NESCo News
and restoration updates
Wes Kaupilla and Ron Jenkins began the insulating project this morning. Ron applied adhesive while Wes applied the foam boards. One end is fully completed and the sides are under way at this time. Dents in the container sides made the fit slightly difficult, but applying pressure to it and BINGO! the board stick.
Wes will return this weekend and hopefully the insulation will be installed.
First off is the new gas grill purchased with donations from the 470 Restoration Facebook site. We wish to thank everyone who donated to this acquisition, as hamburgers and frankfurters will go down pretty well throughout the year. The grill will be stored indoors and covered when not in use. Again, thank you!
Hanna immediately displayed her artistic side, by climbing under the tender frame and touching up areas which were primed, but not yet painted. We are expecting Ramsey Welding of Lincoln, Maine to install the new tender bushing and pin, as well as the repaired brake cylinder head, this Wednesday.
How much does a cast steel Commonwealth truck frame weigh? How about 3575 pounds? Each wheel weighs in at 2800 pounds. Here we see Ron Jenkins and Jim Armstrong guiding in one wheelset, while Leverett Fernald operates the deck crane. By the time we closed down for the day, both wheel sets were placed and the #1 truck frame was ready to drop on to the cleaned and repaired journal boxes.
Regular chores of the month continued with Roger Bennatti needle scaling an unending line of brackets and brake rod components. The coal bunker doors of the tender have been cleaned and are being scaled, then primed. We did some cleaning and pick up while we get ready for Touch A Train on Sept. 11th.
Roger "Emperor of the Dust Bowl" Bennatti, Jim Armstrong, Leverett, Paul V.S., Ron Jenkins, and Dick worked today.
Paul used his tremendous talents with a grinding tool to prepare a tender step for brazing by Leverett. The hairline cracks would have eventually frozen and split.
Roger prepped the last brake beamed for minor work prior to priming.
The insulation for the office has arrived, so Ron and Dick moved the boxes into the front red container for storage until we have time to get it installed.
Ron conducted a tour for a local heating contractor pertaining to the installation of a heat pump. Thank the Deupree Family Foundation for underwriting this much needed upgrade to our shop!
Leverett did the welding work which he is best experienced at. Very early in the morning, Leverett conducted a tour for a guest who reads grant applications for a significant funding agency. We think the gentleman was suitably impressed with our progress. We'll know (possibly) next year.
Jim Armstrong and Dick used Lead-Out stripper to remove paint from the coal bunker doors, then needle scaled two of them.
Yesterday, Carole Ann and Dick distributed Touch A Train posters throughout Southwest Harbor and Northeast Harbor on MDI. There are plenty more to be posted if anyone cares to help in Bangor and Brewer. We really need to get these up so calendars are marked.
One last thing. In gratitude for a Zoom talk Dick gave the Maine 3 Railers, we received a check for $100 and one of their collector series "O" scale models from Mike's Train House. This one featuring the Maine Central and Cianbro Company. Hits fairly close to the mark with our group!
Note the three comparisons of the coal door.
Bob was able to lay out the lines for the cab rear windows, then cut them out with his plasma cutter. Cab is shaping up.
Dick ground down some corrosion on the badly affected brake beam which Leverett has been putting considerable time into repairing. Note the comparison photos of the corroded area and where it has been repaired. That work continued today.
Roger needle scaled a completed brake beam then primed it for installation.
Ron and Hanna worked mid-week, as did Jim Armstrong, and opened the Detroit Mechanical Lubricator for cleaning and assessment. The ratchet turns on a cam and rolls beautifully. The tiny pistons for pumping oil have been carefully laid out and numbered.
The new replacement seal for the tender brake cylinder has arrived and been attached.
Paul V.S. very carefully cleaned the threads on the second brake beam. It appears Maine Central's answer to "Lock-Tite" was to simply peen over the threads. The severe corrosion and rust on the nuts and bolts was cleaned away to facilitate inspection and further work.
First off, Timm Steele installed running water into the shop, at the far end of the building. The emergency shower is also functional. Water is a huge benefit inside the building, so thank you Timm and Robert Moore for digging the trench.
Dick and Jim installed hanger brackets for air hoses and electrical extension cords at the front of the shop. Whenever a hose or power cord is used, please always rewind it and hang it up when finished.
Hanna and Ron drilled out some heavy duty hanger bars, and Dick and Jim assisted in placing them inside the red tool shop container. We then arranged all the hanger straps according to length and got them off the floor as well.
Jim and Hanna primed the pedestal bars for under the #1 tender truck. Last picture shows them drying on the backs of two steel saw horses, built by Bob D.
Leverett continued the repairs on the #1 truck brake beams. He and Dick conducted several shop tours as well.
It is expected we'll be placing the reassembled trucks under the tender frame in two weekends (weekend after next).
This is a detailed list of work accomplished to date regarding the rebuilding of the tender:
Number 2 tender truck was disassembled, parts cleaned and evaluated. Both brake beams were in poor condition, requiring them to be disassembled, repaired and reassembled. All new brake pins and swing hangar pins were made. All new bolster shims were made. One pedestal jaw was found to be worn excessively, so it was removed, repaired and reinstalled. The leaf spring assemblies were in poor shape, so all new ones were purchased for both trucks. The wheelsets were taken to Pan Am's shop in Waterville for machining of the bearing journals. One of the tie bars for the pedestals was found to be bent, so it was taken to Clarks Machine in Clinton to be straightened. The truck was reassembled last summer and is ready for service.
Last year we took delivery of the new tender tank built for us by Millinocket Welding and fabrication. Once the number 2 tender truck was completed, the tank was loaded onto 2 pushcars and rolled inside the shop. Since then, most of the vertical holes have been drilled for rivets. The ladder inside the tank has been reinstalled.
The number 1 tender truck has been disassembled and parts cleaned. Because this truck was under the coal bunker, it was in worse condition. The old bolster shims were badly rusted and required a Sawzall to cut through them in order to free the bolster. The wheelsets needed both the bearing journals and treads to be machined. The inner coil springs were in poor condition and new ones were purchased. There were 4 excessively worn pedestal jaws on the truck frame that required repair. The brake beams while not worn excessively, will need some work done to them and one is badly rusted and is now being welded to build up areas of wasteage. Both tie bars were bent, not as bad as the other one, but enough to require them to be straightened. The safety bars that go under the spring plank were badly rusted will be replaced with new ones. We have them, but a special tool needs to be made to countersink the drilled holes so the flathead screws can be used. So far, the pedestal jaws have all been repaired, the tie bars have been straightened and the brake beams are being repaired.
The tender frame has gotten sandblasted, painted and new wood slats made. The drawbar pin holes have been line bored and new sleeves and pin are being made. A new brake pipe has been made and installed.
The following work remains to be done in order to complete the tender:
Reassemble number 1 truck. The brake beams need to be finished and hung in place before it can be re-wheeled. New journal box seals need to be put in (we have them). The journal boxes and equalizer bars need to be put together, then the frame can be picked and lowered into place. The safety bars, swing hangars and spring plank can be put in. This truck had shims between the swing hanger and spring plank, so new ones will need to be made prior to assembly. Once the spring plank is in, the new leaf springs can be put in, then the bolster. All the shims, brake rigging can be put in, too. This truck should now be ready to put back in service.
At this point, the frame should be ready to put back on the trucks. This will require the big crane to make the pick. Both trucks will require accurate placement. Once the frame is back on the trucks, a number of measurements will be needed. The clearance between the bolster side bearings and the drawbar heights. The coupler and draft gear will need to be put back in to check this, but it will need to completely disassembled and inspected first. The heights will need to be set high, as everything will settle after the tank is mounted and when the tank is loaded. After this, the tank can be mounted to the frame. After it is set, accurate placement is critical so the mounting lugs can be located for riveting. Also, the water outlets will need to be marked and cut out. This may require the tank to be removed again so this may be accomplished. Once this has been done, the tank may be permanently secured. The last major thing to be done is to begin riveting.
Jim Armstrong worked on needle scaling and priming the disassembled #1 truck brake gear.
Clayton Nowells came down to get more information regarding a second brake line under the tender frame. Leverett was actively rebuilding some seriously worn brake beams for the #1 truck. Bob DeWachter took some time to manufacture a pair of square-headed steel bolts for hte brake beams.
Timm Steele brought a guest in for a short shop tour, which is always good for our friends and visitors. Dick did two two tours , one of which was impromptu, the other scheduled.
The big show today was Hanna, Kerri, and Bob riveting the rear walls of the cab. Hanna placed the hot rivets, Bob ran the air hammer, and kerri bucked them flat. The session went pretty quickly, but proved tiring for all participants. Important note: When we start riveting the tender there will be a call for volunteers to come up and practice using the air hammer and bucking iron. We'll send out advance notice, but please respond if you are capable.
Kerri also provided us with another top of the line hot lunch with cookies!
It was Jim Armstrong and Dick Glueck in the shop today, joined by Leverett Fernald. We conducted several tours and worked until around 3:30PM.
Jim and Dick painted and primed most of the morning. The truck frame is done, the brake hangers are done, the brake cylinder is done. Leverett did some metal work and, joined by Alden Burns, the four of us put the equalizer bars together and those too, were painted. In addition, I needle scaled a couple of truck parts, which Jim primed.
We consolidated all the #1 truck springs, spring cups, brake parts, etc. Reassembly should go pretty rapidly with all that material ready to go.
On Sunday the 20th, Leverett and Jim will be back to do additional work. We expect Ramsey Company on Wednesday of the coming week to do certain work on the tender frame. Ramsey is also going to turn a new drawbar pin for the tender when that work is completed.
Photos from today:
Bill Alexander's tender decking almost completely bolted down with angle irons painted and bolted down.
Remnants of the old tender drawbar pins which L.F. cut out with some fire control assistance from Ron Jenkins. These fragments remind me of how heavy that whole beast was!
Newly cut tender pin holes. Nice shot!
Painted brake cylinder barrel and tender frame.
If enough volunteers show next weekend, Bob has promised we'll likely rivet the cab. Hopefully the truck assembly can commence at that time, if not partially before.
Good crew today.
Paul V.S. and Leverett ground down a flat space in the tender drawbar pin slugs, then the two of them attacked it with a drill bit extension (custom built by Bob D.) and the magnetic drill. They managed to get a hole cut in the pin and this will allow Leverett to burn out the slugs using an acetylene torch. With that burned out, the contracted welder from Lincoln (Ramsey) is going to round out and repair the worn tender pin hole and fix some minor touches on the frame. They are also supplying a new pin.
Alex Fogg primed one complete side of the #1 truck.
Bill has bolted down the boards to the tender frame. I painted the angle bars which fit on the boards today, after Bill did one side and Hanna had primed them a week ago.
Jim Armstrong painted the equalizer bars and spring caps. Aldin and I primed the side stoker door and two others, as well as the brake tank. Leverett and I gave two tours of the shop.
After lunch, Leverett got started on brazing the pedestals of the #1 truck.
With what has been accomplished to date, we are very close to reassembling the #1 truck, possibly next weekend. Any remaining black paint can be applied after the truck is assembled.
If that comes off, expect mounting the frame on top of the trucks in perhaps two weeks. Placing the tank on the frame and boards will come as soon as Leverett is certain everything that must be accomplished beforehand is done.
David Tutwiler of Tutwiler Fine Art provided these amazing images of some of his recent work involving #470. “Coastal Stop; A Moment in Time” (18 x 24, the first/lefthand image below) is currently for sale at the Argosy gallery in Bar Harbor for $3,800. The other two have been sold.
Good number of dedicated workers attending to, moving us towards getting the tender back in configuration.
Bill Alexander has shaped and located all the planks for the tender deck. Clayton has almost completed all aspects of the brake lines under the frame. Today, Hanna started out by priming the angle bars which run alongside the tender deck. Jim Armstrong rejoined us for the season and got the equalizer bars completely primed. To our great surprise, the tender brake cylinder is perfect inside, even after standing for 70 years without attention. It has been opened and Dick and Kerri removed the old paint from the barrel and ends using "Lead Out" paint stripper. It later went outdoors to get the rough granules off under the care of Timm Steele.
Dick and Jim further removed residual paint from the original tender doors. Kerri provided a delicious lunch for the crew, complete with strawberry shortcakes, oatmeal cookies, and a chocolate pie. CMO Leverett Fernald worked on building up the worn area of the #1 tender truck pedestals using braze and a torch. Mechanic Ron Jenkins worked with Timm Steele to begin the jacking up of the tender tank body.
Bob DeWachter and Hanna cut, drilled, and bolted some more of the cab together. Hanna discovered a steam tube in the mechanical lubricator has a split from freezing with water in it, probably decades ago. Tender doors now need primer.
Joel Ackerman and Ron Jenkins retrieve the completed #1 truck wheel sets from Pan Am’s Waterville shops yesterday. Today, with Leverett's help, the wheels went onto the rails and into the shop, along with the brake cylinder. Thanks to Paul Hallett for the photos. Also, the tender planks are in place and 7 are bolted down, thanks to Bill Alexander. Get a load of the finish on those freshly turned wheels!
Clayton has begun to install the new air lines on the tender frame. Leverett, Clayton, Rob Moore, and Dick reinstalled the emergency air dump valve so Clayton can set up pipe lengths, etc. Dick was then alone for most of the day doing the priming that has to happen on the #1 truck hardware. Roger came in to visit shortly but was unable to spend time with a brush. Dick did get most of the remaining heavy steel brake hangers and such coated.
We need a team of two or three people to primer coat (red) the #1 truck frame and all the coil springs, as well as the spring caps. This is critical to getting the tender frame remounted when the wheel sets are returned. I gave a tour to two railfans from downstate which ate up the final 40 minutes of allotted time for today.
Clayton got significant work done by bending the brake line pipe, using the original as his pattern. Leverett and Dick brought over the brake cylinder to the shop. The exterior needs to be cleaned with lead-out, primed, and painted. Again something for warmer days. Hanna attended to cleaning the mechanical lubricator and began by opening it for draining. She filled four 16-ounce yogurt cups with a mixture of water and thick, molasses-like oil. With advice from Bob and Leverett, Hanna got the lubricator steam heat lines out for cleaning and pressure testing. All in all, she got the most significant work completed. The lubricator was left draining into an oil pan for the duration, and you can be assured it is draining as you read this!
Bob laid out drill holes for the cab and measured steel. Paul V.S. interrupted hours of home fun in grading Calculus exams in order to drill heavy plate for tender riveting practice.
Dick cut apart the equalizer bars for one side of the trucks, so Leverett can replace the bolts and spacer bars which were not in good condition.
Bill has been up during the week and producing ribs for the cab interior wood lining. He has also been active in fitting the tender frame boards.
New England Steam Corporation (NESCo) has been chosen to receive a grant of $200 from the University Credit Union of Orono, Maine. The grant will be used to cover the expense in casting a historically accurate, all bronze whistle for Maine Central steam locomotive 470. The big passenger locomotive pulled the final steam train in 1954, then stood as a park feature in Waterville for 62 years. The locomotive is undergoing heavy repairs in Hancock, as part of its restoration to service. Unlike any other machine, the steam locomotive is an educational feast for history buffs, scientists, writers. and musicians. The new whistle will be her active voice.
NESCO wishes to thank the University Credit Union for their generosity in helping 470 be heard once more in the woods of Maine.
Not a huge cache of news for us today. Workers available were Paul V.S., Dick, Alden, Kendra, and Hanna.
Kendra was able to use the Lead-Out stripper to remove most of the paint on the tender doors removed last week. Paul, Dick, and Alden moved all chemicals, particularly flammables, to the blue tool container outside of the building. Most of these are petrochemicals and better stored out of the building. We completely emptied the two tool cabinets indoors and sorted the hand tools and power tools. For at least today, there is a sense of order in those cabinets. Alden was able to remove a rusty pipe from the loco frame and chip away at grease clots which have hardened on the steel for 70 years. We expect Brian Fanslau to come pick up the pilot truck and associated parts during the current week. Clayton Nowell is probably going to add the needed brake line to the tender frame in a similar time frame. Bill Alexander is back Florida, and will be bringing the remaining paint and primer up from storage at his home. Next weekend would be a great time to prime all the #1 truck components.
Rob Jones has been working on the big 470 model this weekend and has provided us with this photo of the midday's work.
On hand today were Dick, Bob, Paul V.S., and Alden. Our compressor is back, having had the bad water pump replaced. Bob and Paul worked largely on fitting the rear panels to the cab. This is beginning to take shape and is going to be quite a showpiece. Bob figures we are going to want to have some of our heavy-hitters on hand for cab riveting in about four weeks. I'll send out a special request for volunteers when a date is firmly determined. Alden and I removed the remaining doors and framing from the old tender tank. If the weather stays in the 50F range, we will want to use Lead-Out paint remover and then needle scaling to clean these, maybe next weekend. Most critical to advancing the tender project is the arrival of the new tender springs.
Bob received the custom made replacement piston rings to fit the new pistons and oversized bores. Also had a set of 8 soft copper gaskets made on a CNC laser cutter by an outfit in Kentucky. Cylinders are just about ready to be mated to the block. Then the pistons can go in. Still have some work to do on the packing gland assemblies. The valve glands are nearly ready. Piston glands still need final cleanup. All the cylinder studs were cleaned up and chased. Cylinder threads were all chased. New nuts for all the studs. Nuts are stainless steel.
Bob worked on the cab windows, Alden and Cully needle scaled, Alex scraped the recently washed out journal boxes for #1 tender truck. Paul V.S. cut the bronze propeller blades which will be turned into whistle parts.
Rob Jones brought up the partially constructed 1/4 scale model (3 inches to the foot) he is actively "growing". Rob also laser cut a "G" scale frame component of the 470; a portion of the model kits he will be producing for home hobbyists.
And we found a broken spring on 470.
Rob Jones (of Wooden Alchemy in Camden, ME) is constructing the 3" to the foot scale model of 470 for his museum store. He finished the drivers yesterday, and is now going to begin the valve gear.
Leverett and a limited crew used the giant crane to lift off the #1 truck frames today. Journals come off on Sunday, then it's needle scaling time.
New England Steam Corp.
a 501(c)(3) non-profit organization
P.O. Box 302
Winterport, ME 04496
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