCRTA in 2003, and prepared to run two-car fan trips for the public.

The 303 had one of its trolley poles replaced with a pantograph, since trolley poles were not compatible with the GCRTA overhead. Fortunately, the 36 was spared this indignity, since it could receive power via the bus jumper. However, the GCRTA system operates on 750V DC, and this overvoltage caused several problems. One traction motor on the 303 burned out and disabled the car, after less than a day of service on the rapid transit. It was then decided to swap motor trucks to keep the 303 running, and retire the 36. This required swapping truck bolsters, since the center bearings were of different types. Then the 36’s governor was replaced with a newer design, which evidently wasn’t suited for 750V. It flashed over and started a small fire, which caused a lot of excitement but little damage. As either a cause or effect of this event, the compressor’s armature is now a dead short to ground.

maintained. All of the CA&E cars had their third rail beams removed, and they were never reinstalled during their time in Ohio. Otherwise there were few modifications other than paint.

Brookins died in 1983 and for several years the Trolleyville operation continued, with volunteers doing much of the work. The Brookins family continued to oversee the operation. However, in 2001, the family decided to sell the North Olmsted property, and it was necessary for the trolley operation to be moved. However, at that time a deadline of five years in the future was set by the new owner.

A volunteer organization was formed with the name "Lake Shore Electric Railway" to provide a new home in the Cleveland area for the Brookins’ collection. The collection would be based near the shore of Lake Erie in downtown Cleveland, and At North Olmsted in 1963, after being repainted in a light green color. This paint scheme evidently did not last long. the CA&E cars would be operated occasionally for 30 • Rail & Wire Spring 2014

awarded to IRM in October. Julie Johnson provided most of the money (at great personal sacrifice) and much of the impetus behind these arrangements.

The 36 was moved to IRM at the end of December, arriving on Dec. 30. Since the control system had been disassembled and several other things needed to be fixed, most of our work for the next year or two concentrated on getting the other cars operational.

Car 36 is shown at North Olmsted in 1979, coupled to the 303. This darker green paint scheme is the one everybody remembers, and lasted until the 36 arrived at IRM.

This car helps make our CA&E collection a complete selection of the line’s passenger equipment. It has been under restoration since 2010, and should be ready for occasional service in 2014.

The 36 was then stored in the main shops of the GCRTA for the next few years. The motors were However, in June, 2010, IRM was able to arrange a sent out for rebuilding. Beyond that, all of the trade with our friends at the Connecticut Trolley contactors were removed and the control system was Museum at Warehouse Point, the new owners of car partly disassembled, since there were still plans to 303. The motor trucks from the 36 and 303 were operate the car regularly on the Cleveland RTA. And swapped back, so each car now has its correct the RTA would not allow the car to run on its system equipment. Jeff Brady, Norm Krentel, Frank Hicks, with the antique control system it was built with. This project was never completed, however Acquisition by IRM The overall success of the Lake Shore Electric project had always been contingent on substantial investment by the city government of Cleveland, which never happened. By early 2009 the city's financial crisis had destroyed all hope of this possibility, and the decision was taken to wrap up the LSE project and dispose of the collection. The Brookins’ collection of 35 cars or so was put up for sale to qualified non-profit museum groups, and Bill Wall was tasked with organizing a consortium of museums to distribute the CA&E cars 36 and 303 running on the Cleveland RTA in 2003. The 303 cars to the most appropriate destinations. was equipped with a pantograph to provide power for both cars.

Car 36, four other CA&E cars, and an open car from Veracruz in Mexico were Spring 2014 • Rail & Wire • 31

BEFORE COMING TO IRM — Under repair at the RTA shops in Cleveland (left) .

Notice the car has been lifted off the motor truck, but the trailer truck has been jacked up so it doesn’t separate from the body.

The vestibule, (below) which serves as the motorman’s cab, is small and cramped.

The vestibule interior will be painted the same blue as the exterior.

and Randy Hicks traveled to Connecticut to help with the work of changing trucks under the 303.

Before we left Warehouse Point, we even made sure the 303 was operable.

Stripping the old exterior paint from the 36 began in earnest in late 2011, as well as work on restoring the control system and other mechanical parts. Reinstalling the contactors progressed slowly, and several electrical problems had to be solved along the way, but this was finished by July 2013, and the car’s motors were tested once again. The car is now mechanically complete except for the compressor. However, volunteers have fixed up and tested a replacement compressor of the right type, and when shop time is available the old one will be replaced. Until then, the 36 can operate only when trained with another car to provide air.

During 2012 paint stripping was finished and repainting started. It was decided to paint the car in the Early American paint scheme to match the 308 and 309. By last June the body had at least a first 32 • Rail & Wire Spring 2014

coat of finish paint, and was lettered. It was operated as part of a four-car train for the 60th Anniversary Trolley Pageant, and again for Showcase Weekend, carrying passengers for the first time at IRM.

New equipment, ongoing projects highlight 2013 for Track Department

By Marcus Ruef

I

t should not come as a surprise – but 2013 was a busy year for the Track Department.

Many projects were completed or progressed, new machines were acquired and utilized, and new appointments were made.

The department’s core group of volunteers grew, and many volunteers from other departments spent considerable time with us helping out on several projects. The Department’s work involves four principal areas, some highly visible and others less obvious. Building new track is the most visible and sensational part of our mission. Existing track must

be routinely maintained and also repaired following mishaps such as derailments and run through switches.

Finally, the machinery we use to accomplish construction, maintenance and repair must itself be maintained and repaired. The maintenance equipment includes motor vehicles, heavy equipment, and on track maintenance machinery and carts. Like the old saying goes, you can’t make an omelet without cracking some eggs, and these tools require a lot of ongoing TLC to compensate for ordinary wear and tear.

The biggest project this year was tie replacement. If you consider that our mainline averages between 2,500 and 3,000 ties per mile, and we have nearly five miles of mainline track, that is about 15,000 ties in the track structure at any given time. Tie condition is managed by on site visual inspection, which can only be accomplished by walking track and assessing tie condition.

Those deemed unfit are INTERDEPARTMENTAL COOPERATION — Here the scarifier is being repaired marked for renewal. The over the pit courtesy of the Electric Car Department. Coach Department volunteer Mark inspector(s) must apply Gellman is seen assisting Roadmaster Frank Devries. the relevant maintenance standards when Spring 2014 • Rail & Wire • 33

ON THE JOB TRAINING — Assistant Roadmaster Mark Reimers instructs Track Department volunteer Evelina Zielinski in the operation of the museum's recently acquired mechanical spiking machine.

determining which ties to replace, and balance that with the number of new ties budgeted for the track structure. Once the assessment is complete, new ties are set out along the right of way as close as possible to where they will actually be installed. This is followed by removal of the old ties, insertion of the replacements, spiking, tamping and regulating the ballast disturbed by the process. To follow up, the old ties must be collected and either recycled for lower order use, such as small retaining walls, or scrapped.

The Track Department is especially pleased that it was able to replace 750 mainline ties this year, completely with volunteer members, and without engaging a contractor. This was no small feat, especially considering the process described above, 34 • Rail & Wire Spring 2014

which involves complex logistics, material handling and coordination.

This could not have been done without the generosity of member Bob Olson, who underwrote a large portion of the acquisition of the Track work within the portion of new machinery that made this project the campus open to visitors presents special material handling possible. and storage challenges.

During the previous winter, the museum purchased at auction several

The intermodal tie flat takes shape.

that is 3,000 spikes. Bob Olson and his Signal Department crew also spent the previous winter restoring a small but invaluable gasoline-powered machine know as a “plater,” which grips the base of the rail and uses two hydraulic jacks bearing down on the tie to lift the rail just high enough to slip tie plates back under the rail on replacement ties. With the tie crane, the plater, the TRIP and the spiker all in service, the tie job was fully mechanized.

But the mainline was not the only place that saw timber renewals. The exterior portion of Track 73 saw the replacement of 25 ties to hold gauge. As a counterpoint to the mainline job, this was done “old school” on brutally hot July days without the spiker or the TRIP, using mostly manual labor with an air spiking gun and tamping tools. On a mercifully and unusually cool summer day, we manually replaced 35 ties in Track 100 (aka Chemin de Morte) to ensure the safety of several switch moves made over that track. Major tie work went

pieces of modern track equipment, a tie remover/ inserter (TRIP) and a spiker. Their functions are self -described; however, the way both machines make short work of what was brutal manual labor is awe inspiring. During the spring, the machines were serviced and prepared for use. This involved changing the various fuel, oil and hydraulic filters, many gallons of hydraulic fluid, as well as diagnosing/ troubleshooting several electrical control circuit gremlins. Of course, everyone needed to become comfortable and familiar with these new machines.

As always seems to be the case with anything hydraulic, many hoses needed to be renewed. Ultimately, the TRIP pulled out 750 old ties from the track structure, and then inserted 750 new ties in their place.

Roadmaster Frank Devries and Assistant Roadmaster Mark Reimers use the plater to insert tie plates between the base of the rail and the top of newly installed ties.

The spiker drove four spikes into every new tie --

Spring 2014 • Rail & Wire • 35

into the “steam leads.”

To make sure the tracks are serviceable (as well as to repair derailment damage) for both the Thomas event and in anticipation of the return of 1630 to revenue service, 250 ties were renewed in that area.

This was a very difficult job, because much of the track had to be removed and undercut, and in other parts much material that had accumulated to the railhead had to be removed, all while trying to protect the appearance of a very public portion of the campus.

Another difficult job was the replacement of seven switch timbers under the switch at East Schmidt.

These are much longer and heavier than regular crossties, and involve twice as many fasteners. Finally,

The steam lead during restoration. The track structure has been completely removed and undercut. The rail will be reinstalled, clean ballast placed, and the track lined, surfaced and regulated for 1630's return to service.

36 • Rail & Wire Spring 2014

50 ties had to be replaced in tracks 53 and 54, including many switch timbers under the 53/54 switch, when that portion of the track was badly damaged by a switching derailment. In sum, 1,092 ties were renewed, entirely by volunteer members.

Aside from both the mainline and spot tie replacements, many other things went on as well.

Several incidents involving run through switches required considerable attention. When a rigid switch is trailed through without being properly aligned, the points, operating rod and throw mechanism are greatly stressed. The switch is usually left in a state of maladjustment, and cannot be safely used again until repaired and adjusted. While the Track Department is well equipped to respond to these incidents, every hour or day spent remediating these upsets draws time and resources away from other more desirable projects everyone wants to see accomplished.

During 2013, several machine and equipment projects were advanced, particularly our “Pup Tamper.” This interesting machine has the flexibility to tamp switches, with tamping heads mounted on horizontal rails that can move laterally to tamp more than just the rails it is moving over. Several years ago, the industrial

The business end of the museum's recently acquired spiker.

diesel engine that powers this machine failed catastrophically. Phil Palmieri from OERM donated a slightly larger replacement, which required a longer engine mount. Mark Reimers fabricated and installed an extension to the engine mount, and has installed the new engine. Following some final connections and tests, the Pup Tamper should be back in service this year.

The Track Department has had fun the last several years restoring old tie flats to service.

Several “carcasses” that were essentially running gears and frames were repaired and re-decked. One of the restored flats is already soiled with creosote having carried many ties for the mainline tie project.

The other restored tie flat has been “modified” by Mark Reimers in a very interesting way. One of the

Mark Gellman and Marcus Ruef finish the installation of safety ties in Track 100 (aka Chemin de Morte).

Track Department’s most important pieces of equipment is the diesel powered, rubber tired, and industrial air compressor rig, usually towed behind our section truck. This provides compressed air for our various air tools, such as spiking or tamping impact hammers.

Frequently, the department needs to have this machine somewhere on the railroad where the truck cannot reach, and past practice has been to place it on a tie flat and secure it with chain binders and blocking. One day, while looking at the tie flat carcass, someone jokingly suggested that it should be modified to carry the compressor more securely.

Reimers saw merit in this concept and promptly went to work and designed what has become our intermodal tie flat, which has taken shape nicely and retains its original functionality.

A key piece of equipment that did not operate in 2013 is our Model 50 Burro Crane. This very modern and useful tool needs a new engine.

Presently, the Track Department does not have a usable crane that can lift large items such as track panels. While the museum acquired an operable exCNW Ohio Locomotive Crane and idler car during the year, it is so large that it cannot be used in many of the places the Model 50 is able to function.

Hopefully, 2014 will see the Model 50 back in action…it certainly is missed.

On a positive note, we recently took delivery of a nearly new production tamper that has seen very little use, and should serve us well for a very long time. It started in the bitter cold with no hesitation, and we are looking forward to servicing it and having it ready to surface track this work season.

During the year many other track and equipment maintenance functions occur. All of the machines are routinely inspected and serviced. They must be fueled, greased, all fluid levels maintained, and all filters (air, lube oil and hydraulic) renewed as necessary. The track structure must be monitored, Spring 2014 • Rail & Wire • 37

and spot repairs made as necessary. For instance, on days when only one or two Track Department members are around, they will spend time inspecting things such as all the yard switches - cleaning and lubricating them, or patrolling the main line, or doing repair work in our shop located in Track 24 inside Barn Two. The Track Department is headed by Supt. of Track and Roadmaster Frank DeVries, who is assisted by Asst. Roadmaster Mark Reimers. Core members are Pat Shea, Bill Lygiros, Adam Robillard, Tom Hunter and Marcus Ruef. Bob Olson, Supt. of Signals, and many of his crew, particularly Mike Alterio, frequently work with the department, as do Mark Gellman, J D Marzec, and

Greg Kepka. Both the Track Department and Museum are very fortunate that many of these members have considerable experience as railway engineering professionals, and the rest of us are fortunate to learn from them. Bill Lygiros is himself enrolled as a sophomore in the U of I’s renowned railway engineering program, another railway professional being incubated by the museum movement. The Track Department is an excellent opportunity to learn about a fascinating aspect of the railroad business from experienced professionals, accomplish good work that benefits the museum, and enjoy a lot of good fellowship, fresh air and exercise.

From the first 60 years

Indiana #65 is shown (above left) at IRM’s original location in North Chicago. At right, it is shown last May in operation at the Museum. At lower right, IRM President Joe Stupar presents Founding Member Malcolm D. McCarter with Certificate of Honor during the 60th anniversary celebration.

McCarter is the only surviving founding member of the original 10, who started the museum with the purchase of Indiana #65.

38 • Rail & Wire Spring 2014

60th Anniversary Gala Celebrates Museum’s Past, Present, Future

By Gwyneth Stupar

I

f anyone knows the history of the museum, it is Malcolm D. McCarter.

McCarter, the only remaining founding member of the museum, was the guest of honor when110 members and friends gathered at the Drendel Ballroom at Sun City, Huntley last November for a dinner celebrating the museum's 60th anniversary.

McCarter toured the museum property earlier in the day with his daughter Susan Chester, and revisited Indiana Railroad No. 65, the first museum acquisition. As IRM President Joe Stupar acknowledged, "As the 10 founding members were willing to preserve that first car for future generations, now hundreds of individuals can understand the value of something you knew was important over 60 years ago."

Tom Petersen, museum associate member and former WGN news radio anchor, was the master of ceremonies and Jim Wrinn, editor of Trains magazine, the keynote speaker. Wrinn gave an insightful keynote address about the future of railway museum education, and gave great examples of new ways to engage future visitors.

Other highlights included music by IRM’s Bob Opal, a historical slide show prepared by Barbara Lanphier and Gwyneth Stupar, and recognition of Charlie King, member No. 1. King recently donated a significant collection of memorabilia from his career on the CTA. The silent auction was made possible by contributions from Fox Frame and Read Between the Lynes of Woodstock, the Johnson collection, the museum's

ALL SMILES — Founding Member Malcolm D. McCarter is shown inside Indiana Railroad 65.

Photo by Gwyneth Stupar

gift shop, used bookstore, and Strahorn Library. Special thanks go to Jan and Pete Galayda, Gwyneth Stupar, and Shalom Owen for help in planning the auction. All proceeds were donated to the general fund.

The event, catered by Jameson's Charhouse, could not have been made possible without Barbara Lanphier’s planning.

Planning ahead? There are only 40 more years until the museum's centennial.

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