136 Photos - Jan 20, 2010
Photo: OCR TU-1800 loaded up and ready to leave Walkley (Train) Yard.
Courtesy of Ross Towing.Photo: BRS' newly acquired OCR TU-1800.Photo: Getting ready to remove the body.Photo: Body removed and safely stored in museum warehouse.Photo: CBL Chassis with the body removed.
 Prior to be steam-cleaned.
Note hole in right-top of aluminum firewall panel where battery sits. This entire panel will be replaced.Photo: Front of CBL Chassis with the body removed, prior to steam cleaning. 
Note sag on front upper frame sub-assembly.
Also note ice cutting ridge on surface of front left wheel.Photo: Woodings Transmissions. Series 8 top. Series 7 bottom. (Our CBL is e/w Series 8 and a candidate for rear differential flip.)
Photo courtesy of Gordan Wallick, P&W Shops.Photo: P&W Shop CBL Wiring Redesigned Firewall.  Their main fuse is a 40 amp "Max" fuse with
        10 AWG wire to a 12 circuit distribution block. 
Photo courtesy of Gordan Wallick @ P&W Shops.Photo: Steve steam cleaning the CBL chassis.Photo: Photo showing the left-rear rail bracket disassembly (Part logged/tagged as "2010-Jan-27 #1"). 
Note spacer washers used. Perhaps a properly sized replacement bracket can be fabricated?
The electrical switch to the right of the lift rail was the temporary brake light switch installed during the 2009 summer to meet NARCOA regulations.
Photo by Jack Loucks.Photo: Photo of left-side aluminum side wall showing location of original engine kill toggle switch and (remains of) seat (tunnel cover) draw latch (logged/tagged as 2010-Jan-27 #2).
Notice rusted/brown support brace on left angle up-right; this was to reinforce/repair a severed frame upright. A similar problem occurred on the right-side as well.
Photo by Jack Loucks.Photo: Photo of interior of left-side panel showing original placement from L-R of Fuse Box (W), Horn Relay (Q), engine disable/kill switch, and Starter Solenoid (N).

Photo by Jack Loucks.Photo: Photo showing disassembly of front-right lift rail bracket.Photo: Photo showing placement of support bracket and mounting orientation/location on the inside of the left side aluminum side panel.
Photo by Allan Westland.Photo: Photo showing steam-cleaned chassis back in the shop.
The left-side aluminum tunnel panel and wooden floor boards have been removed, and the step rail cleaned.Photo: Photo of P&W Shop's NEGS 100 (Woodings CBL) equipped with custom front frame gussets. Note solid rectangle frame pieces on top and sides of nose section too. 
Photo courtesy of Gordan Wallick, P&W Shops.Photo: Example of seats added by P&W Shops on their NEGS 100. These are available through Dean Marks, Fredericksburg Shops. fredshops@earthlink.net . Keep in mind that there is just enough room (width-wise) for these seats with the seat foam bottom being squeezed by the door when closed. Passengers sit with one 'cheek' on the railcar tunnel.
Photo Courtesy of Gordan Wallick, P&W Shops.Photo: Another picture of seats added by P&W Shops on their NEGS 100.
Photo Courtesy of Gordan Wallick, P&W Shops.Photo: Operator's console removed and cleaned.Photo: Test fitting the new left fire-wall aluminum sheet.
Right-side step frame has been stripped of paint and cleaned.Photo: View of the chassis with the console and fuel tank removed and the new aluminum fire wall in place and ready for attaching to frame.  
The original aluminum firewall panel was corroded by battery acid, so the entire panel was removed and used as a template for the new section.Photo: CBL's fuel tank removed from chassis and sitting on our work bench with the exterior paint removed/cleaned.
Plywood sub-floor sections lay under the tank, cut-to-size. This plywood will be eventually covered with diamond plate as a non-slip surface.Photo: At first glance, this would appear to be the Dash Light (AA), but in reality this is the Transmission Speed Indicator. It is physically connected via a rotating cable to the tranmission output shaft. When the transmission is rotating, the disk in the housing (on the right) spins providing a visual indication to the railcar operator. This is important feedback so that the transmission shifter is not moved while the internal gears are rotating.  

Underneath the red file folder is some of the diamond plate that will be installed as a non-slip surface in the railcar foot wells/floor.Photo: Side view of chassis with new aluminum tunnel wall set in place.Photo: Matt Shuman, of Redding, CA operated Woodings.  Matt is President of the Shasta Cascade Rail Preservation Society.
This photo shows an option of securing of NARCOA tow-bar on CBL front below lift arms.
Photo courtesy of William Parson, wparsons@ix.netcom.comPhoto: Photo of the underside of the console on NEGS 100. This shows the Dash Light (AA) on  the top-right, with the wire coming out of it just underneath the letter "F". To the 7 o'clock position of the light, is the underside of the spinner where the transmission speed cable is connected. 
Photo courtesy of Gordan Wallick, P&W Shops.Photo: Photo of NEGS 100 Console. The Dash Light (AA) is the silver dome on the left. It is shielded except on the far quadrant (you can't see it in this view). It casts light on the Transmission Speed Detector/spinner, seen just north of the "hours meter".
Photo courtesy of Gordan Wallick, P&W Shops.Photo: Example of an electronic transmission speed detector. Note the white and black marks on the driven clutch. These are read by an "electronic eye". An LED in the circuit, mounted on the control panel, flashes "on an off" as the white and black marks move past the electronic eye. When the flashing stops, so has the driven clutch. This is a Tamper Motorcar owned by Rob Baur  pearbaron@msn.com  who lives in Oregon. 
Photo courtesy of Rob Baur.Photo: Our CBL Fuel Tank filled with water to test for leaks, and actually 'leaking'.
Photo by Jack Loucks.Photo: Ross repairing the fuel tank. 
Note the use of a soldering iron versus a torch which would be very dangerous by risking igniting any residual gas fumes in the tank. 
This photo also clearly shows the fuel 'sight glass' gauge running diagonally on the one end of the tank.
Photo by Jack Loucks.Photo: Closer look at one of the holes along the bottom seam in the fuel tank being prepped with solder flux. 
(Taped) spout on right is attached to fuel supply line to engine.
Photo by Jack Loucks.Photo: CBL Fuel Tank with new rectangular piece of Galvanneal (Satin Coat/Wipe Coat) installed by Ross and Jim.Photo: This is the fuel gauge we installed on our CBL.

It is a Stewart Warner's Gauge, Fuel Level, Elec, HD, 240Ohm, 2-1/16"

Part Number: 284M

Photo courtesy of

http://www.sw-performance.com/index.php?page=details&p=284MPhoto: This is the fuel sending unit we installed on our CBL.

Stewart Warner's Fuel Level Sender, 240-33.5 (Empty-Full), SAE 5 hole (Float Arm)

Part Number: 114876

Photo courtesy of
http://www.sw-performance.com/Photo: New left-side panel is in and riveted in place.
Speeder was steam cleaned a second time.Photo: Example of a lever activated switch (available from Les King and NAPA) used on a Fairmount MT-19.

Apparently, this has become a preferred NARCOA brake light solution for many types of rail cars.
A similar switch could be used on our CBL.


Photo courtesy of Wayne Parsons. wparsons@ix.netcom.comPhoto: Example of lever activate brake switch mounting on a Fairmount MT-19.
This bracket is made with one inch "T" stock.
Photo courtesy of Wayne Parsons.
http://pw1.netcom.com/~mparsons/UP2644.htmlPhoto: Photo of our CBL's transmission with the cover temporarily removed.
This was done to confirm that yes, the idler gear is, indeed engaged when the car moves forward.Photo: Rear Axle removed from CBL.
This was done to attempt to temporarily flip the rear differential and reposition the axle to see what the re-mounting challenges might be.Photo: Another photo of the rear axle removed from the CBL.
Note there are only 4 bolts holding the wheel to the axle, even though there are 8 holes.Photo: Allan, Ross and Steve working on the rear axle disassembly. 
Note the bend/sag in the 1"x1" horizontal aluminum frame pieces.  Could we have possibly bent these with our fork-lift exercises?Photo: Rear axle disassembly. Aluminum frame and wheels removed.Photo: Rear axle disassembled with cleaned aluminum frame. 
Frame ready for new 1x1 pieces.Photo: Photo of rear differential with cover removed.
Note that the axle shaft has moved to the left an inch or so due to our "disassembly efforts". 
Water was also found inside the cavity, which was unexpected, but will be rectified with new oil and gasket.Photo: Repaired rear axle aluminum frame.
Cleaned spring and spring frames.Photo: Rear axle flipped on frame to investigate the mounting geometry .Photo: Rebuilt fill plug (ex-drain plug) with vent in place.Photo: Rear axle flipped 180 degrees and attached with custom aluminum spacers and new mounting bolts.
The (shorter) spacers, on either side of the differential with mounting bolts, were fabricated to provide the original driveshaft geometry back to the transmission.
Rear end ready to to reinstalled on Saturday and tested.Photo: Spring and axle hubs repainted.
Rear axle complete and ready for re-installation of springs and install on car frame.Photo: New pivot pin machined by Ed Sr. for rear axle spring (on right). 
Compared with original (on left).
The originals were held in place with cotterpins in the bottom/back. 
The circlips will make future disassembly much easier.

Photo by J. LoucksPhoto: Jim installing new cotterpins on rear axle.
The washers were not installed originally, but were added during reassembly.

Photo by J. LoucksPhoto: Another view of the cotterpin installation. Note the rubber bushing on the top pin. 
This rubber bushing protects the upper pin when/if the spring is completely compressed.
You can just see the spring pivot pin at the back in the top of the picture.Photo: Rear axle re-installed on the frame and the driveshalt temporarily connected to check the geometry.
This view is looking from the front of the railcar, down the tunnel towards the rear axle.Photo: A closer photo of the differential mounting configuration.Photo: A photo of the rear differential (now rotated 180 degrees) and reinstalled on the CBL.Photo: Ed and Duncan checking the setup on the Stanley lathe.
The lathe is being used to remove the ice-cutter ridge on the CBL Wheels.

Photo courtesy of Ross Robinson.Photo: A closer look at the lathe turning the CBL wheel.
A custom jig (a rectangle piece welded to a cylinder/pipe) was fabricated to securely hold the wheel to the lathe.

Photo courtesy of Ross Robinson.Photo: A shot of the Stanley Lathe in the Canada Science and Technology Museum's Machine Shop after the ice-cutter ridge was successfully removed.

Photo courtesy of Jack Loucks.Photo: The lathe crew, L-R, Ross, Allan, Ed. Sr, and a new DHC member, inspect the fruits of their labour.

Photo courtesy of Jack Loucks.Photo: Left front hub parts removed for inspection.
Order from L-R as installed on the axle.
Castle nut and cotterpin missing in photo and would be on far right-hand side where the Combination Square is located.
Note the far left bushing followed by a tapered roller bearing, then the wheel hub.
This is different assembly order versus the right-hand hub side, as we discovered.Photo: Right Front Axle parts removed for inspection.
Parts are laid out (L-R) in the order they are installed on the axle. 
Castle Nut and cotter-pin on far-right.
Note that the first item on the left is the roller bearing; which differs from how the left side hub is assembled.

The Operator's Manual doesn't cover this.Photo: Photo of left-front axle about be disassembled.

It was pointed out by one of Jim's Grandsons that our CBL's left-front suspension had a broken leaf spring!Photo: Photo showing the arrangement of the left-front axle frame mounting bolts.

Photo by Jack Loucks.Photo: Photo of (missing/broken) left rail sweep.

Photo by J. LoucksPhoto: Photo of right rail sweep prior to removal.
The main part of this assembly is fabricated from cast-aluminum.

According to Ross, the Rail Pad is a piece of conveyor belt material (cut to size).

Photo by J. LoucksPhoto: Photo of the underside of the right rail sweep showing how the rail sweep is attached to the axle frame.

Photo by J. LoucksPhoto: Photo showing the (black) Speedometer Cable assembly fabricated and installed by Allan Westland for Transmission movement indicator.Photo: Charls removing the left-side brake assembly for closer inspection.Photo: Right-side of railcar with front axle removed, restored front axle frame top installed and rear wheel installed.Photo: Close up of the left rear wheel re-installed with 8 bolts (it only had 4 bolts installed when we took the wheel off originally).Photo: A close look of one of the brake pads. The bolt heads were worn down as well, as shown in this photo. This would not provide the necessary safety we need for railcar excursions. 
As a result, all the brake pads will be replaced.

Photo by J. LoucksPhoto: Our CBL's Builder Plate...stored, but not forgotten! Duncan had removed this from the CBL because rail car name plates have a habit of being stolen.

Plate reads as follows:

BELT NO. 6303

Photo by J. LoucksPhoto: Brake linkage assembly removed from CBL for cleaning and inspection.
Bottom end of assembly in picture operates the left-side brakes.Photo: Ross' "Reverser-reverser" under construction.
This will keep the transmission lever operating in it's original orientation.Photo: Charls test fitting a new (oak) brake pad on the left rear wheel.Photo: Left brake linkage restored and re-installed on the railcar.
New (oak) brakepad test fitted on left-rear wheel.
Aluminum fender/guard cleaned and reinstalled.Photo: Ross' "Reversing-Reverser" a work in progress.Photo: Gas tank back from the shop.
New coat of paint applied.
Note that the original fuel site glass has been removed as we will be using an electric fuel gauge on the operator console.Photo: Photo of left-side, front axle re-installed with new single leaf spring in place.
Spring custom fabricated by Malmberg Truck Centre using original spring as a reference.

Photo by J. LoucksPhoto: Another photo of the reverser-reverser.Photo: Photo of the reverser-reverser brake linkage.Photo: Photo showing the rear-end support bracket for the reverser-reverser.Photo: Front Left Wheel re-installed on the CBL.

Photo by Jack LoucksPhoto: Initial placement of fuel tank.

Photo by Jack LoucksPhoto: Left side CBL with wheels and new brake shoes (now painted with several coats of lacquer) installed.

At this point, all running gear work is complete.Photo: New fuel sending unit installed in the fuel tank.

Tank depth is 9". As per installation instructions, fuel sending unit's swing arm was custom cut to 7.95".Photo: Close up photo of new fuel sending unit installed in the fuel tank.

Photo by Jack LoucksPhoto: Jim prepping to paint wood preservative on the new plywood floorboards.

Photo by Jack LoucksPhoto: Freshly painted floor boards laid into position. 

The floor boards had to have holes counter-sunk along the bottom outside edge to allow the board to seat properly on the chassis frame.Photo: New diamond plate floor boards test fitted.

These were added on top of the plywood sub-floor to provide a non-slip surface for operator safety.

The disadvantage of using diamond plate is it is quite heavy.Photo: Photo of original, left-side wiring to rear end light bar prior to being removed/replace. For reference, note cable clamp on bolt at top.

Photo by Jack LoucksPhoto: Photo showing ground connection on centre tunnel aluminum L-bracket at rear of CBL.

Photo by Jack LoucksPhoto: Wiper Motors 'bench' tested "OK".

These were tested using a spare fused circuit on the CBL while we rebuilt the electrical system to ensure we would be installing working units later in the body reassembly.Photo: Perhaps a Serial Number? or mold ID? 

This ID number is located on the CBL fibreglass body and reads as follows:


Photo by J. LoucksPhoto: Ross inspecting the inside of the CBL body.Photo: Reinforcing strips added by Charls on CBL body's bottom edge.

Photo by J. LoucksPhoto: Some of Charls bodywork on CBL.

Photo by J. LoucksPhoto: Rewiring in progress on the Operator's Console. 

Notice the brake switch mounted at the bottom of the brake lever slot. 

Also the added finger groove plate (a Ross Robinson invention) for the transmission lever to ensure the transmission brake is applied before changing direction.

Photo by J. LoucksPhoto: Operator Console Rewiring almost complete. Cable clamps yet to be installed.

Underside of Operator's Console with black spiral wrap and wire labels installed. This spiral wrap was selected because (a) it allows wiring to easily exit/enter along the cable harness, and (b) it won't show road dirt.

Spiral Wrap 1⁄4" ID p/n 769812 UV Black from Techspan.

Photo by J. LoucksPhoto: Fuse Block with wrapped, with soon-to-be-secured, cable harness.

New Ignition Kill Relay (replacing original engine disable/kill switch) is to the right of the fuse panel.

Self-adhesive tie-wrap hold downs were used temporarily during rewiring and would be replaced by proper cable clamps.

Photo by J. LoucksPhoto: Cabling harness wrapped near Starter Solenoid.

Photo by J. LoucksPhoto: Inside Door Handle 
Photo 1 of 4.
Photo Courtesy of Dave Greek.Photo: Inside Door Handle
Photo 2 of 4.
Photo Courtesy of Dave Greek.Photo: Inside Door Handle
Photo 3 of 4.
Photo Courtesy of Dave Greek.Photo: Inside Door Handle
Photo 4 of 4.
Photo Courtesy of Dave Greek.Photo: Photo of juryrigged wire used on Tecumseh motor between governor (top left) and throttle lever (right).

Photo by Jack LoucksPhoto: Photo of proper spring used on Tecumseh motor between governor (top left) and throttle lever (right).

Photo by Jack LoucksPhoto: Charls busy working on the right-rear bottom edge of CBL's body.

Here you can see the original Woodings factory body paint (CPR Yellow) under the OCR black.

Photo by J. LoucksPhoto: Close up photograph of reinforced (bottom) edge of car body.
Photo by J. LoucksPhoto: Left Front Rail Sweep Mounting Hardware 
(As received from OCR and removed off the chassis.)

This h/w appeared to be not original as a 3/4" nut was used as a spacer. As both bolts were bent. New mounting h/w was purchased.

Photo by J. LoucksPhoto: New Rail Sweeps fabricated by Alumaloy Castings 
based on patterns designed by BRS Volunteer, Bob Moore.

You can read more about the fabrication on Bob's blog here:

Photo courtesy of Bob Moore.Photo: Original Rail Sweep Pad (Left). New Sweep Pad (Right). Material is 1/2" Conveyor Belt (5"x5"). 
Qty 4 custom ordered and purchased from Hydro Silica Gasket 


Photo by J. LoucksPhoto: Mounting hardware of right-front Rail Sweep.
New stainless steel h/w used with single Nylock locking nut.

Spring keeps tension on the Rail Sweep to allow it to be held up out of the way during transport.

Photo by J. LoucksPhoto: Right Front Rail Sweep complete with Sweep Pad.

Sweep Pad will be cut to final length after trial run on shop track.

Photo by J. LoucksPhoto: Test fitting body after chassis shake-down test.

Photo by J. LoucksPhoto: Door hardware Photo. 
We were missing a hinge bracket and the striker assembly for one door.
The hinge was manufactured by Eberhard Manufacturing Company. The striker h/w manufacturer is unknown.

Photo by J. LoucksPhoto: Photo showing the hinge off-set.

Photo by J. LoucksPhoto: Photo of the opposite side of the door hardware.

Photo by J. LoucksPhoto: Ed Jr. tack welding an aluminum door brace (1 of 4) designed by Ross to tighten-up the door opening on the body.

Photo by J. LoucksPhoto: Right-rear door brace/strut.Photo: Ross and Jack working on installing the right door front support brace/strut.Photo: Bob working on the left door bottom latch.Photo: Left door installed.Photo: Photo example of original CBL Front Door Handle.

Photo courtesy of Gordan Wallick, pwshopsPhoto: Photo example of original CBL Front Door Latch.

Photo courtesy of Gordan Wallick, pwshopsPhoto: Front Door Latch reassembled.Photo: Fuel line/filter position in relation to the tank and fuel pump.

At the moment, the fuel does not stay in the filter and causes a problem with starting the engine.

This filter was ultimately replaced with a smaller profile unit (Briggs and Stratton), and this seems to have resolved the fuel flow/starvation issue.Photo: Photo the left-side of the brake shaft U-assembly installed 180 degrees from it's original position. This will act as a drive-shaft hanger in the event the drive-shaft falls off the rear differential.

As the spring normally mounts to the rear axle frame, it will now need to face/mount forward to achieve the same brake lever behaviour.Photo: Photo showing the reorientation of the brake shaft. 

This will act as a drive-shaft hanger (catcher) if/when the drive-shaft should ever disengage from the rear differential.  Should the drive-shaft ever disengage from the front (transmission), the shaft will land on the lower front frame cross brace.Photo: View through a door window showing the window damage the hinges make without a door stop.Photo: Photo showing custom stand-off (hockey puck) door stop made by Bob Hobbs.Photo: Photo showing the bungee cord between the two doors. This is used to hold the doors open during travel.

This photo also shows the final body colour (Ottawa Central Railway black).

Sealed Beam headlights have been installed on the rear light bar as per manufacturer.  The original tail lights just happen to come equipped with stop light filaments and we wired these as brake lights to meet NARCOA requirements.Photo: Stainless Steel eye-bolt addition to doors. 

These are used along with a bungee cord to stabilize open doors during travel.

Eye-bolt simply replaces in an existing bolt on the door handle.Photo: Paul Bown, poster-boy for the Dirty Hands Club.

After one of his egresses from cleaning the Steam Crane's firebox in preparation for winter storage.Photo: Front seat removed to show wooden cleats added to the underside to secure the seat in position during use.Photo: Reupholstered dash and side panels. 

Upholstery services provided by Jerry at Got It Covered www.gotitcovered.ca