B08_Attachment_1_SOW.pdf

Curecanti National Recreation Area- Relocate Historic Railroad Equipment and Perform Restoration of Historic Locomotive Cab

PMIS# 328635A

A. SCOPE:

Project description.

The National Park Service seeks to move a narrow-gauge steam locomotive and a group of three narrow-gauge railroad cars located near Cimarron, Colorado. The project will also include cosmetic restoration/replacement of the badly deteriorated cab of the locomotive as defined in Phase III of this Scope of Work (SOW). The trainset display at Cimarron embodies the history of the Denver & Rio Grande Western railroad. The railroad operated in the Cimarron area between the early 1880’s and late 1940’s. The Cimarron rail facilities served as both a shipping terminal and as helper station where extra locomotives were added to trains to assist in the climb over Cerro Summit towards Montrose, Colorado.

The locomotive and cars are currently located atop an historic bridge/trestle spanning the Cimarron River. The locomotive and cars are displayed on the bridge under a lease agreement between the City of Montrose and the National Park Service. They have been on the bridge since about 1978 with only minor maintenance. The trainset was last removed from the bridge for full restoration in 2006. No attempt has been made to alter any damage since 2018 due to the extreme safety hazards associated with the location. Since then, the locomotive cab has significantly deteriorated and is experiencing severe rotting with the roof nearly completely rotted away. As a result, the National Park Service, has determined that the bridge is an inappropriate display location since it makes maintenance and repairs difficult and highly dangerous. This move is needed to relocate the cars to an existing temporary location for storage until a more appropriate covered display can be constructed. (The park will solicit proposals for the construction of the structure at some point in the future. This is not part of the scope of this project.) This project involves three phases as defined in this SOW:

Phase I.

The first phase entails the repairs and setup of an existing NPS owned temporary bridge structure to span the gap between the bridge and the nearest bank. The National Park Service owns the structure, and it has been used for the same purpose in the past. However, since it has been several years since last used, the contractor will be responsible for repairing and/or modifying the structure to return it to acceptable and usable condition. The project would involve repairs and installation of the temporary span, and bent support to provide conveyance of the locomotive and cars from the bridge deck to a transport vehicle or trailer. This would reproduce the historic section of the span as seen in Photo 1 in the appendix section of this document.

The Contractor will transport the restored span to the project location, install the span, and, after the train cars are removed from the truss bridge, remove, and dismantle the span into the minimum number of pieces needed to facilitate transport. The contractor will then return the dismantled span about 1 mile to storage at the nearby maintenance facility. Drawings of the existing temporary span are included in Appendix C. These drawings provide general criteria and dimensions for the structure. Also included in the Appendix section, are photos of the span in use during a similar project in about 2006. All traffic control requirements, to include oversized loads, is the contractor responsibility.

Phase II.

The second phase of the project consists of removal of the locomotive, a locomotive tender, a boxcar and a caboose from the bridge and their relocation to a nearby storage facility.

The locomotive would be winched from the bridge onto a properly modified truck and/or trailer and secured for transport to a contractor facility for restoration described in phase three of the project. The tender, boxcar and caboose will also be winched off the bridge onto properly modified trucks or trailers and transported to a storage site approximately one mile away. Once at the storage site, the tender, boxcar and caboose will be placed on two existing storage tracks about one mile away. The cars will be secured by chains and chocks to eliminate the possibility of uncontrolled rolling.

Phase III.

Phase three of the project will address safe transport to contractor’s facility as well as rehabilitation/replacement of the badly deteriorated cab on the narrow-gauge steam locomotive. After completion transport of the locomotive back to Cimarron and installation on temporary storage track will also be addressed in this phase. The scope of this work is as follows:

*NOTE: Due to current condition of the cab, it must be secured to maintain integrity during transport. Since a complete rebuild of the cab is going to be necessary, this is primarily to prevent the cab from coming apart during transport and to preserve any reusable and undamaged components such as original mounting brackets for use in the new cab.

Provide all tools, equipment, facilities, and materials to construct and finish a new locomotive cab:

This will replace all damaged and rotted cab components and return it to good condition. This shall include refinishing/repainting all components in historically accurate colors and finishes and applying all appropriate lettering.

a. The entire existing wood cab is extremely deteriorated and should be considered structurally unsound. Persons should stay off the roof of the cab.

b. The new cab should be constructed in the same manner as the old cab. White Oak is to be used for cab construction. Although this is not the original cab construction material, it does represent the material used on the cab for the majority of the locomotive’s service life and will endure exposure to the elements for a much longer period than the existing White Ash cab.

Corroded fasteners from the old cab should be replaced. The large cast washers at the corners of the cab should be sandblasted and repainted as should the various original brackets installed in the cab. The entire new cab should be painted per recommendations in this document.

Mortise and tenon joints are used throughout the cab. Also, special attention must be paid to all the bevels and finishing details used on the cab. A contractor with extensive woodworking experience is recommended for the building of the new cab, windows and doors. The Plexiglas used in all the windows and doors on the cab has been blasted opaque by the wind and all should be replaced with new Lexan. When constructing the new windows and doors, the frames should be constructed so that the permanent window retaining shoulder is to the outside and the replaceable ¼ round that holds the glass in place is on the interior side of the frame. When installing Plexiglas into windows and doors, the glass should be sealed to the frame with a large bead of glazing compound (used in a caulking gun) and secured with several steel glazing points.

This way, if the 1/4 round wood strip falls out, the Plexiglas will remain in place. All new windows and front doors, even those that are movable, need to be permanently fastened and sealed shut with 50-year paintable caulk to keep the weather out. For a static display, it is not necessary to have opening windows and doors. The rear cab doors can be left usable to access the cab interior but should be sealed to keep insects out and lockable to prevent vandalism.

* The cab roof should also be replaced with tongue and groove fir or pine siding. The cab roof bows and curtain mounting blocks should be fabricated of white oak. The cab roof is to be covered with black painted sheet metal to protect new roof from water damage. The cab roof vent, while in place, is a dummy vent. This is good as there is no need for a hole in the roof that would just let moisture and insect into the cab. The new cab should have an identical dummy vent. The cab roof metal needs to be replaced with new metal that extends over the edge pieces and is fully sealed from moisture. Special care needs to be taken to ensure that the new roof is fully sealed against the weather. The metal used for the cab roof should be of the type that will hold paint. The new cab roof should be covered with 15-pound tarpaper before installing the new metal roof. The fake cab vent should be reinstalled on the new roof with the screw holes fully sealed. The roof grab iron should also be sealed with 50-year caulk. On most cabs of this type, the electrical conduits also went across and through the roof at several points. This conduit has been removed and placed inside the cab. While not historically accurate, this is better suited to help keep the cab from receiving moisture damage.

* The metal plates on the front and rear of the cab help seal the cab around the boiler and the back of the firebox. These metal pieces appear good but could be badly corroded. They will have to be sandblasted and repainted. The cab floors are also deteriorated. The floor consists of a ¼” metal sub plate with a tongue and groove siding fir or pine floor on top of that. The metal trim strip that runs along the bottom outer edge of the cab is riveted to the floor plate. This trim strip needs to be saved, sandblasted and re-riveted to the new floor. The lower half of the cab sides are also covered with sheet metal. This was done by the railroad when the cab sides started to fall apart as it was easier than rebuilding the cab. These metal panels were present on the locomotive during the 1940’s and should be reapplied over the new cab sides. The metal will need to be sandblasted and repainted. The metal floor is corroded and should be replaced. The wood floor should also be replaced with tongue and groove siding.

* Cab painting and lettering. Painting procedures are listed below. This section covers the final, finish painting of the cab. It is required that the entire cab be painted with two final coats, including the top and under frame. The recommended paint is gloss black Acrylic Modified Alkyd Enamel. The current paint and lettering scheme is assumed to be the one desired on the rebuilt cab. Please note that although the current engine lettering is white, in the 1930-early 1940’s era some engines were lettered with silver paint. Stencils of lettering may have to be created using the existing lettering before sandblasting begins. If additional lettering stencils are needed, contact the Colorado R.R. Museum. Painting Procedures. The painting procedures listed have been developed while rebuilding many pieces of historic railroad equipment over the last twenty years.

* All new wood should have woodworking operations completed (if possible) before painting.

Some pieces will need to be cut to fit and then have the last area painted. All new wood should then be painted with a primer made from the final paint color and 20% boiled linseed oil. It is highly recommended that all pieces of wood be painted before assembly.

* Painting metal: All reused metal should be sandblasted to bare metal. All new metal should have the oils and scale cleaned off. Then, the metal should be painted with Rustoleum (or approved equal) metal primer. After this is dry, the metal should be painted on all sides with the final color. This is necessary because metal primer, when left in contact with wood, will cause corrosion. Also, rusted metal left in contact with wood (especially white oak) will cause the wood to rot. It is highly recommended that all metal pieces be painted with the final color before installation. Painting Bolts: It is recommended that plain bolts, nuts and washers be used so that they can be painted with the final color. Bolts coated with zinc plating can be used, but the zinc is so thin that they will corrode after a few years. Paint: It is highly recommended that all paint used on the equipment be oil based. A marine based paint should be considered for the equipment. This will improve weatherproofing. Metal Primer painting procedures are covered in recommendation “painting metal”. The paint used for the next coat above the primer for metal should be an acrylic modified alkyd enamel and the use of lacquer thinner is required to clean or thin it. This paint has performed very well in the outdoor environment and even works well on wood.

* Wood Paint: A paint that is very good for wood a high-gloss oil enamel, which must be cleaned and thinned with mineral spirits. The paint used should hold up well for ten or more years.

Finish Painting: After the rebuilding of the equipment is completed, a final series of finish paint coats should be applied. For all gaps, joints, windows, and other potential areas that need to be sealed against the weather, the use of 50-year paintable caulk is highly recommended. The caulk is best used between layers of paint as it sticks better to paint than unpainted surfaces. It is recommended that the equipment be sprayed with an airless paint sprayer as this type delivers more paint and uses high pressure to force the paint into all cracks and gaps. For metal equipment, which should receive two final coats, the paint should be sprayed once a day for two consecutive days. For wood equipment, which should receive at least three final coats, the paint should be sprayed once a day for three consecutive days. If the painting is not done on consecutive days, the preceding coat may dry enough to prevent the next coat from adhering to it.

Lettering: The lettering should be done with a professional lettering paint. D&RGW stencils may be available from the Colorado RR. Museum.

Provide crew tools and equipment to transport, rehabbed locomotive back to the Cimarron storage track.

Provide crew tools and equipment to place the locomotive onto the storage track and secure to prevent uncontrolled rolling.

Special Conditions/ Requirements

1. All equipment shall be washed/cleaned prior to arrival at the park to ensure that seeds and other plant parts of non-native vegetation are not present and will not be spread by equipment. The COR will inspect all equipment for cleanliness and absence of seed and other plant material prior to equipment being used.

2. A restoration contractor familiar with the restoration of historic steam locomotives and railroad equipment, such as Durango and Silverton Scenic Railway in Durango Colorado or an equally capable vendor approved by the NPS must be used to complete the restoration/rebuild phase of the project. During cab rebuild, contractor shall use only historically accurate materials and paint colors to preserve the historical character of the cab. Contractor performing restoration shall refer to historic references and work closely with the National Park Service and its collaborating entities to ensure a quality deliverable that maintains its historic accuracy and character.

3. It is recommended that potential bidders complete a site visit to assess situation and view conditions prior to submitting a bid. It is also highly recommended that contractor inspect the NPS owned temporary bridge span to assess repairs and modifications needed to return the span to usable condition before submitting a bid.

Setting Description:

The locomotive and train cars are currently located on a truss bridge/trestle that spans the Cimarron River (Photo 2, 3 and 4). The bridge is the surviving section of a three-span bridge that crossed the Cimarron River while the railroad was in operation. Both ends of the bridge are suspended above the river -- neither end of the span connects to a roadway or ground. The deck of the truss bridge is about 30-35 feet above the Cimarron River and is 119 feet long.

The truss bridge stands roughly parallel to a concrete highway bridge (Bridge Number 0400-6) (Photos 2 and 3). The road bridge is 36.6 meters (111.6 feet) long and 7.9 meters (24.1 feet) wide. It consists of two spans of pre-stressed concrete supported by a single Tee-Beam.

The bridge is rated to carry 24 metric tons (53,760 pounds). The distance between the truss bridge and the highway bridge averages about 12.25 meters (37.3 feet) (Photo 2 and 3). The former abutment at the east end of the truss bridge now consists of two levels. The distance between the truss bridge and the former abutment is 8.9 meters (27.0 feet) and 14.35 meters (43.7 feet) depending on the level.

To access the project site from U.S. Highway 50, equipment may need to cross three bridges.

Bridge Number Length in Meters (feet)

Width in Meters (feet)

Load Rating (Metric ton - 2240 lbs)

0400-4 36.9 (112.5) 8.5 (25.9) 64 0400-5 27.1 (82.6) 6.1 (18.6) 53 0400-6 36.6 (111.6) 7.9 (24.1) 24

Table 1. Road bridges in project area.

The locomotive and railroad cars located on the truss bridge consists of the locomotive, the locomotive tender or coal car, one box car, and a caboose. The front drive wheel of the locomotive is blocked by small chocks welded to the rails and each car is chained to the bridge to stop any movement.

The locomotive is about 32 feet long and 8 feet wide. The Pilot, commonly referred to as the Cow Catcher may be able to be removed during the project shortening the overall length by about 4 feet. If removed the pilot will be reattached after the locomotive is moved. The locomotive is the heaviest of the cars and its weight is estimated at 69,000 lbs. The locomotive was built in 1897 and is one of three surviving locomotives of this type worldwide.

The tender car is 21 feet long and about 8 feet wide. The weight of the tender is estimated to be about 41,000 pounds.

The box car is a simple wooden superstructure over a wooden platform supported by steel trucks. The car is about 30 feet long and 8 feet wide. The weight of the box car is about 23,000 lbs.

The caboose was built in 1880 and weighs about 19,000 lbs. Its length is 20 feet, and its width is 8 feet. This is also a simple wooden structure over steel trucks.

Desired Final Condition

At the end of the project, the train cars will be located in the Bureau of Reclamation/NPS maintenance yard on a set of existing railroad tracks. The cars will be secured by chocks and chains to stop the cars from rolling. Since the preexisting section of rail is not long enough to accommodate the locomotive and all three rail cars, the box car shall be placed on another short section of existing track near the Cimarron Visitor Center. The fabricated span will be dismantled for storage and moved to the maintenance yard at Cimarron. The locomotive will be transported off-site to a contractor facility for rehabilitation as described in phase three.

After completion, the locomotive will be transported back to Cimarron and placed on the tracks with the rest of the cars within the BOR/NPS maintenance yard.

4. Moving Preparation

Some preparation of the cars will be needed before any rolling is attempted.

Restoration Specialist Andrew Dahm, of the Colorado Railroad Museum, examined the train cars and prepared a condition assessment for each. The following text is Mr. Dahm’s prepared list of tasks associated with the movement of the cars. Changes in the condition of the rolling stock since the 1997 condition assessment may necessitate additional preparation work and the following list of tasks should not be considered to be exhaustive.

General Tasks:

Before moving any of the equipment, all axles, friction bearings, and sliding or rotating surfaces should be well oiled or greased. An ample supply of two by four blocks and chains should be on hand as the hand brakes on all the equipment are most likely unusable.

Locomotive 278:

On the locomotive, the pilot axle journal bearings, the main driver journals and the tender journals all need to be checked to ensure that there is no dirt or debris that will interfere with the bearing. They should be well oiled with journal oil.

The lubrication pipe entering the top of the steam cylinders should be temporarily removed at the fitting long enough to pour in a generous amount of journal oil to prevent scoring the cylinders during movement. This may need to be done several times during each move, but the fitting should be replaced during the move to seal out grit and water. If the cylinder interiors are excessively rusted, it may be easier to remove the main rods connecting the cylinders to the side rods for movement.

The crosshead slides directly behind the cylinders should have any paint or dirt removed and then be generously oiled with journal oil. The main piston rod and the smaller upper valve rod should also have paint/dirt removed and receive a coating of journal oil. Additionally, all the side rods should be greased with alemite grease before movement. The fittings should still be on the side rods and will require an air powered grease gun.

The Stephenson valve gear and linkage, which is between the frame rails below the boiler, should also be well oiled at any moving joints.

Before moving the locomotive, because of the locomotive’s weight, the two engine air brake cylinders mounted below the cab should be cleaned and tested. If the cylinders can be made workable, they can be pressurized from a portable air compressor and used to stop the engine if necessary. Pressures in the cylinders should not exceed 50 psi. Do not use the cylinders as a parking brake – use two by four blocks or chains instead.

Before separating the locomotive from the tender, unhook the drawbar pin and two safety chains and all air/ water hoses must be unhooked.

Other cars:

For the remaining cars all eight journal bearings must be checked to see if any are dirty or missing. They should be well oiled with journal oil. If any journal bearings are missing, they may be borrowed from Colorado Railroad Museum, or Durango & Silverton, or a 4” X 7” piece of well-oiled oak may be used temporarily.

Scheduling.

Scheduling the project will depend on factors related to Morrow Point Dam operation, weather, fabrication schedule, consultation requirements and other unforeseen factors. It is the National Park Service’s preference that the project be completed before the onset of winter. In the Cimarron area weather deteriorates in late October or early November.

B. RESPONSIBILITIES OF PARTIES.

Contractors

a. Warranty on the locomotive reconstruction shall be a minimum of one year or greater under industry standards

b. Trailer Capacity: Trailers used to move the locomotive must have a minimum net platform carrying capacity of 70,000 pounds. Trailers used to move the remaining cars should be rated at 41,000 pounds or greater. If only one trail is used it must meet the minimum 70,000-pound capacity. To roll the cars onto the trailers, the trailers will be fitted with rails secured at a 3-feet spacing (inside width).

c. Crane safety: Inspection, set-up and operation shall follow, at a minimum, regulations established by the U.S. Department of Labor’s Occupational Safety & Health Administration (OSHA). These regulations are listed in 29 CFR Part 1910 (Occupational Safety and Health Standards) Section 180 (Crawler, locomotive and truck cranes), and 29 CFR 1926 (Safety and Health Regulations for Construction) Section 550 (Cranes and derricks). Inspection records for machinery and rigging shall be available on site for review by the Contracting Officer, or their Representative, prior to set-up of the project.

c. Minimum crane capacity. Each type of crane has unique characteristics and capabilities under varying lifting situations. These will be reflected in the manufactures’ ratings and specifications.

Consideration should be given to the considerable wind that passes through the canyon. The Contractor would have to determine the appropriate crane size based on the projected weight of the fabricated structure and the estimated reach.

d. The truss bridge is listed on the National Register of Historic Places (NRHP) and any alteration to the structure will be reviewed by the Colorado State Historic Preservation Officer (SHPO).

The SHPO requires a 30-day review period to address actions that have effects on NRHP properties.

e. Traffic Control: Contractor will be responsible for traffic control from U.S. Highway 50 to the project area, including traffic approaching from both side of the project area. The National Bridge Inventory estimates an average traffic flow of about 120-150 vehicles per day use the short road between U.S. Highway 50 and the railroad bridge at Cimarron. In accordance with 23 CFR 655.603, the contractor shall erect and maintain traffic devices in accordance with Manual on Uniform Traffic Control Devices (MUTCD), most recent edition. The Contractor shall submit a Traffic Control Plan that complies with the MUTCD requirements. The Contracting Officer will review the plan for compliance and project requirements within five (5) days of receipt of the Traffic Control Plan. If the Plan requires revisions or corrections, the Contractor shall resubmit the plan within 10 days of the review. Before on-site work begins the Traffic Control Plan must be approved.

All traffic control devices including warning signs shall be properly placed and in operation before any on-site activity can begin. If, at any time, the Contracting Officer determines that proper provisions for safe traffic control are not provided or maintained, work will be ordered to be suspended until the proper level of control is maintained.

f. Project scheduling will be subject to operation activities of the Morrow Point Dam. The Contractor will coordinate the installation and removal of the span, and movement of train cars with administrators of the Bureau of Reclamation and the National Park Service.

g. Contractor will be responsible for establishment of a safety line system for those employees working on the truss bridge during the execution of the project.

h. Permits may be required depending on what state the transported locomotive is hauled for rebuild. No permit would be needed to transport the boxcar, tender and caboose 1.5 miles to the storage yard due to Federally owned paved road.

Responsibilities of the National Park Service.

a. Representatives of the National Park Service (NPS) will review proposals and plans submitted by the contractor in a timely manner.

b. The NPS will coordinate the lowering of a single utility line located at the entrance of the maintenance yard where the train cars are to be located at the end of the project.

Map 1. Map of project area.

APPENDIX B: PHOTOS

APPENDICES:

APPENDIX A: MAP OF PROJECT AREA

Photo 1. Historic photograph illustrating former design of western span of Cimarron Bridge.

Photo 2. Current abutment on west bank of Cimarron River as viewed towards the west.

Photo 3. Existing abutment on western bank of Cimarron River as viewed towards the east.

Photo 4. Current condition of pier at west end of bridge.

APPENDIX C: PRELIMINARY CONSTUCTION DRAWINGS.

Appendix D Photos of Temporary Bridge Span Setup/In Use:

Appendix E. Photos of Locomotive Cab Damage: