Mt Rainier Scenic Railroad News

The winter months are upon us and for MRSR that means more time to work on the various projects we have on our very long to-do list.  One of those projects is the rebuild of ex-Rayonier, Inc. (nee-Polson Logging) 2-8-2 #70 (Baldwin, 1922) which has been on-going for too many years now.  It’s time to get the project done, and by that I mean we need to have the locomotive ready for service before this summer operating season begins.  The locomotive we have been running regulary for the last couple of years, ex-Hammond Lumber 2-8-2T #17 (Alco, 1929), has finally reached the end of its federally regulated 15-year service life and is now out of service pending repairs and recertification of its boiler.

Work on the #70 has notched up a bit since the completion of Willamette #2 and the end of our operating season.  The total rebuild of the locomotive’s running gear (wheels, axles, etc.) is getting closer to completion as machinist Gerry Petitjean has the newly-cast shoes and wedges (the pieces that center the drive wheels in their respective frame openings) almost finished with only one more set to install.  Some years ago the cylinders were bored out to remove imperfections, so it was determined that the pistons would need to be built up in order to fit the cylinders properly.  They were recently delivered to our good friends at All-Cast Welding in Tacoma to be heated and built up with cast iron rod.  They should be done very soon, then they will be turned in our lathe to the proper diameter and fitted with new rings.  All-Cast is also building up one of the bearing boxes for the trailing truck wheelset.  We have newly cast bronze bearings which await babbitt lining, then the trailing truck wheelset can finally be installed.

While that work is underway, we’ve also been applying whatever other parts to the locomotive that can be installed without interfering with the up-coming hydrostatic test of the boiler and its FRA inspections.   The air compressor rebuilt by Backhop Enterprises, Inc. in Colorado was installed onto the left side of the boiler, along with both air reservoirs and associated plumbing.  A local resident donated sufficient 2″ thick fir lumber to properly install the running boards and cab floor.  The cab was then installed for good and now Marcel Saterdal, the guy who did all of the beautiful cab woodwork in the Willamette, is working on all-new woodwork for the #70’s cab.  Tim Gordon and I have also been installing all of the locomotive’s air brake piping.  The tender is about 95% finished, too, with only a few small jobs left to complete.

Yesterday we had a work party day organized by Brian “Macster” Bundridge which brought about a number of volunteers to work on the #70 and the other on-going project which is our observation car “Nisqually River.”  This car has been out of service for a number of years following it’s last interior re-do that didn’t turn out so well.  So now the car is getting a thorough make-over to turn it into MRSR’s first-class lounge car for charter and special events use.

Part of the appeal of doing a project like the “Nisqually River” is digging up the history of what you’re working on.  Two MRSR volunteers, Jack Boykin and Aaron Schwarz,  have been instrumental in uncovering the history of this unusual car.  Our “obsy” was built in 1917 by the American Car & Foundry Co. of St. Louis, MO for the U.S. Bureau of Mines.  “Mine Rescue Car” #5 was apparently assigned to the bureau’s Seattle station where it served double duty.  First, the rescue car was a rolling classroom, teaching rescue practices and use of rescue equipment.  Second, during an actual emergency, the car could be dispached to a point near the mine to help with the rescue operation.  Our car was transferred tothe Dept. of Interior (and later the Dept. of Transportation) for use on the Alaska Railroad.  At some point in its life the car was updated with air conditioning.  The original clerestory roof of the car was modified with ducting down both sides, giving the car the appearance of a more modern streamlined car.  The car was retired in 1980 and sold to the Purdy Company of Chehalis, WA for scrap.  The car was acquired by the Western Forest Industries Museum in 1982 for use on the Mt. Rainier Scenic Railroad.  The first use of the car was as a ticket office and giftshop in Elbe.  The car was eventually readied for passenger service in 1986 and used periodically until about six years ago.

The “Nisqually River” was moved into one of our buildings last fall and has since had its interior stripped out to expose the interior framing.  All of the original windows were rotten and removed.  The car is now getting its exterior stripped down in preparation for repairing and painting.  The first order of business is to stop the corrosion on the roof and walls, then get the car weather tight.   Yesterday’s work party moved us just that much closer to getting that work done, but there is a lot yet to do.  We’d like to see this car returned to service by summer, so if working on an old passenger car is your cup of tea, we’d sure welcome you to come out and give us a hand!

Matt and Jason Hill installing one of the very heavy cast steps at the front end of the left side running board on the #70.  Matt, Jason and Dean Barbour also fabricated a new bracket and installed a short running board behind the air compressor.

Dean Barbour works on the lumber for the right side running board on the #70.  When that was done, Dean, Matt and Jason installed the compressed air cooling piping on this side, too.

Here’s Rex Noble fabricating and installing the oil reservoir heater piping at the front of the tank.  Another job on the tender to-do list done!

Our observation car, “Nisqually River” getting moved inside for work.

Jim Fitch lays down on the job as he works to remove rust and debris from the interior of the car’s walls.  The steel was then coated with a rust converting primer.

There seemed to be a lot of lying around that day!  Larry “Santa Claus” Bell applies a coat of enamel over the dried rust converter.

Andrew Walker keeps the painting process moving along.  The interior is getting brighter!

On the other side of the car, Nathan Rich removes the wood blocking from the steel framing to expose the metal underneath for cleaning and painting.  Many of the blocks will be reused when it comes time to install the interior paneling.

Brian “Macster” Bundridge working hard to remove many layers of old paint from around the windows.

On the outside of the car, Brian Bundridge (on ladder), Jim Fitch (left) and Craig Magnuson put their backs into removing all of the old paint.  There is still about 60 feet of paint on this side of the car, and another 80 feet on the other side yet to do!