- REPORT to the CITY of KINGSTON

ENGINE 1095 RESTORATION PROJECT

- SURVEY IFINDINGS AND RECOMMENDATIONS

Kingston ON, 27 August 2007

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COUNCIL MEETING1 9SEP 18 ’07

- Enaine 1095 Restoration Proiect

Survey of Engine 1095 ‘The Spirit of Sir John A’

Appearance Condition

Report and Recommendations

1 .O Introduction:

This survey was made on August 8‘h 2007 with the approval of the City’s Cultural and Heritage Division, by a group of interested citizens and engineers, the ‘Engine 1095 Restorers’, to determine the extent of work, facilities, skills and materials required to restore the historic (not operational) appearance of the Engine 1095 ‘The Spirit of Sir John’.

This locomotive, built by the Canadian locomotive Co Ltd in 191 3 for the Canadian Pacific Railway, constitutes a monument to that waterfront industry, and was set up on a section of the original track of the Kingston and Pembroke Railway adjacent to the Inner Station in Confederation Park in 1966 through the efforts of the Junior Chamber of Commerce.

2.0 Backaround:

Despite forty years in the open, rusting cab and tender, loss of the boiler cladding, and poor appearance, access to the cab and to the engine being fenced off it has been the prime object of attention f c r visitors and their cameras. Early in 2007, following informal contacts, Douglas Smith and David Page under the auspices of the Kingston Division of the Canadian Railroad Historical Association met with the City Cultural and Heritage Division under Mark Fluhrer, Robin Etherington and Marcus Letourneau to discuss the poor condition of engine 1095, what might be done to rectify it, and whether the City would countenance assistance in doing so. The City indicated that it intends to maintain 1095 as an important heritage item and welcomed ‘Engine 1095 Restorers’ input to put forward a proposal for the restoration of the engine.

The City was advised that the first step would be a condition survey to identify missing and deteriorated features of the locomotive from which the scope of the restoration work, skills and facilities required and a budget and schedule developed for the project.

Once this prospectus has been accepted by the City, the ERG would proceed to constituting their group and expand it from the many volunteers that have come forward

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by electing officers to positions required to make ERG operational. This is the stage at which project is currently at.

3.0 The Survev results and conclusions:

The survey of engine 109!5 was undertaken by five volunteers, qualified to do so variously by their background in locomotive manufacture and maintenance and activity in railroad and local historical groups.

The survey listed the following defects of missing items, damage, rusting out paintwork etc.,

Marker lights:

Possibly available through other museums

The steel sheet boiler and cylinder cladding:

scrapped after the removal of asbestos. Drawings. Sheetmetal shop

Smoke box and Chimney:

the smoke box door should be opened to clean it out and see the state of it.

a chimney cap should be made and fitted to it to seal the smoke box from water ingress and birds.

Buffer beams at front of locomotive and back of the tender:

drawings or derivedl from other -existent D10 engines

The cab and most of its interior fittings and gauges have been removed.

Gauges possibly available. Regulator, fire door levers, fabricated. Wooden seats and floor, carpentry. Cab could be made more authentic with a flicker red light in the fire box

Cab access now prohibited. This important area must be open to the public. Needs to be reviewed.

Safe access from the lower park with a staircase and a foot bridge from the upper level could be set for one way through flow.

This would detract from full length view of locomotive

Cab closure screen:

the expanded sheei: metal screen precludes any photography of the cab layout.

This should be replaced with heavy safety glass or perspex 2

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Cab and Tender body sheet metal work:

The rusting out andl perforation of much of the lower areas of this sheet metal may be beyond the cut-and-patch stage and mean replacement of whole panels, requiring drawings. There is a riveted doubler strip around the bottom of the tender which is, externally, an excellent example rivet work and must be preserved however the sheet metal repairs are effected. The feasibility of repairing the tender tank an coal box is questionable because of the advanced state of the rust on the interior surfaces which could not be effectively rust proofed.

Removing the tender from its frame if its possible to an off-site contractors shop may be the more cost time effective route rather than attempting the work in situ.

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The cab body interior condition is not so severe and so amenable to in-situ reconstruction.

The motion, rods and valve gear are currently painted silver.

The motion rods in its entirety must be burnished and coated with varathane to give it an authentic appearance.

Paintwork.

While CPR freight locomotives were nominally matte black (stove)paint in operation the paint work was wiped down with oily cotton waste whereby it did have a bit of sheen. So while the locomotive and tender final finish should be to the original painting diagram, with the ‘Spirit of Sir John ,A.’ logo designed in compliance every effort should be made to highlight and embellish ,the locomotive and its accessories to the extent of seeing if the CPR colour could used in gloss. As the most costly and time consuming part of paintwork is the preparatialn and as a life expectancy of at least 10 yrs will be required, consideration should be given to using an epoxy paint. This may however mean that the entire locomotive would have to be sand blasted to provide a surface acceptable to the epoxy paint requirements. Paint manufacturers would need to be consulted

Trac kwork

It is suspected that the track ties are likely to be rotted out and will need to be replaced

4.0 Exhibit Policv, Orqanisational Set UD, Proiect Elements, Proiect Schedule and Budqet

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COUNCIL MEETING]. ~ S E P 1 r! 'n7

4.1 Exhibit Policy:

Many of the complaints made about the 1095 as an exhibit relate to the fencing around the locomotive. Many localmotives on display have no such fencing. People like to get photographed close to it. The only hazard would be climbing on it. Young people wanting to do that will clirnib the fence anyway.

The cab is another subject of complaint: it's a major attraction for visitors. Cab access could be provided by staircases on both sides and a heavy glass and /or Perspex tunnel which would allow visitors to see the cab but not vandalise it.

There was a suggestion last year that the locomotive was going to be relocated. This idea has been turned down. However the long-term preservation of the locomotive would benefit from being covered by an open shed structure over the engine. This has been done in many other locomotive displays. To provide such a 1 gth century structure with adequate space to be! seen, the exhibit would need to be moved some 10 -1 5 ft down from its present localion.

We hope that the City will give serious consideration to these ideas.

4.2 Organisational Set up and' Facilities:

The issues in implementing a restoration and preservation project for 1095 include the following:

Setting up a project organisation ..... incorporated or not? ... registered: possible, desirable? ... City role in organisation?

Finding volunteers with skills in physical and trades work, networking local and other industry, fundraising and costing, publicity, project planning and scheduling, steam locomotive technical knowledge, contacts at other organisations, etc. To date (mid- August) publicity in local papers has generated interest in becoming involved in about 30 individuals in the Kingston area. More than this will be needed, with some experienced non-local persons involved as well.

Developing a detailed workplan, based on sound objectives but also on realistic sourcing of material and' la.bour. The workplan should identify what tasks should/could be done by volunteers, beilter done by City departments, or better done by third-party professionals

Preparing a budget which identifies cash needs as well as material and labour in kind, also City versus external funding.

Generating external funds from individuals, companies and governments to cover work outside what the City is willing and able to support, based upon work elements undertaken by City and by volunteers.

Ensuring that the public stays informed and enthusiastic. 4

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Setting a realistic project schedule: engine 1095 will be 100 years old in August 201 3. Having the restoration work completed by that date would seem achievable, given the present City and volunteer level of interest. However volunteer groups are usually unable to make a continuing commitment to a prolonged project of this type, as many are aging

Office : It would be appreciated if the City could provide an office facility close to the work site with telephone and a computer facility whereby volunteers are able to liaise and files and drawings on the work can be kept.

Temporary housing over the Engine

To carry out this work there needs to be a shed in which is secure and has power and light.

4.3 Project Elements

There are two main streams of activity in this type of project. The first relates to the technical preparation for the restoration and the detail planning for the actual work procedures on the engine, and the second to the management of the project.

Following are the key tasks under each of these activity streams(note: for project management purposes these items would be displayed on spreadsheets. These lists are simplified for purposes; of this report):

4.3.1. Work on the engine

Task Timescale

Obtain drawings and descriptions of missing equipment: 3 months

Design other missing material: 6 months

Source and order replacernents ongoing, up to 18 months

Clean all accessible surfaces: I month

Strip and remove all loose paint and rotten wood: 1 month

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COUNCIL M E E T ~ N G ~ 9SEP 3 X '07

Chip and clean all steel rust areas: I month

Determine extent of rust repair work and type of

repairsheplacement needed

Undertake rust repairs 3 - 12 months

Rebuild cab interior, apply other replacement material 6 months

Prepare for painting(priming): 2 months

Paint, letter and trim: 2 months

Final contingencies: 3 months ) The duration of this work is not simply the sum of the times given because some tasks

may run in parallel. Of course outside work cannot be done in winter and probably not in July and August. Delays caused by volunteer unavailability, City decision-making, material delivery and lack of funds are inevitable, and cannot be estimated except as a contingency. The total elapsed time for work on the engine is in the order of 3 to 4 years.

4.3.2. Project management

Task Timescale

Set up project organisation and volunteer staffing: 3 months

Develop project strategy: 2 months

Undertake fundraising and publicity on-going over project

Technical startup: specification and workplan: 3 months

Financial management and reporting on-going over project

Work on engine see 4.3.1 ., above

ANNEX 1

ENGINE 1095 DETAILED SURVEY RESULTS

The survey participants were:

Douglas Smith, President \of Cdn Rly Hist Assoc., Kingston Division, ret'd engineer

George Dillon, Kingston historian, writer and transport enthusiast

David Page, Ret'd railway maintenance manager 6

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COUNCIL MEETING^ 9SEP 1 8 ’07

Bill Thomson, Kingston railway historian and author

Don Ford, Ret’d CN loconiotive maintainer

The survey was undertaken to determine material condition, of the locomotive and tender exterior condition, with a view to determining the extent of work, skills required and material costs to restore its historic ( but not operational ) appearance. As visitor access to view the under side of the locomotive is limited, no attempt was made to assess the condition in these areas at the present time.

The track work timber ties appear to be rotted out.

The survey is broken down into four broad areas:

General condition

Items missing, broken or incorrect.

Cab and tender bodywork,.

Paintwork.

Fencing and cab access

1. General condition:

The general appearance of the locomotive is poor (see details in n0.4, below). The boiler and cylinder cladding were taken off many years ago to remove insulating asbestos. However the cladding was not reassembled and was apparently scrapped. As a result the engine appearance, bare boiler with rivets, staybolt ends, and as-cast cylinder ribbing exposed, is incomplete, disproportionate and not truly representative.

Much of the locomotive is however still intact: front pilot truck, drive wheels, motion, cylinders, the main frame, steam reverser, air compressor, boiler comprising smoke box, firebox, chimney, steam collector and sand box domes, safety valves, whistle, turbo generator set. The interior condition of the smoke box, cylinders and the boiler and firebox are likely to be severely corroded as there has been no cover on the chimney over the 40 years.

The cab and its windows are intact although the wooden window frames appear rotted and the exterior sheet steelwork corroded at the lower corners. The cab interior is devoid of pressure and boiler water gauges. Even the steam regulator and firebox door handles and operators’ seats are missing. To prevent further damage by vandals access to cab has been closed off at some time by a heavy expanded metal screen, rendering it impossible photograph one of the most sought after areas of the locomotive, the cab interior.

The tender coalbox is badly corroded on the inside and the floor timbers rotted. The

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COUNCIL MEETlNG1 9 SEP 1 8 ’07

water tank is corroded through at the corners and is likely to be so thin as to be inadequate to weld patches on. This is unfortunate for the rivet work of a reinforcing strip along the bottom is still in good condition and an important example of the quality fine rivet work prior to welding. The tender trucks appear to be sound, but there is some concern that the tender frame will be badly corroded, based on one under major restoration at the Canada Science Museum Annex. The wooden parts of the buffer beam have rotted out leaving the assembly hanging loose.

Items missinq(or damaqed, incorrect, as noted):

2. Engine and tender:

Front-right classification light fixture

Front-left class light lenses

Front-left handrail missing 6ft section

Bell cord

Cylinder cladding, both sides (taken off to remove asbestos and scrapped)

Boiler cladding (taken off to remove asbestos and scrapped)

Engine pilot (‘cow-catcher’) homemade, needs pipe-style original design

Steam line to bell motor

Steam dome damaged and rusted at flared base

Pipe from aftercooler to main air reservoir

Drain cock operating lever bent in several places

Cab front wall exterior, at top of boiler: a number of open pipe connections visible, purpose unknown.

Inside cab: all major boiler backhead fittings missing, incl. gauges, gauge glasses, valves, brake handles, seaits(3), and anything of value.

Tender buffer beams (wood) missing at both ends, also tender buff casting missing.

Air brake hose bag ruptured between engine and tender

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COUNCIL M E E T ~ N G ~ 9SEP 1 8 '07

3. Bodywork:

Cab walls perforated by corrosion

Cab window sills and frames rotten

Cab interior steel corrosion, wood lining rotten, footplate rusty.

Tender coal bunker and water tank serious corrosion and perforation.

4. Paintwork:

The overall finish of the engine and tender is poor. Black paint is badly oxidised and lettering is amateurish and faded. Lack of cladding, mentioned above, gives an incomplete look to the trained eye.

Cab windows are dirty and the window frames rotted.

Wheels and motion (connecting and side rods, valve gear and piston rods) have been amateurishly painted silver to preserve them They should be burnished and varnished to give the oil coated appearance seen in service.

The builder's plate and engine number plate, are still miraculously intact.

5. Fencing and Cab Access

Support struts from the enclosure fencing have been welded to the motion on one side and to the running plate on the other. These must be removed for the proper appearance of the locomotive as an artefact.

The restriction of access to the cab must be removed and opened to visitors.

Monitoring and City liaison on-going over project

The total elapsed time for this project, including startup activities, work on the engine and closeout is in the order of five years. A completion target of 2013 is reasonable.

4.4 Budget Estimates (D- level)

Contractors should be able to give budget level cost estimate for this for much of this project. Much of the steel fabrication work (rust and perforation repairs) may however be by time and materials only. Some of the patch work may within capability of two of our volunteers. Volunteer time does not incur direct costs. Donations in materials and

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COUNCL M E E T ~ N G ~ 9 SEP 1 8 '07

tools will also reduce cash outflow. The project team plan to make very effort to find donors from all quarters to fund the project, but the City must be ready to do a reasonable share.

Here is a very rough estimate of inputs needed and their costs, with sources noted:

Project management: 3000hrs, over 5 years, all volunteer cash cost: nil

Work on engine: 3000hrs, over 5 years, 75% volunteer, cash cost: $45,000

Replacement material: cash cost: $50,000

Project expenses(dwgs, software, off ice supplies and space, travel): cash cost: $35,000

New material and supplies(paint, tools, misc.): cash cost: $35,000

Contingencies: cash cost: $25,000

Total cash cost: $190,000 (A)

Reasonable expectation through external sources and in-kind: ... 50% ... $ 95,000

City share: $95,000

Shed over engine: $150,0100 (B)

City cost after donations and in-kind $75,000

Total project cash cost: A + B $340,000

City share: $1 70,OOO

Conclusion

We believe that with the enthusiasm that is presently abroad in the city for this project to restore the historic appearance of Engine1 095, it will proceed whereby 1095 will become a point of great attraction to the tourists and an object of pride to the City, Kingstonians and their future generations.

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August 2007

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ENGINE 1095 DESCRIPTION

Description details:

Type: CP class: Date of manufacture: Builder: Service:

4-6-0, "Ten Wheel" DlOh October, 19 13 (official) Canadian Locomotive Co., Kingston Passenger and freight

Boiler pressure: 200 psi Cylinders: Driving wheels: 63 " Tractive effort: 33,300 Ib Lightlloaded wts of engine: Lightlloaded w t s of tender: Tender coal capacity: 12 tons Tender water capacity: 5000 IG Fitted with power reverser, and type A superheater

Total heating surface:

21 " x 28 "

184,000/205,000 lb 75,000/149,000 Ib

Grate area: 49 sq R 27 19 sq ft

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Outline and key dimensions of Engine 1095 (Source of diagram: Canadian Pacific form MP 330, 1/45, R2/47)