1996 IRM Journal

 

1996

1. Saturday, January 6

A. 321:

1. Rewiring of the AC lights in the smoker.

B. 309:

1. Checked window shades in the vestibules. At #1 end both are OK; at #2 end the train door needs a latch below the window, and the shade itself is too short. Frank S. gave me some extra material for a longer leader; taken home for sewing.

2. Replaced whistle cords at each end.

3. Two ventilators from the 318 were removed from Barn 2, and taken to the shop for cleaning, stripping, and repainting.

2. Sunday, January 7 (with Frank)

A. 309:

1. Installed ventilator at 15-16. Caulked and nailed flashing along the oval sector, this side.

2. Trolley pole removed at #1 end and taken to shop for eventual repainting.

3. Two 309 ventilators cleaned, still in paint shop.

3. Saturday, January 20

A. 309:

1. Finished caulking and nailing the flashing, sectors 19-22. Installed ventilator at 19-20.

2. Canvas paint on corner sections at #2L, and along center section here; also the grab iron and roof cable.

3. Installed a new piece of copper flashing at corner #2L (see note for Nov. 5, 1995).

4. Sunday, January 21

A. 309:

1. Last two ventilators painted with primer, and later installed (23-24 and 27-28).

2. Clerestory wood parts nailed into place and caulked, sectors 24-28; two more sheet metal channels drilled and attached.

3. Center canvas at #2L was cut and folded to remove a large wrinkle, then caulked and nailed into place. Another smaller piece of copper flashing installed.

4. Two pieces of green glass installed in the clerestory triangles, sectors 24 and 25.

B. 321:

1. Cleaning inside car. Parts were boxed up; remaining 318 wall sections were nailed up (temporarily, of course) in sectors 19-25.

5. Saturday, February 17

A. 309:

1. Cleaned tar and paint from clerestory parts, sectors 24-28; installed one new piece of glass in the quadrangle 25-26; not yet fastened in.

2. In response to an earlier question, I looked for identifying marks on the trucks. There are no builder's plates, but they have serial numbers stamped into the frame: the truck at #1 end is 342, and the other is 341. Incidentally, the eight main bearing covers are of five different types.

B. 321:

1. More cleaning inside car. Several boxes were taken to the container, and the remaining items were sorted. The floor in the coach section was completely swept. The smoker was also straightened up.

C. Misc.:

1. Spoke to Dave Conrad, who was visiting. New issue of Rail & Wire.

Peter Weller sent me a draft of two chapters from his book; I called him to discuss a couple of minor changes (spelling of Rayunec, and the condition of the 318 at the time of the wreck.)

6. Sunday, February 18 (with Frank)

A. 309:

1. Painting (damp-proof red primer) along clerestory; did corner #2L and sectors 25-28.

2. Trolley pole cleaned with wire brush and scraper (helped by Frank), then painted with primer (in shop).

3. Harold Krewer suggested we arrange to operate in April or May a couple of times. Call John Houk. On the other hand, forget about the Transport Extravaganza.

B. 321:

1. Frank did some paint scraping on the controller at the #2 end.

7. Saturday, February 24

A. 309:

1. Primer on the rest of the clerestory, sectors 15-24. Note that this includes the copper flashing; on the other side (side "R", sectors 1-14) the flashing has not yet been painted.

2. Finished caulking and nailing the new flashing pieces at corner #2L.

3. Grey paint on the parts which had primer from last week, sectors 25-28. Also canvas paint on the side of the center section, which can't be reached when painting the car from the roof boards.

B. 321:

1. A little more cleaning inside car.

C. Misc.:

1. Cleaned trash from the center aisle along both cars. Noted that 309 and 321 each have about $900.

8. Saturday, March 9 (with Reggie Simon)

A. 309:

1. Finished the first coat of grey on the rest of the clerestory, sectors 15-24, and the corner #2L. Also canvas paint on the side of the center section.

2. Signed up to operate on Sunday, May 26. Call John Houk to finalize plans for April.

9. Sunday, March 17 (with Frank)

A. 309:

1. Frank painted the trolley pole silver (in the car shop).

2. I installed the ventilator at 15-16, the only one on this side that wasn't already in place.

3. Cleaned two drip rails for #2 end; one was caulked and installed at #2L, and painted with primer.

4. The scaffolding was moved to the #1 end of the car, clearing the sidewalk. Painted the rub rail across the end grey.

10. Saturday, March 30 (with John Houk)

A. 309:

1. I reinstalled the trolley pole at the #1 end.

2. I finished inserting screws to hold the metal plate over the door at the #1 end; this had never been completed (see note for May 14, 1995).

3. I put another coat of canvas paint on the center canvas at #1 end.

4. Then the metal plate over the door was cleaned, sanded down, and repainted with blue.

5. John installed the metal plate on the inside of the side door at #1R, completing this job. (I'd had two replacement plates since about 1978; they were made by a friend of Howard Weege.) He then painted it blue, as well as touching up several places around the car, including the circle iron, anticlimber, etc. at the #1 end; also on the letterboard over the side door at #2L.

6. I installed the grab iron on the roof at the #1R corner. The scaffolding was moved around to the center aisle to do this.

7. The new grab iron, and the drip rail at #2L, were painted grey.

C. Misc.:

Removed all loose tools and miscellaneous things still on top of the roof, some of which were left over from painting on Oct. 31 of last year.

11. Sunday, March 31 (with Frank, John Houk, Ben Rohling, and Jeff Obarek)

A. 309:

1. The 309 was switched out onto the pit for inspection, and then:

2. The #2 truck was inspected, including removing all motor bottom plates, checking the clearance between the armature and the bottom pole pieces, checking the brushes, brush holders, etc., inspecting the commutators, and lubrication, including crater in the gear pans, checking and filling the motor bearings, and the axle caps.

3. Brake adjustments: one slack adjuster on the #2 truck was frozen and couldn't be adjusted; the other was adjusted as directed by Bob Bruneau. This at least reduced the total standing brake cylinder travel (to about 4½"). Next week, if it still can't be released, we should wye the car so the #2 truck is over the pit, then remove the slack adjuster and take it into the shop.

4. The compressor was checked and refilled.

5. One grid box should be replaced if possible: it has at least two bad grids. It is the one for the #2 truck group, farthest from the #2 end. The others all appear to be OK.

6. Jeff Obarek cleaned and inspected the controller at the #2 end; it still has the problem that the throttle plunger sticks occasionally. Also, one of the control wires needs to be taped up to keep it from rubbing on the throttle plunger spring.

7. Other than the grid box, no unexpected problems were noted. Car now has the #1 truck over the pit, so the barn door will close. We plan to complete the inspection on April 6, then we should be ready for revenue operation on April 14.

C. Misc.:

Operated Cornwall 14 for the first time in about 15 years. I acquired a new rule book. The 714 is now on track 73 where the 309 was.

12. Saturday, April 6 (with John Houk and Ben Rohling)

A. 309:

1. The #1 truck was inspected, including removing all motor bottom plates, checking the clearance between the armature and the bottom pole pieces, checking the brushes, brush holders, etc., inspecting the commutators, and lubrication, including crater in the gear pans, checking and filling the motor bearings, and the axle caps.

2. Brake adjustments: both slack adjusters on the #1 truck were adjusted as directed by Bob Bruneau. This further reduced the total standing brake cylinder travel to about 3½". We tried again to release the frozen adjuster on the #2 truck, but without success. We did not remove it.

3. Oil and grease on all moving parts of the brake system, applied by Ben. Also, grease on the circle irons so the couplers swing more freely.

4. I checked the third rail shoe clearances. The third rail beam at #2L should be raised 1", and the beam at #1R should be raised ½"; the other two are OK.

5. All main car journals were checked and refilled as necessary.

6. After the above work was complete, we took a short trip on the main line to check brake operation. Works OK.

7. We started to investigate the hand brake system. It may actually be possible to get it to work. The lever that it pulls was moved a little; also the shaft of the hand brake lever was freed up, and will rotate. We need to disconnect the chain somehow and get the control cable out of the way; also the hand brake lever itself will not ratchet on the shaft.

8. While trying to adjust the governor, I broke off the end of a brass adjustment cap screw. I tried replacing it with one from a spare governor in the shop, but it still leaks badly. Car currently out of service until this can be fixed.

B. Misc.:

I spoke to Ed Rosengren about training and qualification of other motormen on the 309.

Sunday, April 7 (John Houk, Ben Rohling)

A. 309:

1. Ben and John replaced the 309's governor with the one from the 321, under Bruneau's direction. He says it is now ready for revenue service, at least for one day. Bruneau asked us to wye the car during service on April 14, and to remove the frozen adjuster once it's put back over the pit.

Saturday, April 13 (John Houk, Ben Rohling)

A. 309:

1. Ben and John worked some more on miscellaneous tasks. John fixed the latch on the motorman's drop window at #1L. Ben lubricated and checked the walkover seats.

13. Sunday, April 14 (with Frank, John Houk, and Ben Rohling)

A. 309:

1. Before I arrived, Ben Rohling injured himself while trying to open one of the trap doors from underneath, since his key would not open the door for some reason. The trap did not latch in the up position and fell on his finger. He later went to the hospital and had some stitches on the finger. He also had to fill out an accident report. We need to check and fix the alignment of the traps and latches to prevent this from recurring. Perhaps the attempt to open the traps from underneath should also be officially outlawed.

2. Operated in revenue service; four trips on the mainline, operating from 50th Avenue for the most part. Rich Neva was the dispatcher; Josh Lepman was a guest motorman, as were Ben and John. Weather was cold, and lack of heat was a nuisance, for the first (and probably last) time. More passengers on most trips than I would have expected, including Frank's teacher Mrs. Goodman, Jim Johnson, Bob Olson, and other track crew guys, Roger Hewitt, etc. Frank took some excellent videotape. Apart from the problem with the retriever (v.i.), the car ran well.

3. The car was wyed after service and put back on the pit. I removed the frozen slack adjuster and carried it into the shop.

4. The retriever at the #2 end failed; it has been replaced temporarily with one from the 354. Later, it was taken into the shop and disassembled. Needs cleaning and adjustments; various parts were cleaned. Not yet reassembled.

During the week Bob Bruneau and/or Carl got the slack adjuster free; Bob also worked on the retriever. Switch list for Saturday: reinstall the slack adjuster, then move the 309 to track 62. 160 and 757 are now on track 62; put one of them on the pit, and the other one in front of the 309.

14. Saturday, April 20

A. 309:

1. I reinstalled the slack adjuster, and adjusted it.

2. The pole at #1 end was bent while switching the 309 into Barn 6. Car is now located on track 62.

3. I got a car jack and raised the two third rail beams that needed adjusting. In each case there were some loose bolts; these have now all been tightened.

4. Investigation of the hand brake systems revealed that none of the hand brake levers currently installed ratchet properly, nor can any of them be removed, since the set screws are frozen.

C. Misc.:

More sorting of parts in the 321; I pulled out the compressor head, compressor brush holder, and motor insulators from the old 309 parts box, for transfer to the Car Dept. Bill Wulfert gave me a copy of the original 1960 fund-raising letter for the 309, plus the information for the CERA fan trip on the CA&E of July 4, 1956.

15. Sunday, April 21 (with Frank, John Houk, and Ben Rohling)

A. 309:

1. John worked all day on adjusting the trap doors. All but #1L are officially adjusted, and work much better. For the remaining one, the trap itself still binds on the door hinge, and the wood must be let in.

2. I fixed the pole that had been removed last Member's Day by straightening it and replacing the shoe with the one from the pole bent yesterday. I reinstalled it on the 309 (after moving the 160, etc.) but the rope is not yet attached.

3. Compressor brush holder and miscellaneous parts taken to the car shop for disposition.

16. Friday, April 26 (with Norm Krentel and Jeff Brady)

A. 308:

1. We drove to Noblesville, Ind. (after looking at right-of-ways and carbarns in Bluffton, Marion, etc.) to IMOTAC (now the Indiana Transportation Museum) to look at the 308 and negotiate on its purchase, and any other equipment that may be available. The interior needs more work than I remembered; the seat cushions have been removed and piled up, parts are all over the place, and some of the molding strips (87") are coming down in places. Condition of the interior paint could not be clearly seen because it was so dark. On the other hand, more of the #2 end vestibule is in place than I had thought. All of the third rail beams and equipment are in place, as are the pilot, coupler, etc. at the #2 end.

2. We spoke to Dave Beck, who is in charge of disposing of the unwanted electric collection (at least, that's what he said). He told us that our original bid of $10,000 had been exceeded by someone else's bid of $15,000. We also asked about the Crandic locomotive, the North Shore 606, etc. They are to have a board meeting on Monday evening (April 29). We asked him not to make any decisions until we had got back to them with a higher offer. He also said that they are in a hurry to get the 308 out of the barn so other (Indiana) cars can be put inside. Before it can be extracted, however, a wooden steam road car and a small shack of some sort inside the barn must be moved.

3. The following items are missing from the car:

(1) #2 end controller, motorman's brake valve, sleet scraper valve, air gauge, etc.

(2) #2 end dash marker light and folding signs

(3) #1 end controller top

(4) All door handles for the sliding doors

(5) All baggage racks

(6) All seat frame brass handles

(7) All interior side light fixtures

But one of the IMOTAC members, a Craig Pressler, is said to have "all the parts" in his basement.

Sunday, April 28 - Nick Kallas called ITM to offer $20,000; no response yet.

17. Saturday, May 18 (with John Houk and Ben Rohling)

A. 309:

1. Ben helped me reattach the rope to the pole at #1 end.

2. Operated in revenue service; six trips on the mainline plus one carline trip, operating from both the Depot and 50th Avenue. Harold Krewer was the dispatcher; Larry Goerges was a guest motorman, as were Ben and John. The last two trips were after revenue service was over, and were made at full speed. No operational problems (pole dewired twice for unknown reasons, but both retrievers are functioning properly.)

3. Car was stored over the pit, since this was the only bay available.

B. 308:

1. Nick Kallas says the 308 is now ours, for $25,000; a purchase contract is being drawn up, which will include all the parts from Mr Pressler. It will probably be a while before the car is moved out of the barn.

18. Sunday, May 26 (with Frank and John Houk)

A. 309:

1. Operated in revenue service; four trips on the mainline and two trips around the car line, operating from both the Depot and 50th Avenue. John Howell was the dispatcher; The car ran well with no problems. Also running: Zephyr, Shay (caboose train), 5383, 160-757, 4410-4412, 65, 1374, and 4391. Ben Rohling operated part of one trip (he was mostly working on the IC cars).

2. The car was wyed before service to put the "L" side towards the public, since the #1R trap is still not working properly. Stored back in Barn 7 (track 73) after service.

3. We plan to operate next on Chicago Day, June 22.

C. 308:

1. I gave Bruneau my pictures of the 308 from April 26, as well as a checklist of items which may be missing from the interior and vestibules.

19. Monday, May 27

1. 309:

2. I worked on fastening the fire extinguisher and license plate to the wall more securely, but the right sort of brass oval head machine screws were not available.

3. Worked on adjusting the door closer for the door to the #2 vestibule, which had been disconnected. Works a little better, but still not quite right.

4. Worked on the window shades at #2 end. I switched rollers and shades for the two that pull down over the bulkhead door and bulkhead window and adjusted them; now OK. Also attached the little latch on the door; needs to be painted but it was too cold and damp. Still do not have the right size shade for the motorman's front end window, but I lengthened the roller on a standard side window shade and put it in place anyway.

5. Rewired the canopy light fixture at the #1 end and put in a bulb; this had been left undone for about a year.

5. I worked on the trap at #1R; it works a little better, but still not well enough.

6. Ben and I worked on the lock to the toilet door. He took it to the shop to be worked on. Since this is an original CA&E lock, the Museum-standard North Shore coach keys don't work very well; mine won't unlock it at all.

7. I filled out a form to qualify Jeff Obarek on the 309.

C. Misc.:

I asked about taking the rules test but scheduling could not be worked out. Rode the Zephyr.

20. Saturday, June 1 (with John Houk and Ben Rohling)

A. 309:

1. We started to inspect the contactors. We disassembled the arc chute for contactor #1-6; disassembly of the arc chutes should not be difficult. However, on this one it was noted that nearly all of the string banding on the coil was broken, so we started to remove the contactor itself. This turns out to be very difficult. Because the rubber bushings which insulate the contactor frame from the (wooden!) box are old and vulcanized, the contactor frame is nearly impossible to remove, even after the nuts are removed and as much as we can reach of the rubber has been pulled off. Needs further study.

2. John got the trap at #1R adjusted so it works much better.

3. Ben's repair of the toilet door lock seems to be OK. My North Shore key now works.

4. I brought out a copy of the motorman's instructions for the 309 and xeroxed it. Gave a copy to John, Ben, and Ed Rosengren, the training director.

21. Sunday, June 2 (with John and Ben)

A. 309:

1. Bruneau decided that we should not try to do anything more on the contactors until the car can be moved onto the pit and the situation can be evaluated by him and Carl. Until then the car is evidently out of service.

2. We looked for the spare contactors or parts which I gave to Bruneau several months ago, but they cannot be found. Norm Krentel later said he thinks there are several spare DB-15s in the electric parts car, south wall, east of the door. Look for them next time. (According to the log book, I put four complete spare DB-15s into the parts car in March of 1988).

3. John reinstalled the frame around the canopy light at the #1 end.

4. I looked through the parts still in Barn 2 and moved a trunkload of them to the container. There is still a great amount to be moved.

5. I got two exterior window molding strips from the container and installed them at windows 13 and 14, where they had been missing, evidently since the Rayunec era. The backs were primered before installation, and the outsides were primered after.

6. I installed the drip rail at the #2R corner, the last roof part to be installed. It still needs primer.

B. Misc.:

I helped Doug Geren for a while with installation of a valve on the IC MU cars. Visit of a man from Orange Empire [John Smatlak]. Derailment of the 714 at the tail track switch.

22. Saturday, June 15 (with Frank)

A. 309:

1. Painting on the #2 end exterior. Frank completely repainted all red areas. He also did the surface prep, mostly just washing off the dirt. We borrowed a little of the red paint being used by the 431 ("Pimpernel Scarlet") which looks much better than the old Pittsburgh "Carnival Red". Need to order a gallon of our own. He also repainted the blue on the anticlimber, the flooring behind the anticlimber, and the retriever.

2. I started putting the first finish coat (Wellington White) on the ceiling; sectors 5-6-23-24 through the oval were still in primer. I did the oval, 9-10-19-20, and half of 7-8-21-22.

B. 321:

1. Frank put a first coat of blue on parts of the #2 end vestibule interior, the electrical cabinet door and the wall below it, and the inside of the #2R side door. He also put some on the #1 end exterior on the right side, which had never been painted. (I removed the last of the tar paper first). The wood here is very bad and will have to be replaced.

C. Misc.: I took the rules test and passed (97/100). Bought a book and a video.

23. Sunday, June 23 (with Frank, Esther, and Mary Ellen)

A. 308:

Discussed travel arrangements with Bruneau.

B. 309:

1. During the week track #73 was switched, so the 309 is now behind the 144 and next to the 321. The 321 was moved west about ten feet so it is now up against the 9020.

2. Esther and Mary Ellen scraped some more old paint off the drip rail installed at the #2R corner, then painted it with primer.

3. They also painted the two new molding strips with Fleet Grey; Esther did #14 and Mary Ellen did #13.

4. Frank put a new coat of blue on the side sill on the "R" side.

C. Misc.: Troubleshooting the CSS&SB 34 with Andy and Ben.

24. Tuesday, June 25 (with Frank)

A. 308:

1. We traveled to Noblesville to examine the 308 again, and talk to Dave Beck. He said the IMOTAC board had signed the purchase agreement. He even offered to give it to me to take back to Nick, but I declined.

2. The roof is in excellent shape. It indeed appears to have new canvas, and the canvas and clerestory parts are painted light grey (covered with a thick layer of dust). It appears that all the saddles are fastened down, but the running boards are not; they are merely sitting on top of the saddles. Furthermore, there are two trolley bases on the roof, but of course they are not fastened down either; they are perched on the running boards near the center of the car.

3. I found that the #2 end controller is stored in the toilet compartment; the brake stand is on one of the seats. In other news: the two steps from the #2 end are inside the car. There is also a spare Van Dorn coupler on the #2 platform; both ends still have their couplers. There is a small Van Dorn to knuckle adapter on the car at the #1 end, where it's coupled to the next car, also a Van Dorn to Stearns & Ward adapter on the platform floor.

4. Most of the pieces from disassembly of the #2 end are still in the car, as is a great deal of new wood, including some new window frames and body post blanks.

5. It doesn't appear anything has been moved inside the barn; Dave Beck said it will still be several weeks before they can move the 308. Neither the wall across the middle of the barn nor the small storage room built against it is of very substantial construction. I now have a better idea of what has to be done to move the car.

B. Misc.:

1. We also looked at the Crandic locomotive, and the rest of the displays. The Crandic engine appears to be complete. The Singer locomotive and horse car are not available; even as we spoke a special display barn was under construction to receive them. Then, too, we went for a thrilling ride on a 4000. Frank took a lot of videotape at the museum.

2. We visited the Tippecanoe battlefield and museum, and looked for the Shafer Lake car bodies, but without success.

25. Sunday, June 30

A. 309:

1. I looked through the control parts storage car. I found four spare DB-15 arc chutes, but no complete contactors. There are several contactor coils which may possibly be correct, but I doubt it. I also found a bag with about 20 rubber mounting bushings.

2. I painted two of the spare arc chutes, and the one which had been removed from the 309 (#1-6), with Glyptol.

3. I was finally able to remove the contactor #1-6, and bring it into the shop. We worked on trying to remove the coil from the frame without effect (helped by Bob Bruneau and George Clark).

4. I removed the bad arc chute from contactor #2-8, and replaced it with one of the repainted spares. (Since the stationary contact is mounted to the chute assembly, this involves changing contact tips as well.) The mounting holes on the arc chutes all seem to be identically spaced. Ben helped me resequence the #2 side. I inspected the coils on the #2 side; they all appear to be in good condition. Also, I removed the motor fuse on the #1 side, so no power can be applied anywhere to the motor circuit.

B. Misc.: Bob Bruneau is leaving tonight for Noblesville with Jim Johnson and Nick Kallas.

26. Thursday, July 4 (with Frank, Esther, and Mary Ellen)

A. Misc.:

309 was not operated due to the contactor problem. I ran the Cornwall 14 in the trolley pageant. We tried to move the 309 with the car mover, but nothing happened.

27. Friday, July 5

A. 309:

1. Could not work on the contactors, since there was no one in the shop all day.

2. I tried to move the car again with the car mover, without effect. Not sure why it won't budge.

3. I put a finish coat of Pewter Grey on the drip rail at #2R.

4. I put a second (third?) coat of canvas paint on the entire side "R" hip, as well as the edge of the center canvas, some of which had not yet been repainted (since 1977).

5. The tack molding was repainted with gloss black along side "R", as well as both ends (not quite complete on the #2 end, due to the inability to get a ladder in between the two cars.)

B. Misc.:

Spoke to some visitors from Dallas; at least one of them, Lynn Fleming, is an IRM member. He gave me the name and phone number of the treasurer at Worthington.

28. Sunday, July 7 (with Frank)

A. 309:

I was able to remove the coil from the frame (#1-6). This coil measures about 67 (I later measured several coils on the #2 side, all within the range of 66 to 69). Some spare coils from the parts car are the correct size, but have the wrong part number, and measured about 84. They are, therefore, unusable. Bob Kutella suggested I call Flolo Electric to ask about rewinding; ask for Ron Flolo or Bob Brooks. Doug Geren loaned the use of his VOM.

29. Wednesday, July 10

A. 309:

1. I took the bad contactor coil to Flolo on Green St. in Bensenville. I spoke to Jeff Jenkins on the phone about it. I gave it to Bob in Receiving, who was aware of the Museum and planning to join. (Incidentally, Ron Flolo is no longer with the company, I guess, and Bob Brooks died about 1½ years ago.)

2. The next day Jeff Jenkins called me to estimate $500 just to rewind the coil! Will need to shop around.

30. Saturday, July 13

A. 309:

1. I gave the contactor coil to Bob Kutella, who will take it to another motor shop.

2. Since the 144 was in operation, I was able to move the 309 under its own power (on two motors) about three feet so the platform could be placed between it and the 321.

3. I finished the gloss black on the tack molding around the #2L corner.

4. The rub rail at the #2 end was scraped some more, then painted with primer.

5. The metal plate at the #2 end was cleaned off, sanded with steel wool, and painted blue.

B. 321:

Blue paint on the rest of the metal plate at the #1 end, since it was convenient.

C. Misc.:

Line training on the 4391 with Ed Rosengren et al. I promised to sign 309 qualification paperwork for both Ed Rosengren and Pete Vesic. Zephyr damage at Seeman Rd.

31. Sunday, July 14

A. 309:

1. I put a new coat of canvas paint on the center canvas at the #2 end, as well as the rub rail, primered yesterday.

2. The platform was removed, then the two cars were recoupled so it could be moved to the #1 end.

3. New coat of canvas paint on the center canvas at the #1 end as well.

4. I finally fixed the one remaining light circuit which was out (the one which includes the toilet).

5. I cleaned and straightened in the toilet compartment. A metal cylinder which is supposed to be between the ceiling and roof ventilators was put back by removing the ceiling fixture; this had been left out by mistake when I installed the roof ventilator last year. Only by removing the door is convenient access to the compartment possible.

32. Tuesday, July 16

A. 309:

1. New cardboard plates were cut out to fit around the bus jumper receptacles at each end and the whistle pipe at the #1 end (at #2 end the original is still in place). These were painted with primer, and later installed.

2. I cleaned off the trolley boards, and started repainting them with Pewter Grey; mostly they were still white. About 2/3 of the car was finished, starting at the #2 end.

3. I collected all of the old clerestory window latches and took them to the shop. Glenn Guerra helped me with soaking them in stripper to remove the tar. There are 24; at least two are still in place on the car, and we need a total of 28. Glenn needs about 20 identical latches for the 504; I looked for the ones from the 318, but couldn't find them.

B. Misc.: Rode the 415; unintentional washing of the #1 end.

33. Wednesday, July 24

A. 309:

1. The cardboard plates at each end were painted blue.

2. I finished repainting the trolley boards with Pewter Grey.

3. All of the clerestory window latches were wire brushed.

4. The channel block is still missing at clerestory post 14; a blank was cut to fit and painted with primer.

34. Saturday, July 27

A. 309:

1. Newly cleaned clerestory window latches were installed on the "R" side at each location, except 3 and 4, where they were still in place, and 6 and 14 where new channel blocks are needed. The necessary parts were taken home. Each one was painted with primer.

2. I cleaned off the #1 end of the car, and then completely repainted the red.

3. I sanded down the edges of the steps and painted them with primer.

B. Misc.: I spoke to Bob Kutella about taking some more-or-less official photos during the Extravaganza next Sunday.

35. Sunday, July 28

A. 309:

1. I worked on getting the seats to work better. Cardboard shims were installed in many places, and thorough lubrication. I had the car open for visitors during this work. The seats now all work reasonably well, with the following exceptions:

(1) #21 and #22 both have broken tracks; they were wired together.

(2) #7 has a broken track; it was wired to 8, which is otherwise OK.

(3) #2 and #9 tend to bind on the cushions; not clear what can be done about it. #2 has vertical clearance problems; on #9 the inner lever is bent.

The wires should be replaced with black leather straps or some similar system, for appearance.

2. The new clerestory latches were painted with Pewter Grey. Also, I installed a couple of small wood screws to hold down the corners of the flaps on the toilet ventilator, since these corners had pulled up a little, bringing the canvas with them.

3. The step edges were painted silver (actually Rustoleum Aluminum color, which I used on the headlight brackets and some wrecking tools.)

B. 321:

1. Step edges and the exposed trap doors along the sidewalk were painted silver, as I was painting the 309.

C. Misc.: I met a retired CSL motorman/trolley bus driver, and showed him the trolley bus garage.

36. Sunday, August 4 (with Frank, Esther, and Mary Ellen)

A. 309:

1. Car open for visitors, hosted by Esther and Mary Ellen.

B. Misc.: Transport Extravaganza; picnic, etc.

37. Tuesday, August 13

A. 309:

1. I made a mounting for the large fire extinguisher and attached it to the wall of the toilet.

2. I installed two leather straps to hold the seats together.

B. 321:

1. I made a new corner block for window 18 and installed it, also the last piece of tongue and groove siding at this location. Painted with primer.

38. Wednesday, August 21 (with Frank)

A. 309:

1. Frank cleaned off the side sill on the sidewalk side, and repainted it blue.

2. I started scraping paint from the truss rod on the other side.

39. Saturday, August 24

A. 309:

1. I continued stripping the truss rods, and completed the rod on the sidewalk side (including the queen posts). I then painted it with primer.

40. Wednesday, August 28

A. 309:

1. I painted the truss rod black; also (later) applied electrical tape around the rod next to the motor fuse box.

2. A second coat of grey around the windows and all trim for windows 24-28.

B. 321:

1. Grey on the new post at window 18.

C. Note on electrical tape:

There is black electrical tape wrapped around the truss rods (about one foot in length) on each side of the 309 and the "L" side of the 321. On the 321 and the "L" side of the 309 this is next to the motor fuse box, which makes sense: the tape prevents an arc to the truss rod when the fuse blows. (However, on the 309 the boxes are behind the truss rod, and arcing seems unlikely. On the 321 the box is directly above the rod, and arcing is more probable, I guess.) On the "R" side of the 309, however, the tape is (was) next to an air tank, not the fuse box. However, I find that the fuse box on this side (#2 end) has been mounted in three different locations, as evidenced by the holes in the side sill. The tape was placed when the fuse box was in a different location.

41. Sunday, September 1 (with Frank, Esther, and Mary Ellen)

A. 309:

1. The car was pulled out onto the tail track for picture taking (running on two motors; no problems.)

2. Opened briefly for visitors.

3. Bob Kutella gave me the rewound contactor coil, but it could not be installed today. Evidently the motor shop did not charge us for this service.

B. Misc.:

UP excursion train, picture taking, Esther and Mary Ellen and I rode in the 1630's dog house.

42. Monday, September 2

A. 309:

1. The rewound contactor coil was tested: cold resistance is ~77, was originally 67. This could be a problem. Resistance to ground is good (> 10 M).

2. The contactor was reassembled, then reinstalled in the car. (Helped by a new member who was working on the 6000 doors). Not easy to do. I then tested it with the help of Bob Kutella. I held the circuit in full series for four minutes; coils are barely warm. Should be ready for service.

B. Misc.:

Cleaning up in the 321's workroom, removed trash from the barn aisle.

43. Saturday, September 7

A. Misc.: I went to Shafer Lake to help with preparing three car bodies for shipment, and scrapping of a fourth.

44. Sunday, September 8

A. 309:

1. I installed the glass in the wrecking tool box (molding strips on only three sides so far.)

2. Cleaned the windows at each end; most of these were very dirty.

3. Miscellaneous cleaning up in preparation for Member's Day, and checked that the seats reverse properly (except, of course, those which are fastened together.).

B. 321:

I put a coat of scarlet red on the Sunset Lines herald on the sidewalk side, in preparation for lettering.

45. Saturday, September 21 (with Frank)

A. 309:

1. Operated for Members' Day. Phil Becker was the conductor. Six trips on the main line, two after dark at full speed. Car ran well, no problems with the new contactor or anything else. Nearly always full.

2. Put back with 144 between the 309 and 321. Not wyed.

B. Misc.:

Rode the IC electric cars, which operated for passenger service for the first time.

46. Sunday, September 22

A. 309:

1. Bob Kutella says the motor shop told him they matched the resistance as they measured it, i.e. 77. In any case, it seems to work fine, so why argue?

B. Misc.:

Parts taken to the container included the old CA&E pattern box, which now holds valuable relics of various sorts (fragments of the destroyed globe bracket, the original first aid box, etc.) Some straightening up and sorting in the container. I found the extra clerestory window latches from the 318 and gave them to Bruneau to give to Glen, for use on the 504. (I retained two for spares, plus the two spare quarter-round wheels.)

47. Saturday, October 5 (with Frank)

A. 321:

1. Lettering on the side towards the sidewalk. Frank did most of the Sunset Lines herald; he wasn't able to complete it because I hadn't finished cutting out the lettering at the far right hand side. We moved the platform onto the sidewalk and I started on the letterboard, getting as far as the U in Aurora. Frank's herald in particular got many favorable comments.

B. Misc.:

Inspected the three Shafer Lake cars, which arrived earlier in the week and were still on trailers along the streetcar line.

48. Sunday, October 20 (with Frank)

A. 321:

1. Frank finished the Sunset Lines herald on the south side; he also helped me finish the letterboard. He then touched up the background with blue paint, and also touched up a couple of the numbers.

2. I started work on removing the metal plate over the clerestory deck on the south ("L") side at the #2 end, but the conduit for the headlight circuit will need to be removed. This will be even more of a job than I had thought.

B. X-4:

Frank redid the lettering on the car body with silver paint.

C. 308:

Movement of the car is now expected for two weeks from today, more or less. Jim Johnson said he wants to get it running by July 3, 1997.

D. Misc.:

Inspected progress on the 504, 431, 810, the new Santa Fe Diesel, and the three Shafer Lake cars, which are now on track 51 alongside the car shop.

49. Saturday, November 2 (with Frank)

A. 321:

1. Frank painted some more primer on the inside of the #2 vestibule.

2. I dragged the scaffolding over to the #2 end of the car in the center aisle, and worked at removing the metal plate over the clerestory. After much effort it was removed (approximately sectors 1-2). Behind it is a single flat piece of wood; obviously no window latches are left.

B. 308:

Movement of the car is now expected for the week after next, perhaps.

C. Misc.:

We inspected the Alco FA which just arrived, and had a short cab ride. Progress on 504 and 68.

50. Sunday, November 3 (with Frank)

A. 321:

1. Frank painted primer on the bare wood that still remained at sectors 11 to 14 (exterior, mostly the siding above the windows), and some miscellaneous touch-up on this side.

2. He also did some more painting in the #2 vestibule.

3. I looked through the J type governors in the blue reefer, and selected one that looked OK. Tested in the shop by adjusting the big shop compressor. I then installed it on the 321, checked the oil in the compressor, hooked up the stinger, and pumped up the car (for the first time in about a year). Governor seems to work fine, although on and off are fairly close together: 84 and 97 psi. This one doesn't leak like the one currently on the 309; perhaps it should also be replaced (again).

4. Notes: Because the piping from the 321 stayed with the car, installation was easy. The 309's defective governor, which was removed in April, is still stored in the 321.

B. Misc.:

Frank did his homework in the car shop.

308 PARTS - CHECKLIST
Item	Need (Total)	Found On Car	Recd from IMOTAC	Left On Car	Missing
Baggage Racks	14	0	14	0	0
Buzzer Cord Hangers	4	0	4	0	0
Brake Handle	*1	0	0	0	1
Bus Jumper	*1	0	0	0	1
Control Jumper	*1	0	0	0	1
C6 Controller Top (#1 End)	1	0	1	0	0
Dash Light and Signs (Sets)	2	2	(No Signs) 2		0
Door Handles - Sliding Doors	6	0	6	0	0
Door Knobs - Side Doors	4	4	0	4	0
Fire Extinguisher	1	0	0	0	1
First Aid Box	1	0	0	0	1
Hand Brake Handles	2	0	2	0	0
Headlight	*1	0	0	0	1
Light Fixtures - Side	17	0	16	0	1
Match Strikers	6	0	6	0	0
Marker Lights (Oil)	*2	0	0	0	2
Panic Cord Pulleys	~10	10	0	10	0
Panic Cord Brackets	2	2	0	2	0
Retrievers	2	2	0	2	0
Reverse Key	*1	0	0	0	1
Seat Handles - Walkovers	22	0	20	0	2
Tail Light	*1	0	0	0	1
Thermometer	1	1	0	1	0
Thermostat	1	1	0	1	0
Ticket Clips	~28	0	~28	0	0
Train Door Latches	4	0	0	0	0
Trolley Poles	2	0	0	0	2
Ventilators	10	1	0	1	9
Ventilator Adjuster	1	0	0	0	1
Whistles	2	1	0	1	1
Wrecking Tools (set)	1	1	0	1	0

51. Tuesday, November 12

A. 308:

1. I drove to Noblesville to receive the brass parts from Dave Beck. He had forgotten about the appointment, but another ITM member, Richard DeVito, opened the "library" car and gave me the parts listed above. I gave him a copy of the list as a receipt. I then drove to IRM and loaded the parts into my container, helped by Bob Bruneau and Jay Ulloth.

2. Notes: Perhaps the most important missing parts are the electrical sockets for the side lights - we got only the brass exteriors. ITM will have to look into this. Next most serious is the first aid box. Then too, we received no reverse key or brake handle, headlight, jumpers, etc. Other than the light sockets, however, almost everything essential was delivered.

3. Movement of the car just depends on our arranging for cranes and trucks at the same time.

B. 321:

At an antique store in Noblesville, I bought an old saw for $3 for eventual use in the 321's wreck tool box.

52. Saturday, November 16 (with Frank)

A. 321:

1. Frank painted the rest of the wood that was still in primer on the east end of the north side (#1R). Grey around the windows, blue over the windows and side door. I edged the belt rail in grey for most of its length, and also covered a few spots elsewhere along the car on this side that were still in primer. Next to do: red on the drip rail, and #1 end.

2. I installed the repainted headlight bracket on the train door at the #1 end.

53. Sunday, November 17

A. 309:

1. I made the quarter-round molding for the fourth side of the tool box and installed it. I then put a first coat of mahogany stain on all of the moldings.

Note: Bob Bruneau had asked whether there should be any lettering on the glass, such as "BREAK GLASS"; I believe not, since the 308's wreck tool box appears to be untouched, with clear glass and no lettering.

2. Acting on an earlier suggestion by Frank Sirinek, and approved by Bob Bruneau, I removed the dome light (glass and brass fixture) from the smoker and reinstalled it in the main compartment, sector 9-10-19-20. To test the strength of the installation, I tried to support my own weight from the brass fixture, but couldn't get a good enough grip. Some touch up painting will be required when warmer weather returns. Everything went well; I also cleaned both globes with Windex. This change was made so that in both compartments the ceiling fixtures will be consistent. I also noticed that the fixture at the other end of the main compartment still needs three more screws (1½" #10 oval head brass).

B. 308:

1. Nick says they have negotiated with Dave Beck; $2,500 (10% of the total) will be withheld until more of the missing parts are found. Movement of the car is still on hold.

C. Misc.:

Things to do for Bruneau: give him back the 4001 file; paint a cigar box (?!) with PPG's Spanish Blue for him to match for eventual use on the 308.

The 308 was moved to Union on Friday, November 22, by Dave Diamond, Al Choutka, Ray Fessenden, etc. The trucks were rerailed in yard 10, and the body remained sitting on the trailer until...

54. Tuesday, November 26

A. 308:

1. The 308 carbody was still on its flatbed trailer in the morning. I started sorting parts left in the car, and unloaded some of the wood into the Car Dept. truck for transfer to my container. The truck driver arrived about 11:30, and backed the trailer over to yard 10, where the 308's trucks were placed. The cranes arrived by 1:45, and the unloading took place without incident. Handled by Dave Diamond and Al Choutka, assisted by Bob Bruneau and myself. The car was then towed by the Army Diesel to Barn 6, where it is currently stored at the east end of track 61.

2. I unloaded everything from the seat cushions and backs. The cushions were stacked, in the hope that most of the dents will work themselves out.

3. I started stripping the exterior; did the left half of the #1 end below the window.

4. No damage from the move was noted to the car or parts. The coupler at the #1 end is bent at the carrier, but this did not occur as a result of the move, they say. On the other hand we didn't notice this at Noblesville. In any case, there is a spare coupler inside the car, and this can be used as a replacement.

55. Friday, November 29 (with Frank)

A. 308:

1. Testing of the center light circuits. None of them worked at first; this was traced to the common ground wire, which emerges in the #1 attic, and had become disconnected. I reconnected it to a ground wire, but this needs to be soldered and taped. To get at it, we had to remove the dome light at the #1 end. The wood to which the dome is attached needs to be beefed up.

2. While trying to diagnose the problem, I removed the #2 center light fixture (the one nearest the toilet) from the ceiling. The lead wires had crumbling insulation, and new leads should be soldered on before the fixture is reassembled. (Probably the other two are as bad.)

3. I tried the buzzer, but nothing happened.

4. We mounted the two third rail beams which had been removed, both of which were on the sidewalk side of the car, fortunately, using the Car Dept. jack. All third rail cables and sleet scraper hoses were reconnected.

5. The two steps for the #1 end were removed from the smoker, but we could not install them by ourselves. More help is needed.

6. The spare coupler was removed from the #2 end of the car, and left standing on a tie.

7. Two of the hinged interior windows were reinstalled; also a refinished window was reinstalled at sector 12.

8. We started looking at the sliding doors; most of the wheels do not turn properly and need to be cleaned and lubricated.

9. More straightening and sweeping, especially in the smoker, which was entirely cleaned out. All of the seats were put in place in the smoker. With the lights on, it looks almost ready for service.

Wednesday, December 4

308:

Bruneau reported that he had a couple of the Wednesday guys mount all four steps on the car. I spoke to Jim Johnson on the phone; he thinks cleaning and installation of parts should continue, but we shouldn't do any more paint stripping or other restoration until Glenn Guerra has a chance to evaluate it.

56. Tuesday, December 10

A. 308:

1. I reconnected the brake rods to the trucks, and also connected the third rail cables. I started to replace the cotter pins in all the main brake rigging, but this job is not yet done.

2. I started to check out the compressor. Oil levels were checked to the extent possible (but see note below). However, the compressor's armature meggered out at zero. Hoping this was due only to the recent extreme dampness, a bulb was put in the compressor to dry it out.

3. More straightening in the main compartment; most of the wood was moved up onto the seat frames to get it off the floor, for eventual sweeping.

4. I installed the ticket clips and match strikers in the smoker. I also installed the brass loop handles on the sliding doors at the #1 end and the partition. I reinstalled the plate over the kingpin in the smoker.

5. Spare 309E's were installed at 17 and 18, so now all side windows are in place. However, #20 still has broken glass.

6. The trolley boards were inspected and arranged in order as they will go on the car. They appear to be in very good condition. The trolley poles were removed from the car and leaned against the wall of the barn.

7. I wanted to install the top of the #1 end controller, but two of the machine screws which hold it on are frozen in place. (After the top was removed, the screws were put back into the frame - probably 20 years ago.) Penetrating oil was applied, so far without results.

8. Glenn Guerra inspected the car and parts. Without making a firm commitment, he evidently agrees that the end can be rebuilt relatively quickly. He asked me to strip what's left of the wood at the #2 end for further evaluation; he also suggests that the whole exterior should be stripped to allow it to dry out and make repainting possible. Stripping, he says, should be completed by April if possible.

9. I stole a step ladder from Barn 7, and started stripping the #2 end exterior.

10. I got a block of wood from the shop, and developed a locking system for the sliding door at the #2 end which didn't require drilling any holes in the car; the block is held with two carriage bolts through the holes for the brass handles, and locks onto a grab iron. Also, a new stick was cut to hold the doors apart at the #1 end, so the car is now as secure as it will ever be, I guess.

Note: The compressor is a D3-F (not a D3-EG as expected), but it has the wrong cradle. Two large chunks were cut out of the cradle (one of the vertical members and a diagonal across the back) so the compressor would fit. The way it was done, however, makes it impossible to remove the oil filler cap for the rear armature bearing, so it can't be checked (without: 1) disconnecting the pipes and wiring, 2) dropping the cradle, and 3) lifting the pump from the cradle.) This has got to be a new low - must be seen to be believed.

Wednesday, December 11

308: The Wednesday crew mounted both pilots.

57. Saturday, December 14 (with Frank)

A. 308:

1. I soldered new connections on the #2 ceiling light fixture, reinstalled it, and put in new street railway bulbs which I got from Bruneau.

2. I examined the construction of the metal plate at the #2 end. The holes in the face plate which originally had wood screws were filled with flat head machine screws held with lock washers and nuts. They cannot be turned with any sort of screwdriver, and only a few of the nuts are accessible.

3. I started sawing off the horizontal plate, starting at the #2L corner.

58. Sunday, December 15

A. 308:

1. More sawing on the metal plate. Jeff Obarek visited.

2. Glenn Guerra gave me a copy of an evaluation he had made.

B. 321:

1. Cleaning and straightening. I emptied out the wall lockers, then moved them into the main compartment against the oval window. This enabled me to get at the wall behind them for the first time.

2. Some wrecking tools and small relics were taken to the container, and I retrieved the ceiling light fixture for the smoker. It was then installed, but not yet tested, as the stinger is still on the 308.

59. Saturday, December 21

A. 308:

1. More sawing on the metal plate. Les Ascher and Bob Rayunec visited.

B. 309:

1. I installed square stocks in both doors at the #2 end, then cut a piece of wood to wedge between them. This way the doors can be opened during revenue service, but can easily be locked when not in use.

C. 321:

1. I made a piece to fill in the belt rail at the oval section on the south side, where the former square window had been.

60. Monday, December 23 (with Frank)

A. 308:

1. Miscellaneous parts were sorted out and the brass handles for the sliding door in the partition were replaced.

2. Four baggage racks for the smoker brought from the container but not yet installed.

3. Window #6 had its broken glass removed, then taken home to buy new panes.