Magma #10 Diesel Locomotive

Engine Specifications

Diesel Engine	Baldwin Model 608SC, 8-Cylinder In-Line, 12-3/4″ Bore, 15-1/2″ Stroke, 15,832 Cubic In. Displacement, 13.45:1 Compression Ratio, Turbocharged
Max. Horsepower	1625 (1500 available for traction)
Max. RPM	625
Lubricating Oil	200 gallons
Coolant	300 gallons
Fuel Capacity	900 gallons

Electrical & Running Gear

Generators	Main: Westinghouse 471B, Auxiliary: Westinghouse YG42B
Traction Motors	Westinghouse (6 each)
Trucks	C-C, General Steel Castings, “Commonwealth” Cast Frames
Truck Wheel Base	13′-00″ (note unequal axle spacing)
Truck Centers	32′-03″
Wheel Diameter @Tread	42″

General Info

Multiple-Unit Controls	Equipped
Dynamic Brakes	Equipped
Coupled Length	58′-00″
Height (Rail to Top of Cab)	14′-00″
Weight, Working Order	292,000 lbs (reduced weight model; 325,000 lbs was standard)
Maximum Safe Speed	60 MPH

Baldwin Sounds

Lionel Trains, in anticipation of introducing a sound-equipped model of a Baldwin DR-12-8-1500/2 “Centipede” locomotive, needed an accurate recording of a model 608SC diesel engine. Our Baldwin DRS-6-6-1500 locomotive contains one of the very few operating examples of this engine, so Lionel made arrangements with the museum to record the sounds of our locomotive: engine starting, various RPM settings, horn, bell, brake releases, and engine shut down. This recording is a small sample of several hours-worth of high-quality digital recordings made on Dec 03, 2011. It is used here by permission of Lionel LLC, copyright 2012.

Although the recording contains some loud sounds, it’s recommended to turn up the volume to best capture all the nuances of the engine’s character. The first sound heard is the engine slowly turning over. There is no separate starting motor noise since the engine is being turned by a special winding on the main generator, energized by the batteries. As the engine gains speed, and just before it roars to life, the doors of the engine compartment can be heard rattling. Once the engine starts, the RPM varies up and down for a moment until the governor settles down to a steady idle. Listening carefully, the sound of the turbocharger coming up to speed can be heard at about 20-30 seconds into the recording.

After the engine idles for a moment, a blast of the horn is heard. Since the locomotive’s two horns are of different styles, a distinct two-tone note is heard. If you’re listening in stereo, you can discern the position of the front and rear horns.

At last the engine is shut down, and just before it stops, the engine compartment doors can again be heard rattling. A final rushing-air sound is the turbocharger winding down after the engine has stopped.

Restoration Updates

Click on a year to view restoration progress.

• 2013
  • August: Removed the covers on the two air cylinders for the reverser, and found much dirt and little lubrication. Cleaned the cylinders and lubricated the packing with neat’s foot oil. Tested the reverser using shop air, and despite the lower than normal pressure, the reverser seemed to work much better than usual. Created a small wooden frame and cover for the horn valve access hole in the cab ceiling.
  • June–July: Installed the remaining trim strips on the cab ceiling, set a few protruding staples, and used Durham’s Water Putty to fill the resulting holes. Sanded the water putty smooth. Retrieved two barrels of lube oil from the bullpen, but discovered that both barrels were contaminated with water. Only about 28 quarts were successfully siphoned off the top and added to the crankcase.
  • May: Performed the usual tasks in preparation for National Train Day: moved the loco north and set-up the entry/exit steps; vacuumed and washed the cab interior and exterior areas where visitors might touch; put up signage; and set up the long air hose. NTD went well, with many visitors enjoying the horn blowing. Only the north-facing horn was operating, which really helped with the noise-annoyance factor south of the locomotive. After NTD, the locomotive was moved back to its usual position so that the battery charger could be reconnected.
  • April: Purchased two 4′×8′ sheets of ¾″ thick, foil-backed foam insulation, and three 4′×8′ sheets of 1/8″ thick tempered hardboard for the cab ceiling project. The hardboard ceiling was divided into six panels. Each panel was tacked into place with a pneumatic stapler, and then permanently secured with countersunk screws. A significant reduction in radiated heat off the steel roof was immediately noted.
  • March: The locomotive was successfully operated on March 16. All went well, and even the reverser gave little trouble, probably due to the warmer weather. Lube oil is now very low and must be replenished before the next operating session.
• 2012
  • October 27: The locomotive was started and operated successfully, performing minor switching in the yard. The reverser and the air compressor controller gave their usual troubles, but they did not interfere with operations. Upon shut down, it was discovered that the AUX GEN circuit breaker would not stay in the OFF position.
  • October 20: Another 45 gallons of fuel was added, which brought the level up to where it shows on the gauge.
  • October 06: The locomotive was started after a hiatus of nearly six months. Cranking was robust (indicating healthy batteries) and the engine started easily. The locomotive ran very smoothly, with no problems experienced, other than a little initial trouble with the reverser.
  • September 29: 45 gallons of diesel fuel was added, and the battery water was replenished. The remaining pieces of the cab ceiling were removed and the cab vacuumed. The wires for the old roof beacons were removed from the ceiling.
  • July: The underlying wood framework for the cab’s ceiling was repaired and re-secured to the steel roof. With some of the ceiling panels removed, the air pipe for the rear-facing horn was exposed, allowing the installation of another shut-off valve.
  • June: Work has started on removing the interior ceiling panels in the cab. The old material, similar to 1/8″ Masonite, is cracked and missing several large pieces. A hole in the cab roof was patched. A shut-off valve was installed on the roof for controlling the front-facing horn.
  • May 12: National Train Day! The locomotive was a popular attraction with the opportunity to blow the horn.
  • April 14: The locomotive was successfully started and operated. In preparation for National Train Day, the locomotive was parked at the north end of the yard and the steps were put into place. Alan Rybarchyk created another permanent placard for the locomotive listing the technical specifications.
  • March 3: The locomotive started easily and ran well for about 90 minutes. The reverser would not operate on its own for the entire session, indicating its worsening condition. Alan Rybarchyk and Kyle Sikes took new temperature readings of each cylinder’s exhaust manifold. Before adjusting the fuel rack settings, the range of cylinder temperatures was 129 degrees. The new readings show the range has been reduced to 45 degrees. We received the sample sound recording made by Lionel, and two builder’s photos of McCloud River RR #29.
  • January 21: The locomotive was started and operated. Cranking was vigorous, indicating the new charging schedule is working well. The locomotive ran well for about two hours, during which switching was performed to move the E8 locomotive onto Track 1. Also the first time that the newly-repaired bell was employed.
• 2011
  • December 03: Lionel Trains recorded the sounds of our locomotive for their new sound-equipped model of a Baldwin “Centipede”. Four microphones were placed: a stereo pair about 25 feet from the locomotive, another near the air compressor, and a fourth next to the turbocharger. Several sequences of increasing and decreasing RPM were recorded, along with horn, bell, brake releases, and dumping air. Lionel made a $250 donation to the locomotive fund. Alan Rybarchyk had a nice all-weather metal sign fabricated showing a cut-away view of the locomotive.
  • November 26: Added 125 gallons of diesel fuel ($125). Added seven gallons of battery water. Lube oil checked okay.
  • October 08: Removed the bell and ringer mechanism, and replaced the ringer with a new one, a Prime Manufacturing Corp., Model BR106. Tested the bell with shop air — works great!
  • October 01: Had a little trouble starting the engine. A burning odor was traced to the radio, confirmed by wisps of smoke. The power supply fuses were removed. No attempt will be made to repair or replace the radio. The air compressor controller is not always kicking back on when the pressure drops below the set level.
  • September 24: Received two replacement water jumpers and gasket sets from SMS Raillines (at no charge!). Installed one on engine cylinder #1 with new gaskets and hardware. Refilled the coolant system and added water treatment.
  • August 27: Bart Barton found an electrical panel with seven of the Westinghouse circuit breakers. Replaced the one defective breaker in the marker light circuit, retaining the remainder as spares.
  • August 06: Scrubbed and washed the tops of the batteries. Added approx 2 gallons of distilled water. Removed the leaking water jumper on #1 cylinder, discovering it had been previously patched with rubber and a hose clamp.
  • July 02: Discovered a coolant leak coming from a water jumper on the rear-most #1 cylinder. Battery charger LCD displays turn completely black with high ambient temperature and sunlight.
  • June 04: Started and operated the locomotive and performed some switching. Thanks to recent fuel rack adjustments, the engine ran smoother than it has in our history. The sound of the engine no longer has the familiar 8-beat loping character. Before the adjustments, temperature differences of over 100 degrees between cylinders were measured.
  • May 07: National Train Day! The cab and engine doors were opened for public inspection, and visitors were welcomed into the cab to blow the horn. The two sets of stairs built for public access significantly increased safety.
  • May 06: Completed degreasing of the exterior. Positioned the locomotive at the north end of track #2. Remounted the refurbished and repainted rear facing horn on the short hood.
• 2010
  • August – December 2010: No repeat of the problem with the air compressor controller has been observed.An attempt to start the locomotive on October 9 failed, low batteriesSome further troubleshooting on the Nife battery charger found that it wasblowing a fuse on one leg of the 480-volt, 3-phase input. The cause was tracedto a shorted transformer primary. The Nife charger was permanently put to rest.A ‘new’ charger was envisioned using an on-hand CTS power supply/batterycharger, built in 1979 for a Canadian National passenger car. Fortunately, sometime ago we obtained complete documentation on this unit, which helped tounderstand its operation with a view towards re-purposing it as a locomotivebattery charger.Ken Knierim took the CTS power supply to his company’s shop, cleaned theinterior, did load testing, and reduced the current limiting from thefactory-set 230-amps to a safer 50-amps. Ken also added a digital voltmeter andammeter to monitor the output. Andy built a 4000-watt resistor bank for testingthe battery charger. Output voltage is adjustable, and a two-position switchchanges the output voltage from a float level to a full charge level. The unitoperates on 230-volt 3-phase. The cabinet’s doors were cleaned of old gasket andthe gasket replaced. Standard procedure is to run the charger every two weeks,for 24-hours at a time. Charging characteristics have been very healthy, withspecific gravity readings the highest we’ve seen in a long time. Waterconsumption has been low. Most importantly, the batteries are doing a fine jobof starting the locomotive!Starting w/ cylinder cocks open – first attempt after new charger is in useDec 10th. Cranking was robust. Three cylinder cocks were left open duringcranking, a practice which we probably won’t repeat, due to the deafeningpopping sound and flames shooting out (poor Alan had the job of closing thecylinder cocks under these conditions).Oiled body door hinges, replaced missing hardware on door locks.One consistent problem observed during operation has been a sluggish reverser.Initially, the reverser must be rotated by hand, but after warm-up, the unitbegins working ok. This needs some further investigation, and will involve atleast further lubrication, and possibly rebuilding of the actuating pneumaticcylinders.
  • August 14, 2010: The locomotive was started and performed extensive switching in the yard, thefirst time in several years. Two problems were observed, neither of whichinterfered with the activities. The air compressor would not kick back on afterthe pressure dropped below the set point, but a sharp rap to the controller gotit working. This process was repeated several times, so clearly something issticking in the mechanism. Also, the cab radio seemed to receive okay, buttransmissions to ground crew could not be heard.Information on the Nife battery charger has been discovered in the equipmentfiles, which may offer some understanding of its operation.
  • July 31, 2010: Started & ran for about one hour. Initial cranking was a little sluggish, butotherwise starting and running were okay.
  • July 24, 2010: Cleaned up some dirty oil-dry under the front hood, and spread some more oil-dryto finish the job. Repaired the leaking load controller oil line by splicing ina new section. The original compression fittings were of the “Imperial” type,and no compatible replacements could be found.
  • July 17, 2010: Attempted to repair the load controller’s oil line, but found an odd type ofcompression fitting instead of the expected flare fittings.
  • July 4, 2010: Attempted an informal twilight photo session prior to the fireworks celebration.Discovered that only one of four marker lights are working, and only one of twotrack lights.
  • July 3, 2010: A second oil filter gasket was purchased with the idea of using two gaskets, butthe second gasket was considerably thicker than the first one. Therefore, onlythe newer, thicker gasket was installed. The lid-attachment hardware was alsoreplaced with new locknuts, washers, and lockwashers.Added oil to crankcase and added Industrial Specialty Chemicals ISC-7537UP watertreatment to the radiator system.Started & ran for about one hour. The oil filter lid stopped leaking. A minorleak was noted on the ¼″ oil line to the load controller, due to a crimp in thecopper pipe.
  • June 19, 2010: Reinstalled the Load Controller’s secondary mounting brackets and the enclosureitself, and reinstated pneumatic, hydraulic and electrical connections.Work done to the Load Controller included replacing the Load Controller’shydraulic cylinder piston cup, cylinder end seal, missing retaining clip, cableties, vibration mounts, door gasket, window gasket, door retaining screws, andexterior flex conduit. Cleaned the interior of the cabinet and repacked the aircylinder linkage bearings. Cleaned the cabinet, door, and mounting brackets downto bare metal and repainted them.
  • June 12, 2010: In response to continued oil leaks from the oil filter, the lid was removed andwe found that the new gasket is not thick enough to provide a good seal. We alsofound that despite recent super-George tightening of the hold-down toggles, thenuts were not very tight. This indicates it might be a good idea to check thehold-downs before each operating session. Also, the original nuts and washerswill be replaced with locknuts and new washers. We are currently in contact withthe Locomotive Company to determine why the gasket they supplied is not working.Re-installed the primary mounting bracket for the Load Controller.
  • May 28, 2010: Removed the Load Controller enclosure and mounting brackets, in preparation forrepairs and a major cosmetic overhaul. The two major problems are leaking oilfrom the hydraulic cylinder and the completely disintegrated rubber vibrationmounts.
  • May 22, 2010: Added water to the batteries. Looked at the Load Control box, and it does appearthat the oil leak is coming from the hydraulic cylinder.Locomotive started very easily, and ran for about 1 hour. We would have run itlonger, but the leak from the oil filter is getting worse and losing lots ofoil.
  • May 08, 2010: National Train Day! Once again, the locomotive was a popular attraction at theevent, with the horn blowing all day! This year we had visitors exiting from thefireman’s side, which greatly improved the flow of traffic through the cab.Still, the steps are difficult to climb for some people, so we might look intobuilding wooden steps to make the climb safer and easier.
  • May 01, 2010: Cleaned the interior of the cab, and exterior of the engineer’s side. AlanRybarchyk presented a poster-sized diagram of the locomotive’s equipment, to aidin the education of visitors at National Train Day. Alan also made smallinterpretive tags to hang on the cab controls.
  • April 29, 2010: Moved the locomotive several hundred feet north, away from the other displayequipment. Stretched out four air hoses connected end-to-end, and applied shopair to the locomotive to test the connection for National Train Day’s hornblowing.
  • April 24, 2010: The battery charger is being run weekly, but the charger runs for only a shorttime before shutting off, and water consumption is way down. This indicates thebatteries are being well maintained and not requiring much charging.Started the locomotive, but shortly thereafter, the fuel pressure began to dropdown to 10 PSI, and the engine began to falter. Shut down the engine, andremoved the emergency fuel cut-off valve. Upon restart, the pressure returned tothe previous (but incorrect) 50 PSI, and it ran fine for the remainder of about90 minutes. Unlike the last running session, the engine produced only minorsmoke.Oil continues to leak from the main oil filter, despite the new gasket andre-tightening of the lid bolts. Also discovered a new oil leak coming from theload control box. As the oil was clean, it is probably coming from the hydrauliccylinder that is connected to the governor.
  • April 17, 2010: Re-installed the emergency fuel cut-off valve, and re-strung the actuatingcable. Tested the operation of the valve with the fuel pump running. Whereas wenormally get 50 PSI fuel pressure without the valve, the pressure was barely 25PSI with the valve in place. Not only was this a surprising difference inpressure, our ‘normal’ reading of 50 PSI is contrary to information in theoperation manual. Due to pressure bypass valves in the fuel circuit, the normalreading should be no more than 25 PSI. This puts into question the operation ofthose bypass valves, as well as the apparent constriction of flow through theemergency cut-off valve.
  • April 03, 2010: Discovered that *#%/@ thieves had stolen the output cable from the batterycharger. Fortunately, the old cable ripped clean from its connection inside thecharger, so there was no other damage. A spare cable with connector was on-hand,so it was replaced.Replaced the fuses for the radio circuit, which had evidently blown when thestarting contactors stuck and the knife switch was opened under load, causing ahuge electrical surge.
  • March 17, 2010: Started and ran the locomotive for about two hours. For reasons unknown, theexhaust was particularly smoky that day, but otherwise the engine ran fine. Gotsome great photos with a huge plume of smoke rising hundreds of feet into theair.
  • March 6, 2010: Started & ran 1-1/2 hours.
  • February 20, 2010: Added 12 gallons of water to the batteries. Hydrometer reading for all cells wasin the ‘green’ zone. Started the engine, but noted that the oil filter leak wasleaking. Stopped the engine and tightened the oil filter lid. Restarted theengine and ran for about 1-1/2 hours.
  • February 5, 2010: Having renewed faith and a new theory, tried the Nife charger again, but thistime with the “mystery potentiometer’ fully CCW before turning it on. Eureka!Got about 30 amps charging current. The function of this control is uncertain,and it may be just a coincidence that the charger started working.
  • February 4, 2010: Upon completion of another cycle of charging, tried the Nife charger again.Still nothing. Tried turning the ‘mystery potentiometer’ from CW to CCW on thepower supply, with no result. Went home disgusted.
  • January 25, 2010: Resumed charging the batteries one-at-a-time, this time for about one day each.
  • January 24, 2010: Tried the Nife charger again, but it would still not put any current into thebatteries.
• 2009
  • December 30, 2009: Began again the process of charging the batteries one-at-a-time for three dayseach, using the home-built ‘8-volt’ charger. Setting the charger at 9.3-voltsyielded an initial charging current of about 40-amps, which dropped down toabout 5 amps after three days.
  • October 03, 2009: Installed the last four engine inspection covers with new gaskets.The crankcase dipstick was barely showing any oil, so approximately 40 gallonsof oil was added. This did not fill the crankcase, but it did get the levelabove the ‘low’ mark.Attempted to start the engine. The engine turned over okay with the cylindercocks open, but once the cylinder cocks were closed, the engine would not turnover. When the start button was released, there was no sound of the startingcontactors opening. Knowing that this meant the contacts had welded shut, thebattery knife switch was opened immediately. This resulted in a huge arc fromthe switch, with bits of molten copper sprayed on the floor of the cab.Re-connected the Nife charger, but the batteries had sufficiently discharged tothe point that the Nife charger would not work.
  • September 28, 2009: Completed the process of charging all eight batteries. All batteries exhibited asimilar charging profile and final voltage. Connected the Nife battery charger,which began to work again since the batteries now had a decent charge. Chargingcurrent was a steady 18 amps. The charger was left to run for another four days.
  • September 19, 2009: Cleaned and painted the last four of the engine inspection covers. Cleaned upthe oil-dry below the engine inspection covers, which had been put there to soakup the oil that leaked past the old gaskets.
  • September 12, 2009: Began the process of charging the batteries one-at-a-time for two days each,using the home-built ‘8-volt’ charger. Setting the charger at 9.3-volts yieldedan initial charging current of about 40-amps, which decreased to about 15-ampsafter two days of charging. One minute after removing the charger, the batteryvoltage was about 8.8-volts. Added water after charging each battery: about 1/3gallon each.
  • August 14, 2009: We had plans to do extensive switching with the locomotive today. Attempted tostart the engine but the batteries were too weak. Welded the starting contactorstwice, but they were easy to break free.
  • August 8, 2009: Applied gasket sealer and reinstalled the oil filler plate and cap.Partially drained the coolant water (from the engine only) to allow removal ofthe defective drain valve. Installed a new brass valve (boiler drain type) andrefilled the coolant system with plain water.
  • August 1, 2009: Applied new gaskets and re-installed the first four inspection covers on theexhaust side.
  • July 25, 2009: Removed the next four inspection covers (exhaust side), their correspondingretaining bars, and the oil filler plate. All parts were cleaned and repainted.
  • July 18, 2009: Applied new gaskets and re-installed the inspection covers (8 places) on theengineer’s side. This completes the work on that side. Tapped the drain on thecrankcase and got only oil, no water. Pre-lubed the engine. Batteries were stillweak, but the engine did finally turn over and start. Ran for about 1 hour.A few observations:The battery charging current goes way down when the headlights are on. Thissuggests that the headlights should be turned off when maximum battery chargingis desired.No oil leaks were observed on the engineer’s side inspection covers (asexpected).Some oil was seeping from the exhaust-side inspections covers (as expected: thisside hasn’t been reworked yet), although one of the leaks was coming fromsomewhere above the inspection cover. Source is unknown at this time.Some oil was still seeping from the main oil filter, around some of the cover’shold-down toggles. Cause is uncertain.
  • July 11, 2009: Removed the next four inspection covers and their corresponding retaining bars.All parts were cleaned and repainted.
  • July 02, 2009: Removed four of the sixteen inspection covers, the corresponding retaining bars,and the oil filler cap. All parts were cleaned and repainted.Checked the crankcase, and no increase in level was observed. Dare we suggestthat the water-in-the-crankcase problem has been fixed?Connected the battery charger, but it did not put out any current. It is unclearwhether the charger has an intermittent problem, or whether is refuses to chargethe batteries once they discharge below a certain level. It is rather hard totell with the batteries in their current poor condition.
  • June 30, 2009: Ordered new engine inspection cover gaskets (Baldwin p/n 600- 04-215-TLC) at$27.50 each, from the Locomotive Company. They have 6 pcs in stock for immediateshipment; the balance will be backordered, expected several weeks later.
  • June 27, 2009: Re-installed the oil-filler access plate. Used foam gasket material as atemporary seal in case we need to remove it again. Will seal properly later ifthe water pump fix is deemed ok.Lubricated and exercised the fuel rack.Lubricated and exercised the reverser.Pre-lubed the engine for about 1 hour.Manually barred-over the engine to conserve battery power for starting.Attempted several times to crank the engine, but the batteries were too weak toeffect more than a partial revolution of the engine. This was not surprising dueto the poor state of charge on the batteries.Waited several minutes, and amazingly, the engine started cranking and finallystarted. This was surprising – almost as if the batteries dug way down and founda few extra electrons. Once it was running, the ammeter indicated a good levelof battery charging, which tapered-off over time as expected.Ran the engine for about 90 minutes, which got the coolant up to the ratedoperating temperature of 160 degrees F. The level in the crankcase was monitoredfrequently, with no rise in level detected. This might indicate that thewater-in-the-crankcase problem has been fixed. A final determination will bemade on that subject after the engine has cooled and sat for a while.Minimal leakage was observed from the oil filter since replacing the gasket.Considerable oil leakage was observed from several of the engine inspectioncovers. Apparently our recent removal of these covers disturbed the old gasketssufficiently that they no longer seal. New gaskets will be ordered.Oil leakage was also observed from the oil filler access plate. The majority ofthe leaks were coming from the holes where the mounting studs are missing.Enough gasket-sealer will fix that.The battery charger was hooked up after the engine was shut down, and it startedworking again, charging the batteries at a steady 12 amps. The same rate ofcharging existed the next morning.
  • May 09, 2009: National Train Day! The locomotive was hooked up to shop air so that visitorscould blow the horn. This was wildly popular, with the horn blowing almostconstantly from 9 AM to 4 PM. Boy, were we tired of hearing that after a while!But it was well worth it considering the fun that everyone had.
  • April 25, 2009: Installed the water pump’s outlet pipe with associated hose and clamps. Filledthe cooling system with water. No leaks were observed on any of the hose or pipeconnections, but a small occasional dribble of water came from the pump. Wemight have damaged the water seal when we had to rotate the halves of the pumpinto alignment.After filling the system with water, it was discovered that the water drainvalve wouldn’t shut off completely. As a temporary measure, a garden hoseY-adapter was put on the valve with both directions closed to stop the flow ofwater. This valve will need to be replaced.Received the ‘post mortem’ report from The Loco Co, regarding the old waterpump. Additional charges of $150-165 will be levied, to bring the pump up to thestate where it needs only new seals and bearings. Jim said we were lucky: ashaft key was nearly sheared off, which could have allowed the impeller to hitthe housing, causing extensive damage.Jim confirmed that the rebuilt pump should not be leaking. He offered to send usa new water seal, and loan us a tool to pull the pump apart. We’ll wait untilthe engine is running before making any decisions about that. Admittedly, theprospect of pulling out the water pump again is not a pleasant one.
  • April 11, 2009: Replaced the defective stud on the water pump, and installed three new hoseclamps. Work session was cut short by rain.
  • April 2, 2009: Removed the studs and rotated the pump halves into the correct orientation, andreassembled the pump. One of the six studs was damaged, so it was left-out ofthe top-most position, to be replaced later.Hoisted the pump back into the engine, and bolted it into position. Reinstallingthe chain on the sprocket was very difficult: the ‘shoehorn’ device did notwork, as there was not enough clearance even for the very thin metal. The finalsolution involved barring-over the engine and slowly working the chain back ontothe sprocket. As the normal barring position on the engineer’s side of thelocomotive produced the wrong direction of rotation, barring was done on theother side of the engine. This required temporary removal of the turbochargerdrain pipe, to gain access to the toothed gear on the engine. Installed threenew hoses and a new flange gasket on the inlet pipe, and bolted the pipe flange.Installed one new hose clamp on the largest of the hoses.
  • April 01, 2009: Talked again to Jim at The Locomotive Co. Further reflection on the issue ofrotating the pump halves revealed that the studs must also be removed. Thiswould allow rotation of the halves without separating them from each other.
  • March 28, 2009: Obtained a pulley and large hook to aid in hoisting of the pump, which was agreat improvement over the previous arrangement of just the rope slung over abar. Hoisted the pump up and out of the engine and back down to the work table.Attempted to follow the procedure for rotating the pump, but the two sectionswould separate only about ¼″ or so, and then stop. Not being sure of theinternal arrangement of parts, we did not want to apply much pressure in anattempt to force it apart.Made a U-shaped piece of 1/32″ stainless steel to act as a ‘shoehorn” to aid inreplacement of the drive chain. Unfortunately, not enough progress was made tosee how the idea will work.Attempted to remove the broken-off studs around the oil-filler access plate, butafter struggling with the first one, we discovered that the studs had beentack-welded to the engine.Verified that the new gasket for the oil filter is the correct size, but did notinstall it yet.
  • March 23, 2009: Talked to Jim at The Locomotive Co, and he indicated that the problem with thepump could be easily remedied be removing the nuts securing the drive housing tothe pump housing. The two sections would then pull apart, and drive housingcould be rotated and reassembled onto the pump housing in the desired position.
  • March 21, 2009: Removed the remaining water pump mounting studs, including one that had brokenoff during a previous repair. Installed eight new ½-13 x 2″ studs. Hoisted therebuilt pump into position, but discovered that no possible orientation of themounting flange would result in the proper position of the water output pipeflange. Closer examination and comparison to the old pump revealed that themounting flange has 8-holes, whereas the connection between the drive housingand the pump housing has 6-holes, which means that different combinations ofassembly position are possible.
  • March 17, 2009: Received the rebuilt water pump and gaskets from the Locomotive Co. Received allthe other hoses, clamps and hardware necessary for the project.
  • March 07, 2009: Removed a few of the mounting studs for the water pump – a difficult process dueto the awkward position and the extreme tightness of the studs in the enginewall. Replacements for the existing 2-1/2″-long studs are proving difficult tofind. 2″ studs are readily available, and based on the flange thickness of therebuilt pump headed our way, they should be sufficiently long.
  • February 28, 2009: Cleaned-up the two main pipes for the water pump inlet and outlet, inpreparation for reinstallation of the pump.Matt presented a Baldwin Service Bulletin explaining that different water pumppart numbers have differing thicknesses of mounting flange, and therefore mayrequire a different mounting stud length. Will contact the Loco Co to find outthe flange thickness of the rebuilt pump they are sending.
  • February 27, 2009: Added 6-1/2 gallons of distilled water to the batteries.Fabricated a long-handled scraper to aid in removal of gunk from the forwardarea of the bilge. In amongst the goo removed, ‘treasures’ found included a pipewrench, screwdriver, chisel, two hose clamps, and numerous nuts, bolts andwashers. Also found many small shards of expanded metal screen. This is thoughtto be the remnants of the long-gone protective cage around the traction motorblower drive belts. A thrown belt probably shattered the cage and some of thefragments dropped into the bilge.Cleaned the top of the oil filter, and found the word “Michiana” stamped intothe metal.Measured for replacement gaskets and hardware needed for the water pumpreinstallation.
  • February 26, 2009: Sent a Purchase Order to the Locomotive Company for the rebuilt/exchange waterpump, water pump mounting gasket, and gasket for the Michiana oil filter.
  • February 24, 2009: Scraped gunk from around the area of the water pump. With the water pump out ofthe way, the bilge is somewhat accessible, so a ‘test scrape’ was made to seehow deep the goop is: less than 1″. This would be an ideal opportunity to cleanout the bilge, but some sort of long-handled goop-scoop will need to be devised.Checked the battery water: it needs replenishing.
  • February 21, 2009: Disassembled the two pipe flanges on the water pump’s main inlet and outlet andremoved the connecting pipes.Rigged a cross-bar above the water pump, and used rope to secure the water pump.Attached a rope with hook to the drive chain so it wouldn’t fall back inside theengine after removal from the sprocket. Removed the nuts attaching the pump tothe engine, and with great difficulty, got the chain off the pump’s drivesprocket. This last step was complicated by the fact that the pump is mountedwith studs threaded into the engine, and the studs made it difficult to anglethe pump to aid in removal of the chain. As several of the studs are damaged(and one is broken from a previous repair), we will likely remove all the studsand replace them.Lifted the pump from the engine compartment, and then lowered it to the ground.
  • February 20, 2009: Loosened the clamps on four hoses associated with the water pump. Loosened thechain-tensioning idler wheel for the water pump drive.Removed the top of the Michiana oil filter in order to measure the gasket. Theexisting gasket is homemade and is leaking. Will attempt to obtain a propergasket from the Locomotive Company.
  • February 15, 2009: Drained the water from the cooling system in preparation for removing the waterpump. The Locomotive Company will be providing a rebuilt pump in exchange forour defective one at a cost of $980.
• 2008
  • December 20, 2008: Cleaned up the oil-dry that had been spread on the floor of the radiatorcompartment. This did an excellent job of cleaning up the oil and sludge. Somenew oil-dry was put down in front of the oil filter, to absorb some of the oilstill leaking there and to act as a dam to keep the oil from spreading into therest of the area.
  • November 29, 2008: Drained water from the crankcase and lube oil filter. Only got a quart or two.Connected the battery charger, and got a steady 30 amps of initial chargingcurrent. Normally, a fluctuating current of 5 to 10 amps is observed. The highercurrent may be due to not fully recharging the batteries during the laststart-up, or the colder/wetter climate may have caused the power supply tooperate differently than it has in the past (there is a suspicion that the powersupply has a problem.
  • November 15, 2008: Discovered that all the water had leaked out over night. The hose clamps thatwere tightened the previous day had originally been installed too close to theend of the hose. Tightening the clamps caused one of them to slip off the end ofthe hose, allowing all of the water to leak out. Repositioned the offendingclamp and re-tightened it. Refilled the system with water and it held tight.Drained a little more water from the crankcase (maybe 1-2 quarts).Preformed a pre-lube on the engine and discovered an oil leak where the oil pipeconnects to the heat exchanger. This joint was not properly tightened when thepipe was re-installed (bad mechanic!). Bolts were tightened and the leakstopped.Oiled traction motor blower bearings, injector plungers, and added a little oilto the governor.Pulled the locomotive out from the other equipment and started the engine. Itstarted easily, and ran fine after un-sticking one of the injector plungers. Thewater pump leaked externally – more than any time previous. Ran the locomotiveback n’ forth a bit, and watched for any problems associated with the water inthe crankcase problem. Nothing observed, so the engine was shut down after about30-45 minutes.Removed the right-side inspection covers on all 8 cylinders, and saw no evidenceof a water leak from the cylinder liners or heads. Removed the oil-filler coverplate, and saw a considerable amount of emulsified oil (a frothy mixture ofwater and oil) in the area around the chain drive.Based on the concentration of emulsified oil around the water pump drive chain,and the significant external leak from the water pump, we will proceed withrebuilding of the water pump. It is still not certain that this is the cause ofthe water in the crankcase, but so far nothing else has suggested itself to bethe cause of the leak.
  • November 14, 2008: Replaced radiator vent hose with new hose and clamps.Replaced the oil-filler cover plate (temporarily with just two nuts).Tightened the clamps on the lower water hose that was leaking during previouspressure tests of the system The clamps were indeed loose.Filled radiator with water.Collected this info from the Heat Exchanger:Note the build date of 1951, after the delivered date of thelocomotive. This would indicate that this is not the original heat exchanger.
  • November 01, 2008: Drained the water from the radiator system and removed the leaking vent hose.This was not an original hose, but was nonetheless brittle with age. Unlike theother hose we replaced, which had crimped fittings, this one had been replacedearlier with plain hose, barbed nipples and hose clamps, so it will be easierand cheaper to replace this one.
  • October 25, 2008: Used a squeegee to move the remaining oil, water and sludge from the floorunderneath the radiator area. Since the grime was too liquid to pick up, themess was pushed over the edge into the bilge. Oil-dry was spread over the areain an effort to soak up the remaining oily residue.Re-assembled the pipe running from the metal-edge oil-strainer to the heatexchanger, using new pipe flange gaskets.Removed the left front body panel to gain better access to the under-radiatorarea, and to look for the source of an oil leak from somewhere near the bottomof the oil filter. Nothing obvious was found – it is leaking from either themain outlet pipe, or one of the smaller drain connections. The source probablywon’t be obvious until the engine is started, but at least the area is now morevisible.Drained an additional, smaller amount of water from both the oil filter andcrankcase (maybe one gallon total). The dip stick is still reading above FULL,but is lower than before.Noted water leaking from one of the small radiator vent hoses (a counterpart tothe one we replaced a few weeks previous). The hose looks ready to burst.
  • October 18, 2008: Cleaned the hardware for the flanged pipe connections.Scrapped the floor of the under-radiator area, removing over a gallon of thickgoo. Unfortunately, with the absorbent qualities of this goo now removed, theremaining liquid oil quickly spread out over most of the floor area. This willneed to be scrapped toward the rear edge of the floor, where it will hopefullydrain into the bilge.Opened the drain valve on the bottom of the metal-edge oil strainer, and gotonly a little water.Chipped away years’ worth of crud from around the oil filter drain valve andplug, and drained several gallons of water from the oil filter. The drain valveon the metal-edge strainer had been left open, and once the oil filter begandraining, considerably more oil and water was released from the strainer (addingto the mess on the floor).Chipped away years’ worth of crud from around the crankcase drain valve andplug, and drained many more gallons of water from the crankcase.Opened the drain plug on the camshaft trough, but got only a few drops of water.Ordered and received new pipe flange gaskets to replace the ones on the removedoil pipe:
  • October 4, 2008: Added distilled water to the remaining six batteries (about 4-1/2 gallons).Still no sign of water leaking from the heat exchanger. Reinstalled the heatexchanger cover plate, after much difficult scrapping of the old gasket.Resealed the cover with gasket compound.We found a home-made metal plate sandwiched inside a flanged pipe connection,which effectively blocked the path to the pressure-relief valve. The purpose ofthat valve is to bypass the oil flow around the exchanger if the exchangerbecomes clogged. Our guess is that the valve became defective at some point(i.e. open all the time), so the solution was to block the flow rather than fixthe valve. Interestingly, the metal plate had a small tab sticking out, as if toremind the mechanic that it was a ‘temporary’ repair. Add this to the long listof quick n’ dirty repairs and bypassed safety devices that have been discoveredon this locomotive.Today’s wild guess: Based on the fact that no additional leakage has beenobserved since the initial discovery of water in the crankcase, despite weeks ofwater sitting in the system, plus several sessions of additional pressurization,it is felt that the leak must be occurring only when the engine is hot – eitherwhen it is running, or immediately after shut-down. Either that or someone stucka garden hose in the oil filler. Nah.
  • September 29, 2008: Still no sign of water leaking from the exchanger. Perhaps the water observed inthe exchanger was merely accumulated there, and not the actual source of theleak.
  • September 27, 2008: Drained the heat exchanger via the bottom plug on the oil input side, yieldingmostly water, and then some oil. Removed the large pipe from the oil input sideof the heat exchanger that connects to the oil strainer and pressure reliefvalve. Removed the oil input side cover plate on the heat exchanger.Stains on the inside of the cover plate show that the water level was up to thebottom of the pipe connection in the center of the panel. The heat exchangercore appears to be in perfect condition. No corrosion, no staining, nothing.Refilled the cooling system with water, and vented the air in the exchanger viathe top valve. Observed no leaks from the exchanger tubes. Applied air pressureto the cooling system, and still no leaks observed from the exchanger.Added distilled water to the right rear two batteries (about 1-1/2 gallons).Need more water to fill the remaining six batteries.
  • September 20, 2008: Re-installed the Plexiglas and gasket that had blown out of the cab’s left rearwindow, as a result of a recent storm.Replaced the broken vent hose on the radiator system and re-filled the systemwith water. Pressurized the radiator system (on top of the water) to about 7-10PSI. Re-inspected the cylinder liners and the water pump shaft, and again foundno signs of water leakage. Barred-over the engine several revolutions, and stillno signs of leakage (although the water pump did begin to leak externally).Removed the right-front body panel (below the radiator) to gain access to theheat exchanger. Briefly loosened the bottom drain plug on the oil input side(where there should be oil only) and got a gusher of water coming out.
  • August 23, 2008: Installed the adaptor on the water filler pipe, blocked off the overflow pipe,and applied 7-10 PSI on top of the water in the radiator system. Immediatelyfound the weak point in the system – one of the small vent hoses on the radiatorburst. The hose was in very poor condition, and was probably original.Drained the water in the system since it would be a few weeks before work wouldresume.
  • August 18, 2008: Inspected again the area around the water pump chain drive, but still no watercould be seen. The level in the crankcase did not change.Created an adaptor for the water filler pipe to allow compressed air to beapplied while water is in the system. It is hoped that additional pressure mayreveal the source of the leak.
  • August 16, 2008: Removed all 16 engine inspection covers, and examined each cylinder liner forevidence of leaks on both the inside and outside surfaces. No water or ruststreaks were found. Although not an absolute indication, this hopefully meansthat the cylinder liner o-rings are still good, and that we do not have acracked head.Removed the inspection plate around the oil filler pipe to examine the areaaround the water pump chain sprocket. Cleaned out the oil, water and sludge (andan old oilcan cap) from the separate area under the chain sprocket. No water wasobserved leaking from around the shaft, although there is a rust stain there.Used the air pump to remove additional water from the crankcase, although thiswas mixed with a lot of oil sludge. Afterwards, dipstick level measured about4-3/8″ from end-of-stick (still over-full).Barred-over the engine in the hopes of breaking loose any seals that could beleaking. This did cause the water pump to start leaking from its housing, butstill no leak was observed around the drive shaft.
  • August 14, 2008: Refilled the radiator system with plain water in an effort to locate the leak.
  • August 2, 2008: Pressure-tested the radiator system by connecting a source of compressed air tothe drain valve, and plugging the overflow drain. System held 10 PSI for severalminutes, with no observed air leaks inside or outside the engine. This test wasinconclusive. Perhaps more pressure is required to detect a leak, but being anon-pressurized system, we were hesitant to apply more pressure for fear ofrupturing something.
  • July 19th, 2008: The pre-lube pump was modified by removing the tube extension and strainer. Thiswould allow the suction tube to rest directly on the bottom of the crankcase (asituation we would normally want to avoid so as not to draw upon the sludge atthe bottom).Placing the pump’s suction tube at the bottom-center of the crankcase, the waterwas pumped out (an estimated 20-25 gallons) until some oil-sludge began toappear in the effluent.At that point, the pump was re-positioned to draw from the very top layer of theoil. This relatively untainted oil was then pumped through the lube oil systemto expel any water that might be remaining in the various oil passages. That wasa very good idea, as a surprising amount of water came down from the engine.This continued until the fluid draining down from the engine was mostly oil.We will now wait until the water again settles to the bottom of the crankcase,and repeat the above process as many times as necessary to remove the majorityof the water in the lube oil.
  • July 7th, 2008: Further thinking on the water leaking problem revealed that, if the leak wasallowed to continue, enough water could end up in the crankcase to cause thecrankcase to overflow. Checking the lube oil dip stick confirmed this suspicion– it was reading 1-1/2″ to 2″ above the full line.The remaining water was drained from the coolant system to stop additional waterfrom getting into the crankcase.
  • July 4th, 2008: The plan for today was to start the locomotive and perform extensive switchingaround the yard. However, upon removal of the pre-lube pump from the crankcase,a large quantity of ‘fish-eggs’ were noted in the oil draining down from theengine. This could mean only one thing – water was mixing into the lube oil. Thelikely cause of this leak is a failure of the o-rings at the bottom of thecylinder liners, although that is not certain.The mission was cancelled with much reluctance.
  • June 30, 2008: Received delivery of 200 gallons of #2 diesel fuel from Brown & EvansDistributing. Since the delivery truck lacked a proper locomotive-type fueldelivery nozzle, some back-splashing occurred due to the strainer just insidethe filler tube. This strainer was temporarily removed and filling continuedwithout problems.
  • June 21, 2008: Replaced the original screws and nuts (10-32 x 1-1/4″) that had been removed toinstall the plastic covers on the headlights. Cleaned the twin sealed-beam unitsand the inside and outside of the headlight lenses. Headlights are now lookingpretty good!Received Board of Directors approval to spend as much as $1000 for diesel fuel.Fuel sight-gauge has been reading ‘empty’ for some time.
  • June 14, 2008: Removed the plastic covers over the front and rear headlights. Over the years,these protective covers had become clouded, and are no longer considerednecessary now that the locomotive is less likely to be a victim of rockthrowers.Received a response from John Klemko at SMS: they use Nalco ‘Railcool 2114’ tabswater treatment in their Baldwins. Also, they have several examples of pumpnumber -069 on their property, and indicated that some of the water pump partsare commercially available generic parts, with the remainder available from TheLoco Co. John also sent a diagram and parts list specific to the -069 pump.
  • June 07, 2008: No evidence of coolant leaking now that only plain water is being used. Wrote anemail to John Klemko, Shop Manager at SMS/Penn-Jersey Rail Lines, asking foradvice on water-treatment type and sources for pump re-build kits or parts.
  • May 31, 2008: Checked battery water – added approx 2-1/2 gallons distilled water. Chargedbatteries.Coolant had completely leaked out through the water pump. Re-filled the systemwith plain water so that it wouldn’t sit dry.Got the part number from the water pump: 600-28-069. Unfortunately this isdifferent than the two pumps for which we have documentation: 600-28-044(packing-seal type) and 600-28-079 (rotary-seal type). Our pump appears to be ofthe rotary-seal type, although it is unclear how it differs from the -079 unit.
  • May 10, 2008: Received and installed two new brake system gaskets: Independent Brake ValveMounting Westinghouse #PC 520078; and Self-Lapping Unit Westinghouse #PC 500849.
  • May 03, 2008: Pre-lubed and started the engine. The battery charging procedure seems to beworking well – plenty of cranking power was observed, and the engine startedpromptly despite sitting since last October. The water pump leaked for the firstfew minutes and then stopped. Ran the engine for almost 2 hours, with the watertemperature reaching about 150 degrees F.Ran locomotive up and down the tracks: all systems seemed fine. At one point,the main reservoir lost most of its pressure. Turning the Control Switch off andthen back on again caused the compressor to start running again. No furtherproblems observed – intermittent contact somewhere?
  • April 28, 2008: Re-installed the Independent Brake Valve with a temporary fix on the blowngasket. Applied shop air to the locomotive, and the brakes finally released.Eureka! Ordered two new gaskets for the Independent Brake Valve.
  • April 26, 2008: Received the Automatic Brake Valve back from Pittsburgh Airbrake. Re-installedthe Feed Valve and the Auto Brake Valve using new gaskets PC 15534 (Auto BrakeValve) and PC78000 (Feed Valve). Made new gaskets for the Sander Valves andinstalled those, too.Put shop air on the locomotive – and Independent Brakes still wouldn’t release.However, the fact that the rebuilt Auto Brake Valve was no longer leaking airallowed the detection of a rather large (but quiet) leak from the IndependentBrake Valve, apparently due to a failed gasket on the self-lapping unit. Removedthe Independent Brake Valve from the brake pedestal.The self-lapping unit was removed, and a bit of gasket sealer was applied in thearea of the gasket’s failure. Brakes will be retested, and if this cures theproblem, a new gasket will be ordered. If not, the entire Independent Valve willbe sent to Pittsburgh Airbrake for overhaul.
  • April 19, 2008: Drained the radiator system – along with considerable sediment and rust.Replaced the radiator hose at the front of the engine, between the engine blockand the water pump. Used wire-reinforced 4″ ID hose, with newmalleable-iron-bolt double-saddle clamps. Tight clearances required removal ofthe lower pipe to facilitate sliding the new hose into place. The pipe flangegasket was in reasonable shape, so it was reused along with some gasket sealer.Ran fresh water from the top of the system, and allowed it to drain out thebottom. More sediment was flushed out. Refilled the radiator system with waterand approx. 2 liters of NALCO 2536 PLUS. No leaks were observed around the newhose or pipe flange.Received word from Pittsburgh Airbrake that the Automatic Brake valve has beenrebuilt. They will ship by UPS, along with new gaskets for Auto Brake and FeedValves. They were not able to reference a replacement gasket for the UB262JSander valves.Took photos of the Sander Valves to help identify replacement mounting gaskets,and emailed info to Pittsburgh Airbrake. If the gaskets are not available, theycould be ‘home-made’.
  • April 07, 2008: Checked a sampling of battery cells, and found that the specific gravity readinghad indeed improved slightly, indicating that the battery charger is doing somegood.
  • April 05, 2008: Checked the batteries with a hydrometer. Measured three cells on each side, andall measured in the low red (SG 1.200) to middle white zone (SG 1.250). This isbetter than previous readings. Will repeat measurements again after 2-1/2 daysof charging.Measured the radiator hose that needs replacing, and actually found a new pieceof the proper size, leftover from previous work.
  • March 29, 2008: Filled batteries with distilled water – about 2 gallons total. Chargedbatteries.
  • March 22, 2008: Charged the batteries. Fabricated a wooden crate for shipping the AutomaticBrake Valve to Pittsburgh Air Brake for repair. Also ordered new gaskets forAutomatic Brake Valve, Feed Valve, and two Sander Valves. Elected not to sendthe Feed Valve in for repair at this time.
  • March 15, 2008: Ken Kyer returned the two brake components un-repaired: BNSF’s brake shopdoesn’t have the necessary parts or data books.Wasn’t able to fully disassemble the Sander Valves. Cleaned and oiled as bestpossible. Gaskets are home-made and completely shot, so new ones will berequired.
  • March 08, 2008: Polished the brass handle for the Automatic Brake Valve. Charged the batteries.Removed two sander valves for re-building. These are Westinghouse Type UB-262-J,a simple solenoid controlled on-off pneumatic valve. These valves controlwhether the front or rear-facing sanders operate when activated by the engineer.
  • March 03, 2008: Re-installed four centrifugal dirt collectors, Feed Valve cover plate, andRotair valve. Re-arranged the dirt collectors so that the two with drain cocksare first in line in the air system.Applied shop air to the locomotive and made some brake system tests:• Locomotive Brakes remain set for any position of the Automatic and/orIndependent Brake Valves (not correct).• Rotair valve now moves smoothly, and seems to be operating properly.• Noted several air leaks (okay, many), especially around sander solenoid valvesand sander valves. Finding air leaks with the engine running is impossible!• Depressing the plunger on Dynamic Brake cut-out solenoid (mounted on thedistributing valve) caused the locomotive brakes to release. This suggests thatthe distributing valve is working properly.• Bailing-off the Independent Brake Valve caused the locomotive brakes torelease. This suggests that the Independent Brake Valve is working.• Automatic Brake Valve is constantly blowing air in Release Position (notcorrect). This suggests that the ABV is bad, and could be the cause of thelocomotive brakes not releasing.Removed the Automatic Brake Valve and the Feed Valve and gave them to Ken Kyerto have BNSF’s Phoenix Brake Shop do a rebuild.
  • February 23, 2008: Completed cleaning and painting of the four dirt collector bowls and Feed Valvecover. Obtained new nuts, washers, bolts and gaskets for re-mounting. Chargedthe batteries.
• 2007
  • January 19, 2007: Cleaned the mounting surfaces of the centrifugal dirt collectors, MU air valve,and Feed Valve in preparation for reinstallation of the components.Removed ‘junk’ and trash from the cab in preparation for the upcoming AnnualPicnic.
  • January 12, 2007: Removed the bowls on four centrifugal dirt collectors. Three of them were onlymoderately dirty, but the fourth (located immediately before the first mainreservoir) was completely packed with very hard dirt. All mounting gaskets wererock hard, and will be replaced, WABCO item #PC 75932.Began the long process of removing the dirt in the bowls: the really dirty onewill require hours of soaking and chopping (the dirt is about the consistencyand hardness of #2 pencil lead).Removed MU air valve (lead-trailing-dead control). Examination of the valvefinally revealed how to operate this valve: by pulling up on the handle, andthen turning it. Ignorant of this fact, we had never before been able to movethis valve handle. The mounting gasket was rock hard, and will be replaced,WABCO item #PC 538818. The valve handle moved very stiffly: oiling freed it upsomewhat.Removed the cover plate on the Feed Valve. The mounting gasket was rock hard,and will be replaced, WABCO item #PC 81006.Received Westinghouse 6SL Manual, but the included diagrams do not exactly matchcomponents on the loco.
  • October 27, 2007: Added plain water to the radiator. The locomotive was started successfully. Dueto the Independent Brake’s current inability to release, the truck brakes weremanually operated via the cut-out cock. This allowed the locomotive to moveback-n’-forth a few times under its own power.The search continues for proper documentation and/or assistance with theWestinghouse 6SL brake system.
  • July 28, 2007: Greased fuel rack fittings, oiled injector pump actuator rods, oiled tractionmotor blower fan bearings. Crankcase oil, governor oil, and radiator water allok. Replaced rear fireman’s cab window ‘glass’ that had blown out in a storm(gasket is dried out and barely holds the glazing). Charged batteries andperformed pre-lube of engine.Moved the loco with the Plymouth away from the other equipment, and startedengine and ran for about 1-1/2 hours. Batteries seemed to have plenty ofstarting power, and engine ran smoothly. However, the Independent Brake wouldnot release, so it was not possible to move the loco under power. Unlike thelast time this problem occurred, this occurrence was not a case of the AutomaticBrake valve being in the wrong position.
  • July 14, 2007: Added battery water.
  • May 05, 2007: Continued with washing of the locomotive’s exterior.
  • April 28, 2007: Began the process of washing the locomotive’s exterior. Due to the long timesince the last cleaning, and the large amount of oil and dirt accumulated on theroof, the cleaning started with a putty knife around the exhaust stack! Theremainder was worked with degreaser and a scrub brush.
  • April 21, 2007: Topped-off radiator water (a considerable amount had been lost due to the waterpump leak). Topped-off governor oil. Pre-lubed and started the engine, runningit for about 2-1/2 hours. All systems operated properly. NOTE: fuel sight gaugeis no longer showing fuel level. Glass is very cloudy and hard to see through,but this might mean we’re almost out of fuel!!
  • March 10, 2007: Added oil to the governor, topped-off the battery water (about 2-1/2 gallonstotal) and filled the radiator. Pre-lubed the engine and it started okay. Waterpump leaked a steady stream, but stopped after about 30 min. Operated about 3hours, with quite a bit of running back n’ forth.
  • February 10, 2007: Added water to radiator, pre-lubed the engine and it started okay. Performedswitching for rearrangement of equipment (including moving steam engine).
  • February 06, 2007: Added lube oil to crankcase, about 30 gallons.
  • January 06, 2007: Pre-lubed the engine and it started okay. Water pump leaked a steady stream, butstopped after about 10 min. Ran for an extended period above idle, and thetemperature got to 165 degrees F, after about 2 hoursWD-40’d the O-S-R switch, after which it seemed a little more positive in itsaction.
• 2006
  • December 23, 2006: Pre-lubed engine. Despite cold (<40 degrees), extreme moisture due to fog, andspinning the engine electrically with cylinder cocks open, the engine startedwith enthusiasm. Ran for about 2-1/2 hours.Added about ½ quart 30W oil to governor.OFF-START-RUN switch gave some trouble. Its physical and electrical detents didnot always remain in-sync, resulting in erratic operation. This needs someattention.For most of the running time, the throttle was not responding. At the end, somefiddling with the O-S-R switch caused some contactors to operate that allowedthe throttle to function. Ran the RPM up a little higher than normal. Due tobeing already well warmed–up, the engine ran quite smoothly. Nevertheless, it isunlikely the RPM got to the max of 600.
  • December 9, 2006: On P2 contactor, re-tapped the bad hole (used bottoming tap), and motor-tooledthe contact finger’s seat to remove sputtered copper. Re-installed the contactfingers borrowed from the dynamic brake circuit. Swapped the arc chutes with D1& D2, as the parts from those contactors were less arc-eroded.Barred-over the engine, and it started again okay, more vigorous this time.Internal battery charging system is obviously working.Observed the operation of the voltage regulator: the moving contact wasvibrating and moving from left to right as engine speed varied (all inaccordance with the descriptions in the manual). The moving contactwear-indicator showed plenty of life left. All other components and contactsurfaces were in excellent condition.Measured the battery voltage at the knife switch:• After about 15 minutes running, it was 72 volts at idle, and 78 volts athigher RPM.• After 1-1/2 hours running, it was 74 volts at idle, and 74.5 volts at higherRPM.Note that regulation improves as the unit warms up (again, in accordance withthe manual description). As the voltage regulator seemed to be working properly,no adjustments were made.Replaced some of the lightbulbs in the marker and class lights. Some worked,some didn’t. As they were ‘used’ bulbs, it is not certain if the bulb or socketis at fault (probably both).Reverser decided to work ok today.
  • December 2, 2006: A summary of the past months’ struggle to recharge thebatteries:The Nife Battery Charger is presumed defective. An inspection of the unit’scircuitry found a few loose connections, but its operation remains unchanged. Sofar, no luck on finding manuals etc. (Nife Inc is no longer, apparently absorbedinto Saft Batteries). Charger contains three circuit boards of excessivecomplexity. Grand Canyon Ry has a replacement for one of those boards, and hasagreed to donate it. There is no telling if this will fix the problem.Battery Charger:Nife p/n 4729-64-06828-89Pullman p/n J-G12-001Input: 480-volt, 3-phaseOutput: 72 volts DC @30AAn attempt was made to use the ‘big yellow’ rotary-converter welder as a batterycharger, but it had no output. Lacking a regulated output, it would have made apoor battery charger anyway.Used a hydrometer to measure the Specific Gravity on all cells of all batteries.All measured at the worst end of the red zone (battery discharged). Thebatteries were D-E-A-D.Lacking a way to charge the batteries as a group (which requires approx 74volts), a single-unit battery charger was created by modifying the output of a12-volt 50-amp power supply down to 9.3-volts. With an external reverse-currentdiode to protect the power supply (and a fan to cool the diode’s heatsink) andmy automotive jumper cables, the total cost for this solution was nothing. Andthe wife asks me why I save all that ‘junk’.The homemade charger worked very well. Charging current was typically 40 ampsinitial, 30 amps after 20 minutes, and then finally settling down to about 10amps at the end. After charging each battery for three days (yes, a tedious24-day process!), all cells had a Specific Gravity in the middle of the RedZone. Improving, but still not enough.Thinking perhaps the Nife battery charger couldn’t initiate charging when thebatteries were completely dead, it was tried again for several days, but itstill has very low output. Charging resumed with the single-unit charger for oneday per battery (another 8 days). Upon completion of that charging session, allcells had a Specific Gravity between the red ‘Recharge’ and white ‘Fair’ zones.Encouraging – but would it enough to start The Beast??After pre-lubing the engine, the engine was barred-over for several revolutionswith cylinder cocks open, to avoid the need to spin the engine electrically. Theengine started okay: cranking wasn’t exactly vigorous, but it was good enough.Ran the loco for about 4 hours to make sure the batteries recharged afterstarting.Reverser drum stuck again – oil and manual exercise wasn’t enough to make itwork by itself.
  • September 23, 2006: Bought new bolts, and re-tapped the lower bolt hole on P2 contactor inpreparation for installing the ‘new’ fingers. However, a large deposit ofsputtered copper was found on the finger’s seating surface, caused by theprevious finger moving around and arcing. Will attempt later to repair thesurface using a motor tool (access is very difficult).Charged the batteries for several hours (still only 6-7 amps), pre-lubed, andattempted starting the engine. The engine turned over ok with the cylinder cocksopen, but upon full compression, turned over only a partial revolution and died.Again, the starting contactors welded shut.Found a corroded terminal on one of the batteries. Cleaned the terminal, but itdid not improve the charging current. While charging, measured each batteryterminal voltage: all were 8.1 to 8.2 VDC. Measured voltage drop across eachbattery terminal/cable junction: all were approx 1 mV.Checked the current draw on the battery chargers’ 480-volt 3-phase input: allthree legs were equal at approximately 1.4 Amps. This eliminated the possibilitythe charger had been re-wired incorrectly upon reinstallation at Tumbleweed.
  • September 19, 2006: Discovered that contactors D1 & D2 (dynamic braking) are the same parts as P1 &P2 main power contactors. The fingers on the dynamic brake contactors were wellused, but in much better condition than P2. Scavenged all four contact fingers,will use two of them on P2. P1 contactor looks quite good.
  • September 16, 2006: Discovered that contactors M1 through M8 (motor field shunt) are the same partsas G1 & G2 starting contactors. Since these shunt contactors operate only athigh speeds (which was rarely done in this loco’s service life, and never at themuseum) the contact fingers are in excellent shape. Scavenged parts from two ofthe M contactors and replaced the fingers in the starting contactors G1 & G2.Cancelled order with The Locomotive Company.Discovered severely pitted contact fingers on P2 main power contactor. Cause ofthe problem was traced to a cross-threaded bolt on the lower finger. Since thebolt did not seat firmly against the finger, the finger was able to move around,which lead to poor contact and severe arcing. This could explain the observed‘lightening bolt’ and loud ‘crack’ inside the electrical cabinet when thetraction power was engaged.Charged the batteries for several hours: still only a constant 6-7 amps.
  • September 11, 2006: Contacted The Locomotive Company concerning replacement contact fingers.Westinghouse Type UMA-325C Contactor, style 1256-906B, contact finger partnumber 757-451.In stock at $37 each: placed an order for four pieces.
  • September 9, 2006: Replaced the fuses in the 480 volt circuit with adapters to hold 20 amp fuses.Ran the charger for 5-6 hours: still only 6-7 amps.Decided that the contact fingers on G1 & G2 starting contactors should bereplaced.
  • September 2, 2006: Connected the AC power cord to the battery charger, and did a thoroughcompressed-air blow-out of the charger’s cabinet. Crossed fingers and turned onthe power (480 volt 3-phase circuit fused at 100 amps!). No smoke.However, the battery charging current was surprisingly low, hovering around 6-7amps. Previously, even with the batteries somewhat charged, the normal initialcharging current was 20-25 amps, decreasing over a few hours to 10-12 amps. Leftthe charger on for several hours.
  • August 26-27, 2006: Assembled an AC power cord for the battery charger. This was done by splicing aHEP plug to a 30-foot length of 12-3 SO cord. Connecting the cord to the powersupply remains to be done.
  • August 05, 2006: After a successful initial cranking of the engine with the cylinder cocks open,all electrical systems appeared to be dead when the engine start was attempted.Battery voltage was low, and a large arc was observed upon opening the knifeswitch (not normal). Concluding that something was drawing an abnormal amount ofcurrent, it was discovered that contactors G1 and G2 were welded shut. Un-stuckthe contactors, and filed the contact surfaces (very pitted!). More work withadditional filing and contact-cleaner is probably necessary.Contactors appeared to work properly after that, but by then the battery chargewas sufficiently low that the engine would not turn over. Further operation willnow need to wait until the 480-volt 3-phase power is available to hook-up thebattery charger.
  • July 29, 2006: Started the engine and ran for about 1-1/2 hours.
  • July 22, 2006: Performed pre-lube and started the engine. Ran for about 1-1/2 hours to give thebatteries a good recharging.
  • July 15, 2006: Performed pre-lube, and started engine without benefit offirst charging the batteries (the new location lacks a power hook-up at thistime). Engine started okay, but the initial aux generator current was unusuallyhigh (about 80-90 amps instead of 50 amps) due to the deep discharge on thebatteries.Performed switching (along with the Switchmaster) to re-arrange the equipmentinto a more aesthetic order. What a pleasure it was to be able to use the powerand speed of the locomotive on our new, longer track.Until the electrical supply issue is resolved, the engine will need to bestarted frequently to maintain the battery charge.
  • June 29, 2006: After studying the Westinghouse #6-ET Brake Manual, andexamining conditions on the locomotive, it was concluded that the position ofthe Automatic Brake Valve was the culprit. It was in the Holding position, whichkeeps the locomotive brakes applied (regardless of the position of theIndependent Brake Valve). Automatic Brake Valve was moved to Running position,and locomotive brakes worked normally. Reading the Instructions Triumphs Again!Assembled equipment was moved to Tumbleweed Park, with the Baldwin in the middleof a long string: caboose, steam loco, diesel loco, tool car, steam crane,diesel crane, flatcar and boxcar. Upon arrival at the new location, the Baldwinwas used to move the string of equipment into the new yard. Pushing & pulling atthe same time made for interesting slack action, and it was heavy enough thatthe Baldwin needed some sustained throttle above idle to keep it moving.Upon arrival at the park, the horn received its first real exercise in manyyears. No mere tentative toot, but a full-out long-short-long. What a gloriousnoise. We have no neighbors to complain at the museum’s new location!
  • June 28, 2006: Started the locomotive so it could be hooked onto the end ofthe assembled equipment for moving to Tumbleweed Park.Shortly after starting, experienced a problem with the locomotive brakes notreleasing: Independent Brake Valve had no effect. Continued movement oflocomotive by way of the Conductor walking beside the locomotive and manuallyopening and closing brake cut-off cock on one truck. Scary but effective.
  • June 24, 2006: Pre-lubed, started, and ran for about 2 hours. Topped-off theoil in the governor. Along with the Plymouth, used the locomotive to performdouble-ended switching for moving cars to track #4 in preparation of moving morecars to Tumbleweed Park.Despite 8-week hiatus since its last operation, the locomotive started easilyand ran well. Reverser stuck once, briefly, but then cleared itself.
  • June 20, 2006: Checked and refilled battery water (used just under 3gallons). Received new marker lens.
  • March 25, 2006: Repaired leaking oil level indicator cup on the front bearingof the rear traction motor blower. Removing three screws on the bearing shellallowed it to rotate enough to remove indicator cup. Also moved the indicatorcup to the other side of the bearing for easier access. Refilled with oil: checkstatus next week.Pre-lubed and started for ½ hour, for the purpose of a visit from Ken Keyer(BNSF Engineer) to give a lesson on the operation of the E6 Train Brake Valve.
  • February 25, 2006: Performed pre-lube and started engine. Ran for about 45minutes with no difficulties.
  • January 29, 2006: Used the Plymouth to move the locomotive out into the yardfor display at the Annual Membership Meeting.
  • January 21, 2006: Used the Plymouth to move the locomotive out into the yard,for degreasing of the ends, engineer’s side, and trucks. Washing the locomotivewas in preparation for the Annual Membership Meeting.Completed replacement of the numberboard ‘glass’ and gaskets. Replacementsobtained for the broken marker lenses are the wrong size, so new ones are beingsought.
  • January 14, 2006: Used the Plymouth to move the locomotive out into the yard,for degreasing of the roof and fireman’s side (most of the dirt was oil blownfrom the exhaust stack).
  • January 7, 2006: Reset fuel injector pumps to previously documented positions:From rear-to-front: 5-5-8-4-4-8-9-6Numbers refer to the pointer position on the engraved markings on the pumpplungers.Lubricated the fuel rack, blower bearings, and roller bearing-equipped axles.Noted that the oil level-indicating cup on the front bearing of the rear bloweris loose and leaking. However, the size and shape of the cup precludes turningthe fitting to tighten it. Must investigate this further, as this bearing is notholding its oil due to the leak.Pre-lubed engine, and then used the Plymouth to pull the locomotive into theyard. It started easily, and ran much better than last time (which is not to saygreat, but more like her old self). Reverser gave some trouble, but oiling andworking it by hand freed the mechanism enough to operate on its own.Ran for about 1 hour, and returned under its own power to parking spot.
• 2005
  • November 5, 2005: Performed pre-lube and started and ran for about 1 hour.Performed minor switching to position TC&GB flatcar for final display. Enginedid not as well as usual, and smoked excessively.Poor running is likely due to unauthorized adjustment of the fuel injectorpumps. Checking with Walt Eastland at GCRRy for advice on how to reset thepumps. Fortunately, the previous settings were documented, so if all else fails,we can reset as before.
  • October 15, 2005: Performed pre-lube. Used the Plymouth to pull the Baldwininto the middle of the yard lead. Started and ran for about 1 hour. Ran onown power back to parking spot. All systems observed ‘ok’.
  • September 24, 2005: Installed “glass” and new gasket in second of four numberboards.
  • September 17, 2005: Added distilled water to fireman’s side battery set, about4 gallons.Installed “glass” and new gasket in first of four numberboards. Looks great!Initially, it was desired to refurbish the mechanism thatchanges the color of the marker lights. This manually-operated device rotatesto position different colored glass (clear, amber, green, and red) between thelight bulb and the marker lens. However, these mechanisms are very rusted inplace, and one of them no longer has the holders for the colored glass.Therefore, attempts at fixing them will be abandoned for now. All four of themarkers are ‘stuck’ in the clear position.
  • September 10, 2005: Added distilled water to engineer’s side battery set.Despite being only about ½″ low, it took almost 5 gallons to fill thebatteries.Performed pre-lube. Used the Plymouth to pull the Baldwininto the middle of the yard lead. Started and ran for about 45 minutes. Ranon own power back to parking spot. All systems observed ‘ok’.
  • September 3, 2005: Checked water in batteries - need to replenish.Checked lubricating oil – ok.
  • August 27, 2005: Received new number board inserts (plastic), marker lenses,and gasket material.
  • August 13, 2005: Disassembled the air piping leading to the horn valve, in an attempt to inspectand clean the in-line air filter (suspecting it might be clogged like the filteron the compressor controller). Unfortunately, the filter canister broke upondisassembly. As a temporary measure, the filter was replaced by a short sectionof straight pipe until a suitable replacement can be found. Also broke a boltsecuring the valve to its bracket, and brand new pipe wrench fell part. Afterall the fuss, the filter appears not to have been clogged. Not a good day.
  • July 30, 2005: Performedpre-lube. Used Plymouth to pull the Baldwin into the middle of the yard lead,away from other equipment (to reduce diesel-dots). Started and ran for about 45minutes. Ran on own power back to parking spot. All systems observed ‘ok’.
  • July 23, 2005: Added tofuel tank, 1 quart “Dee-Zol”, Bell Additives Inc. A preservative for dieselfuel.
  • July 9, 2005: Disassembled and cleaned oil separator on crankcase ventilator. Replaced hoseon oil drain.
  • July 2, 2005: Pre-lubed and started ok, and ran for about45 minutes. Began disassembly of broken marker lights and number boards.Ordered new number boards. Bart to investigate replacement gasket material andreplacement lenses.
  • June 4, 2005: Added 10 gallons lube oil (used old oil resulting fromPlymouth oil change). Pre-lubed and started ok, and ran for about 1 hour. Madethe usual mess of everything within 100 feet.
  • May 7, 2005: Cleaned air line filter. Replaced rusted end screens withexpanded aluminum mesh, and replaced missing filter media with a copperpot-scrubber pad. Reinstalled filter, and finalized electrical connections.Pre-lubed and started ok. Air compressor operated automatically and reliably,maintaining pressure between 100 and 125 lbs. Removed temporary manual switch.
  • April 23, 2005: Pre-lubed and started ok. Calibrated air pressure controller,with electrical contacts disconnected. Manually cycled compressor several times:new controller operated correctly. However, upon connecting electrical switch,system began oscillating at the trip point, same as before!Suspicion turned to the canister in-line with the air controller system. Removalrevealed it to be a filter almost 100% clogged. Evidently enough air got throughto activate the pressure switch, but as the unloader valves operated, pressurewould drop, causing the switch to close, causing the pressure to increase,causing the switch to open…etc. An oscillating system!
  • April 13, 2005: Pre-lubed and started ok. Ran for about 2 hours, performedswitching in the yard.Noted small air leak around new plumbing on compressor controller.
  • April 9, 2005: Installed new brake hose on rear truck.Mounted and plumbed new air compressor controller with bracket (calibration andelectrical hook-up remain).Removed broken handle on #8 cylinder cock. Filed-down valve shaft to fitstandard faucet handle (as had already been done to other cylinders).Discovered sparrow’s nest in right-rear marker light housing.
  • April 2, 2005: Installed new brake hose on front truck.Performed pre-lube and started. Ran for about 45 minutes and did minorswitching.
  • March 26, 2005: Measured for compressor controller mounting bracket.Removed defective brake hose on front truck.
  • March 19, 2005: Added 10 gallons lube oil.Checked batteries – fluid level ok.Performed pre-lube and started. Ran for about 45 minutes and did minorswitching.No leaking observed from water pump.Verified operation of battery charging receptacle on fireman’s side (previouslynot used).
  • March 12, 2005: Completed filling radiator with plain water.Cleaned oil on commutator and around generator inspection covers.
  • February 26, 2005: Continued to add plain water to radiator (this is a very slowprocess).
  • February 20, 2005: Drained 165 gallons (3 –55 gallons drums) of antifreezesolution from radiator, and began process of replacing with water. Hopefullythis lower concentration will eliminate the water pump leak, while stillproviding some corrosion protection.Observed oil on commutator of main generator. This is due to oil dripping fromthe turbocharger and exhaust stack onto the generator housing, which eventuallyfinds its way inside the generator. This must be cleaned soon.
  • February 13, 2005: Antifreeze observed leaking from water pump (steady drip).Evidently putting antifreeze in the system was a mistake, despite lowerconcentration than before.
  • February 5, 2005: Emptied 110 gallons of plainwater from radiator (of 300 gallons total), and replaced with 30% antifreezesolution from barrels previously drained from engine.
  • January 30, 2005: Demonstrated locomotive for Annual Membership Picnic. Startedand ran up and down the track, with cab rides for quite a few members. Did a bitof throttle working to make lots of smoke. Rear headlight decided to work again– will have to keep an eye on that.
  • January 29, 2005: Used new air-operated pre-lube pump. What a difference! Engine lubed quickly:even had a few pounds reading on main and turbo pressure gauges. Thanks to Richfor the hydraulic hose and fittings, which make for no-drip connections.
  • January 22, 2005: Prepared for Annual Membership Meeting:Vacuumed interior of cab, stowed stuff from cab elsewhere.Degreased west side and handrails.Checked rear headlight bulbs – filaments ok. Need to diagnose why headlightdoesn’t work.
  • January 15, 2005: Added 10 gallons lube oil. Started and ran for about 3 hours and performedswitching. Sanders observed leaking on front truck.Pneumatic pre-lube pump purchased: working on various plumbing issues beforeputting to use.
  • January 8, 2005: Started and ran for about 2 hours. Moved loco about 50 feet down the track tofacilitate other switching activities. All systems ok.
• 2004
  • December 31, 2004: Re-installed bolt that fell out of #7 fuel injection pump.Added 10 gallons lube oil and performed pre-lube. Started engine andperformed extensive switching for 4-5 hours. Plymouth also in use for switching– another museum first! Accomplished major portion of plan to rearrange rollingstock.All systems operated well.
  • December 11, 2004: Added 10 gallons lube oil. Performed pre-lube. Started and ran for 1-1/2hour. This date marks the first time in the museum’s history that the Plymouthand the Baldwin were running simultaneously.Had three problems preventing the Baldwin from moving:Throttle not responding: traced to low oil in governor. Corrected by fillingwith oil.Direction control would not engage: traced to frozen reverser. Corrected byoiling and manually exercising reverser.Upon restart after fixing above problem, the engine was running very roughly.Quickly traced to stuck fuel injector pump on one cylinder (actuator stuck infull throttle position). Punched actuator and problem went away. Later oiled allactuators.Pushed two cars together 20 feet.
  • November 6, 2004: Added 5 gallons lube oil. Needs more oil, but current drum is empty. Need tomove another drum from bullpen.Started and ran for 45 minutes.
  • October 30, 2004: Started and ran for 45 minutes. Performed pre-lube since engine had not beenrun in several weeks.
  • October 8, 2004: Started and ran for two hours, performed switching for inbound cars fromAAPRCO convention. Manual switch for compressor worked fine despite engineer’sobjection to performing additional work.
  • October 2, 2004: Added 4-gallons lube oil.Made new washers out of copper, and replaced screws on (3) fuel filter vents.Leaking now stopped from vents. Minor leak remains around one filter bowl.Mounted temporary switch on control stand to manually operate compressor.Obtained Square-D compressor controller to replace existing unit.Bolt on lube oil strainer cover fell out (the one that wouldn’t tighten).Plugged hole with rubber stopper. Leaking largely stopped, but this is obviouslya very temporary solution!Started and ran for ½ hour. Performed pre-lube since engine had not been runin several weeks.
  • September 6, 2004: Tested S-16 controller. Responded well to pressureadjustment, but as pressure approached 140 psi, the rapid cycling started again.A temporary manual switch was used to control compressor during adjustment –this switch could be re-located to cab for manual operation of compressor untilcontroller is fixed.Started and ran for ½ hour. Performed pre-lube since engine had not been run inseveral weeks.
  • August 28, 2004: Re-installed bell. Matt discovered that after cleaning, it was only a matterof setting the correct combination of pressure and flow for bell to operate.Congratulations, Matt!Re-installed S-16 controller, but not tested yet in locomotive.
  • August 21, 2004: Removed Wabco S-16 Air Compressor Controller for cleaning and inspection.Cleaned controller, repainted steel parts. No obvious defects found. Benchtested repeatedly at 100 psi – worked flawlessly.
  • July 31, 2004: Cleaned, bench-tested, and re-installed magnet valve for compressorcontroller. Valve was quite dirty, but cleaning did not the solve problem ofcompressor not running.Located the source of compressor malfunction: failure of poorly spliced wires(a previous repair). Repaired the splice: compressor now runs, but still withrapid cycling problem. Still need to refurbish wires around compressorcontroller.Installed gaskets on fuel filter housings (previously missing), and replacedthree fuel filter elements. First filter was completely covered with a thick,dark, gelatinous mass. Still need to replace washers on vent screws.Added three gallons oil to crankcase.Installed four missing bolts on body panel, engineer’s side below radiators.Needs more work: some of the holes don’t line up; others have broken-off boltsin holes.Started and ran for one hour.
  • July 24, 2004: Re-installed armrest pads on engineer’s side. Nice upholstery job, Jane!Received new fuel filters (not yet installed).Started and ran for ½ hour (short time due to misbehaving air compressor).Removed Westinghouse FA-2 magnet valve used in compressor controller.Believed to be culprit in compressor not operating. Will attempt refurbishing.
  • July 17, 2004: Replaced rubber fuel line with new unit.Ran three hours, performed minor switching.Transferred approx. 450 gallons diesel fuel from reefer tank into locomotive.Observed that air compressor stopped operating. Was able to operatecompressor manually by closing air valve to unloaders.
  • July 10, 2004: Reinstalled throttle handle, after polishing brass and painting steelportions.Examined traction-motor blower bearings for means of adjusting axial play –none found.Bearing: Fafnir Bearing SAL 1-11/16″.Removed leaking rubber fuel line – gave to George to have replacement made.Removed one of three fuel filter elements - gave to George to findreplacements.Removed armrest pads from engineer’s side – gave to Jane to re-upholster.Started and ran for one hour.
  • July 3, 2004: Removed throttle handle for cosmetic restoration.Added three gallons oil to crankcase.Started and ran for one hour.
  • June 26, 2004: Received quote from TLC for complete replacement of bell ringer assembly:$226, 6-8 weeks delivery.Started and ran for one hour.
  • June 19, 2004: Obtained O&M Manual for Westinghouse S-16 Compressor Governor.Replacement parts for bell ringer are not available. Sent critical dimensionsof bell and ringer to The Locomotive Co. to assist in finding a currentlyavailable unit.Cleaned oil-cups on traction motor blower bearings. Found LubricationInstructions placard buried underneath dirt. All bearings now filled with oil(previous oiling was insufficient, due to ignorance of procedure).Cleaned more accumulated oil from fireman’s side exterior.Found replacement gasket for lube oil strainer in cab. Installed gasket,which reduced seepage, but strainer still leaks around bolt hole(s). Need toinvestigate installing heli-coils.Started and ran for one hour – ran smoothly at all times. Manipulated fuelrack during starting – started almost instantly.
  • June 12, 2004: Dick Spicer installed a Motorola RR radio in the cab, includingantenna and power wiring. Nice neat, professional job. Thanks Dick!Cleaned and adjusted air compressor governor, in attempt to solve rapidcycling of unloader valves. Unit did respond to adjustment of cut-in pressure,but this did not solve what has now been determined to be an intermittentproblem. Sometimes the main reservoir pressure will drop 10-15 psi beforecompressor loads (as it should), but most times it will cycle on and off rapidlywith a duty cycle of 10-30 seconds. Will investigate obtaining O&M manual onWestinghouse S-16 Governor.Started and ran for one hour. Experienced brief spell of rough running atabove-idle speed, including once a 2-foot flame shooting out the stack. Ran fineafter that.Bell: continuing to clean brass, and pursuing replacement parts for clapper.
  • June 5, 2004: Continued cleaning oil accumulation.Started and ran for one hour.Cleaning has revealed a solid brass bell under the dirt. Lookin’ good!Air-operated clapper has no replaceable seals, and old parts are worn beyonduse. Will investigate availability of replacement parts.
  • May 29, 2004: Added two gallons lube oil.Started cleaning oil accumulation from exterior, using degreaser and scrubbrush. Roof and part of engineer’s side are complete.Started and ran for one hour.
  • May 22, 2004: Started and ran for one hour.
  • May 15, 2004: Removed bell for cosmetic restoration and repair of air-operated clapper.Discovered leaking air brake hose on front truck.Measured oil pre-strainer for new cover bolts. Cleaned strainer.Measured four hoses around water pump (one of which needs replacement soon).Started and ran for one hour. Started without second person pulling on fuelrack. Cranking took longer, but started ok. No discernable leak from water pump.
  • May 8, 2004: Cleaned accumulated gunk from fuel rack, exposed grease fittings. Started andran for one hour.
  • May 4-5, 2004: Performed switching for receiving inbound cars. Derailed again, front axleonly.
  • May 1, 2004: Added 3 gallons lube oil, added radiator water.Started and ran for one hour. Water pump leak was only a few drips.
  • April 24, 2004: Added 2 gallons lube oil, added radiator water.Started and ran for six hours, performed switching for outbound cars. Waterpump leak stopped after about an hour. Derailed front axle on tight curve:rerailing went smoothly. Whew!
  • April 17, 2004: Operated the pre-lube pump, since engine had not been run in three weeks.Process did not take as long as last time, due to the shorter time the enginesat idle.Started and ran for ½ hour.Drained antifreeze/water mix from coolant system into six 55-gallon drums (a5-hour process). Refilled coolant system with plain water. This will avoidwasting the antifreeze until the water pump leak is fixed.
  • April 3, 2004: The Locomotive Company (TLC) has the parts in stock, necessary to rebuild thewater pump. Purchase will wait until sufficient funds are available. Parts andMaintenance Manuals have been ordered from TLC: donation courtesy of George Holtand Andy Szabo.Based on nameplate information we supplied to the Woodward Co., the governorwas sold to Baldwin in 1955, confirming our suspicion that it is not theoriginal governor. Printed the corresponding manual from the Woodward website –75 pages!
  • March 27, 2004: Explored Load Controller, and Governor. Determined that governor is differentthan any of several types currently documented. Must contact Woodward for properinfo.Further analysis yields that missing Automatic Shutdown device (though indeedmissing) is not responsible for need to work fuel rack while starting. Low-oilpressure shutdown feature is built-in to governor. Is this governor not theoriginal, and the Shutdown Device was removed when a governor with this featurewas installed?Started and ran for only ½ hour.Running stopped due to discovery of significant coolant leak from water pump.Area underneath pump and spirits equally dampened.
  • March 20, 2004: Accidentally discovered that "Over Speed Stop" functions properly (detailsintentionally withheld!).Identified and labeled several pipes.Started and ran for 1 hour.
  • March 14, 2004: Drained coolant system, and transferred 110 gallons ofantifreeze into system. Filled remainder of system with water (approximately 300gallons total system capacity).
  • March 13, 2004: Added oil to governor.Installed new metal exhaust cap stack.Tested new motor/pump combination. Success!Determined that missing Automatic Shutdown Device is causing the need to"work" the fuel rack during starting. Normally, this device pushes fuel rackaway from the "engine stop" position. This function must now be performedmanually until governor takes over.Started and ran for 1 hour.
  • March 6, 2004: Added approximately 18 gallons of 10W-40 oil to engine crankcase. 40W is therecommended viscosity, but the donated 10W-40 is better than nothing.Started and ran for about 2 hours – performed switching in yard.
  • February 28, 2004: Attempted a test of the pool pump – didn’t work. Motor was apparently bad.Tightened cover on oil filter housing – again.Started and ran for 1 hour.
  • February 21, 2004: Antifreeze donated by Prestone arrived this week.Outfitted old pool-pump for task of transferring antifreeze (line cord, hosefittings, and base plate).Measured for stack-cap and drip pans.Started and ran for approx 1 hour.
  • February 14, 2004: Added more water to batteries (full now).Replaced missing hardware on traction motor cable hold-downs.Started and ran for 2 hours, performed switching in yard.Had initial problem with going forward – problem seemed to be a stickingcam-switch in the controller housing.A discouraging amount of oil spewed out the stack. Hand rails and walkwayswere slippery with oil, and the roof is now entirely black. Time to find asource for piston rings.
  • February 7, 2004: Filled grease fittings on:Roller Bearings (4 axles).Fuel rack.Main Generator.Auxiliary Generator.Radiator Fan Motors (2).Taped worn areas, reattached brackets, and added nyloncable ties for armored cables on both trucks.Added water to batteries (5 gallons, still needs more).Attempted compression test at cylinder cocks – provedimpossible, due to unexpected pressure-release hole on cocks.Discovered “Manual Shutdown Plunger” on governor. Plungerwas accidentally pulled out, and engine would not stay running.Started and ran for one hour.Participants: Andy, Young Andy, George B., and Matt.
  • January 30, 2004: Reattached bracket on water outlet line (bolted instead of welded).Spliced broken weld on oil inlet line using ¼″ plate and bolts.Completed oiling of traction motor blower bearings.Added water to batteries (but needs more distilled water).Opened drain on intercooler – no result.Cleaned gauge faces on air compressor.Tightened bolts on base plates for injector pump/valve guides.Started and ran for about 45 minutes.Observations:Intercooler pressure gauge oscillates between 20-40 PSI.Compressor oil pressure gauge oscillates between 0 and ? PSI. Motion ofneedle is violent.Crankcase level is below LOW.Participants: Andy, Young Andy, and George B.
  • January 24, 2004: Added oil to journals, 30WCleaned oil strainer – very dirty, with bits of red paint from engineinterior, and a chunk of old gasket.Rotated handle on Metal Edge Strainer, opened drain plug with little result.Opened drain plug on turbo outlet casing with no result. Refurbished andcleaned plug.Inspected compressor air filters – dirty, blown out with no result.Started and run for 1 hour. Started even quicker this time.Tightened covers on oil strainer and full-flow filter (leaking).Tightened clamp on coolant hose, outlet pipe (leaking).Took photos, interior & exterior (cloudy day).Participants: Andy, Young Andy, & George B.
  • January 17, 2004: Applied second coat of Gyptal on main generator binding.Replaced spring-clip on #1 injector linkage.Added oil to 4 journal boxes, still needs more.Added oil to governor.Oil traction motor blower bearings, needs more.Start and ran for one hour plus.Documented gauge readings in cab.Evaluated broken brackets on two pipes (cooling, outletfrom engine; & lube oil, inlet to engine).
  • January 10, 2004: Devised a pre-lube pump, using a hand-operated drum pumpinserted through an inspection port. Added a tee and a valve to oil line toallow easy connection of pump’s hose. Using the pump is very difficult, so thispump is only a temporary solution.Pre-lubed engine until oil flowed from upper engine (threeguys working in shifts for about two hours!).Added oil to governor (30W). Needs more.Tightened valve covers.Added water to cooling system (quite a bit).Cleaned oil leak spills, to aid in locating their source.Checked priming of fuel pump – worked immediately! Flowwas verified at return line.Started engine using only batteries. Fuel rack must be“wiggled” while cranking.Tightened covers on oil strainer and full-flow oil filter(leaked while running).Retaining ring on fuel rack lever to #1 injector pumppopped off. Temporarily repaired with thin copper wire.Checked for previous oil leaks beneath turbo and mid-enginefireman’s side. No sign of oil leaking at this time, nor were any water leaksfound. Coolant water was checked again, but refill was not required.Moved engine 50 feet to test brakes – okay.
• 2003
  • December 2003: Replaced five sections of radiator hose (remaining 2-3 sections look okay fornow).Replaced section of copper fuel line.Rewound binding with jute string on main generator armature.Applied Glyptal insulating varnish on jute string (first coat only).Removed non-original and non-functioning electrical wires.Rebuilt connector and replaced wire on governor
  • November 9, 2003: GC crew was due in at 8:30 am, but didn't arrive until around noon. There was abig highway crash up north on I-17, so they had to take the "back way" toPhoenix. It took them six hours to get from Flagstaff to the Museum. Due tothe late start, the first important task was lunch at Sideburns (a localrestaurant -ed.).Even though none of them had ever worked on a Baldwin, it was familiarenough territory for them to jump right in. The first task on the primemover was to install the fuel injector pumps that had been rebuilt at the GCshops. That took several hours, with several more hours getting the fuelpump running. Initially, problems with the pump were caused by tiny bitsof dirt inside the pump gears. Once the pump was turning, a lack of flowwas traced to a faulty Emergency Fuel Shut-Off valve, which has been temporarilybypassed. Also, one of the copper fuel lines was replaced. Workcontinued into darkness, with the aid of the streetlights and a work light.We stopped for pizza around 7:30 pm and everybody left by 8:30 pm.While the diesel mechanics were doing their thing, the electricianinspected the various electrical parts: traction motors, main generator,contactors, etc. The main generator needs some work (burnishing the armature,reapplying some jute insulation), and there are some traction motor cables thatneed rehanging, but overall the electrical equipment looks pretty good.Work resumed early Sunday morning. Several gaskets on the oil system werereplaced. The GC crew brought an air-operated pump, which was used to pump oilfrom the crankcase up through the engine. We were warned of the necessity ofthat step whenever the engine has not been run for more than a week: otherwise,instant bearing damage will occur if the engine is turned over without the oilbeing circulated. About noon, the electrician was ready to press the StartButton(s). At first, not much happened, but after a few attempts, the enginebegan to slowly turn over. The repeated cranking wore down the batteries, so wehauled out the big welding transformer to provide some extra juice. Finally,with a little ether squirted into the air intake, the engine roared to life(okay - it was more of a cough than a roar, but it was a really big cough).What a Triumphant Moment!The next few hours were spent adjusting the air regulator and injector pumps,and checking brake operation. The numerous gauges in the cab all had goodindications. Robert Franzen was the first at the throttle, and the Baldwinbegan to move under her own power for the first time in many years. AnotherTriumphant Moment! Robert used the Baldwin to push the crane and the Plymouthto the north end of track #2, and the Denehotso to the south end of track #2.With several of the passenger cars gone for the BNSF trip, that provided a nicestraight shot down track #2 for some real fun!The GC crew needed to start on their trip home, so we thanked them profusely andsent them on their way. I got the opportunity to run the Baldwin back and forthseveral times. What a blast!After a little "play time", I returned the Plymouth, crane and Denehotso totheir respectful positions, and sadly shut off the Baldwin. At that time, wedid discover some large oil leaks on the prime mover, but (I think) they are notcatastrophic. We were all pretty worn out by that time to investigate anyfurther.Based onrecommendations by the GC crew, we have quite a long list of things that needattention. Some of them need to be done before the engine is used again(bad coolant hoses, a small fuel leak, and the above mentioned oil leaks), butthe rest can be taken care of as time allows. Overall, the help provided by theGC crew was enormous. Despite all of our best intentions and desires, we couldhave never accomplished what they did in just two short days.