Lake Linden & Torch Lake RR
This site is under construction.

Note: this railroad is currently under construction.
Operations are anticipated to commence summer 2001.

Ex-Calumet & Hecla #3 (36" guage) is the star of the show in Lake Linden.

Calumet & Hecla #3 in her working days

#3 working between Lake Linden and Hubbell in the 1930s.
#3 working between Lake Linden and Hubbell circa 1930.

#3 working in a Calumet & Hecla Mill, in the 1930s.
#3 posed for a photo


Out of Service

#3 was probably stored in a C & H building for sometime after it's retirement. In 1949, there was a parade in the local area, and someone had the bright idea to put #3 on a semi-truck, fired up.  I presume that it was funded or related to the DSS&A Rwy.

#3 dolled-up for a parade in 1949
The circus train.

After it's parade adventure, #3 was placed on display at the Arcadian Mine (sometimes called the banana mine, because a guy once stored bandanas in it to keep them cool.), in Ripley (now closed).  The saddle tank was left sitting on the ground, and the continually contact with the water facilitated the rusting out of it in places.

#3 stuffed and mounted. 1985 in Lake Linden.
#3 Stuffed and mounted. 1985 in Lake Linden.

Inspection Period (fall '98)

Cab, engineer's side:
Insulation (magnesium silicate) was not removed
inside the cab, thus promoting pitting of the boiler shell.


The smokebox was not properly cleaned or capped.
This resulted in extreme pitting.

Removal of the saddle tank was necessary in order to
permit an exterior inspection of the boiler shell.

Upon removal of a make-shift jacketing, most of the boiler
shell was found to be in sound condition.

Moving #3 to Calumet for restoration. April 24, 1999.
Moving #3 to Calumet for restoration.

Now the REAL work begins

#3 arrives at Universal Metal Works, Calumet, MI.
now the real work begins!

First boiler wash in how many years???
(with high pressure steam cleaner)


#3 is hydro'd to test for leaks.
With water squirting everywhere, failure is pronounced at 72psi.


The boiler is removed for cleaning and repair.

The boiler is sandblasted...

...and painted.  Note the severe pitting on the firebox.
This was a result of coal being left in the cab when the locomotive was stored.
Sulfur in the coal mixed with water, and produced sulfuric acid, eating the boiler away.


Which leaves the frame and running gear to be worked on separately.

Fall '99

In early summer '99, Calumet Machine transported the boiler to
the fairgrounds in Escanaba.  Inspection cuts were made to assess
the extent of the danage to the sheets. Repairs were made by
Pentecost Construction, of Marquette.

There was a 1/2" hole in the boiler in the front
left corner of the firebox, because of coal that
was held against  the sheet by the grate holders.

Frame after sandblasting and painting (PPG epoxy paint, primer + top coat)


Eccentrics were babbited, machined, and scraped to size
by Calumet Machine of Calumet, MI.

Nearly $500 worth of new fasteners have been put on to this locomotive.
Most components that used oil have been converted to use grease.

Calumet Machine used chrome plated rod (1-11/16"
diameter) to fabricate new piston rods.


Winter 2000

New cylinder cocks, rods, balance springs and brake handle
were machined with assistance from the Mechanical Engineering
department at Michigan Technological University.

The valve stem of the yoke for the D valve extreme wear
(as much as 1/4" off of the radius, not symmetrical).
To solve this dilema without completely making new yokes,
the old stems were machined down, and 1" stainless steel pipe
was used for  a sleeve, the turned to the required diameter.

In early winter (before the snow), the boiler was moved to the
boiler welder's shops in Marquette.  Since the summer,
Pentecost has been purchased by Jamar, Inc.

The boiler was completely retubed. Unfortunately, our boiler welder,
inexperienced in steam locomotives, decided the best way to install
the new tubes was to hand roll, swage, and bead each tube. This boiler only has
65 tubes, but that's an awful lot to hand bead.  This poor choice
in methods raised our price tag for this jobs to over  200% of
the original estimated cost (from under $8.5k to over $18k)

A meeting was called in late January/early February with the
welder, inspector, and a couple people from the museum
working on the locomotive to inspect as a hydrostatic
pressure test is performed on the boiler. It nearly passes,
but not quite - a small leak had developed near the
mudring where the new welded patches are.

The leak was fixed, boiler passes hydro.

State of Michigan boiler inspector for the upper peninsula, Gary Morgan


Newly replaced smokebox bottom.


Back in Calumet...
The repair of the running gear is nearly complete.

New shims have replaced old thin ones.

Main rods are ready to be installed.


In mid-spring, the boiler was brought back to Calumet, and installed on the frame.  Steam pipes in the smokebox were connected,and lapped in. The main rods were installed, and everything lubricated.  A fitting and valve were plumbed to the boiler, and a high capacity air compressor was hooked up and the locomotive tested with compressed air. It moved to and fro about 10 feet.

The locomotive lay dormant for summer 2000 because of lack of interest and knowledge by availble people.

The saddle tank work is complete.  It has been tested, and holds water.


In December 2000, #3's wheels were removed, locomotive put on blocks, and wheels loaded on a tandem axel trailer from Universal Metal Works of Calumet.  Dave Sladek, of Universal Metal Works, hauled the wheels down to Fenton for temporary storage in the parking lot of Tyrone Covenant Presbyterian Church. On Monday, March 5th, with the permission of Marty Knox, the wheels were taken to the Huckleberry Railroad and were cleaned up by volunteers Adam Wright and Bill Kay.

#3's wheel sets were turned in the 48x256" LeBlonde Lathe at the Huckleberry Railroad by John Hewlett and Adam Wright.

Work yet to be completed are as follows:
smokebox misc.: table, blower, petticoat; the brakes (steam), cab floor and cab housing, insulation, jacketing, front & rear bumpers, and construction of a tender; to allow an engineer and fireman to be in the cab simultaneously.

Future Plans

Rails, ties, etc. must be obtained for the laying of the mainline and yard/shop tracks.  This is an estimated total of 3500'.  Included are a number of switches.  A building will be constructed to house the locomotive on the museum's property, immediately behind the model RR layout room. A number of cars from the Quincy Mine Hoist Association have been donated to the museum for our use in our railroad.  In reality, they really can't even be called cars, but junk.  The only slavagable parts are most of the trucks and a little of the draft gear.

Donations are accepted and greatly appreciated, for information on how to contact the museum, see this page.

Project manager , CMO, and webmaster is Adam Wright