In the Wind: What Your Organ Service Technician Works With

Doo-dads

In the late 1970s and early 1980s I lived in a four-bedroom house in the rolling farmland outside Oberlin, Ohio. I had just graduated from Oberlin, was working for the local organbuilder John Leek, and was director of music for a big Presbyterian Church in Cleveland. The house was part of an eighty-acre farm, and like most similar properties in the area, the fields were rented by a farmer who worked a total of about 1,500 acres in the neighborhood. It was typical to rotate corn and soybeans year by year, because their effect on the soil is complementary. Around the house, there were three or four outbuildings including a large barn that I remember as being in better condition than the house. The house had a natural gas well, pretty unusual for many people, but common there in those days. After all, now we know it as fracking country.

Our neighbors Tony and Claire-Marie across the street had a similar property with a neat house, an enormous barn, and fields that were rented by a farmer. They were friends of the Leeks from church and lovely, considerate people. Tony ran an excavating business and used his barn to store and maintain his huge pieces of heavy equipment. Occasionally, Tony invited me to help him with a repair project. I do not think he really needed my help but knew that I would be interested, so I would spend a Saturday with him doing things like changing the wheel bearings on his Caterpillar D-9 bulldozer.

That machine was over twenty-five feet long, fifteen-feet wide, and weighed over 100,000 pounds. You don’t just jack it up, pull out a tire iron, loosen the lug nuts, and pull the wheel off. He had a homemade hydraulic jack made from parts taken from old construction equipment. The hydraulic pump came off an excavator and was driven by the power-take-off of a farm tractor. The lug nuts were three inches in diameter (his sets of socket and open-end wrenches went up to five inches), and he used a backhoe and a hoisting strap to lift the wheel off the machine. I was a young apprentice, the proud owner of a new set of Marples™ chisels (I still have them and use them regularly), and I had never seen such an ingenious caper. Because of my career in organbuilding, I have had a lifelong fascination with tools and, as Tony realized, I would always be interested in seeing something new to do with tools.

Watching Tony make that heavy work look easy by using the right tools influenced my work with organs. It was not long after that time that I was helping to install a large three-manual tracker organ in a high organ loft. We centered the floor frame properly, but when the case started getting tall, we could see that it was not going to center under the peak of the vaulted ceiling. We used hydraulics to move the entire organ with case, windchests, reservoirs, keyboards, and actions, budging it to the right about an inch-and-a-half. (Don’t tell anyone.)

When we were done with the wheel bearings, we started the D-9 (the starter motor is a forty-horsepower diesel motor), climbed on board, he backed it out of the barn, and let me drive it around in a circle in the big gravel apron. I had another experience running heavy equipment when the farmer who rented our fields was harvesting corn, and I got to run the combine for a couple rows. Glad I didn’t have to parallel park it.

A man and his tools

As more than forty years have passed since my heavy-equipment-operator days, I have downsized to a small private workshop which is the three-car garage attached to our house. I have a table saw, drill press, and band saw left from my big shop days, and shelves and drawers full of countless hand tools and odds-and-ends. I have a terrific woodworker’s workbench, the maple job with built in vises and bench dogs, and I have a sturdy well-lit, double-length workbench where I do most of my work. Wendy and I are thinking about enlarging the laundry room (sometimes called the mud room) that shares a wall with my shop, a wall covered with shelves. We were standing there tossing ideas around, and she commented that I might just get rid of all that stuff. Quickly and defensively, I pointed out the house jacks.

Why does an organbuilder need house jacks? When releathering a reservoir, you get to the step where the pairs of ribs are glued to the top frame and the whole assembly is glued to the body. You cut and glue on the eight leather or rubber cloth belts and let the glue set overnight. In the morning, you have to open the reservoir by lifting the top, as if it were filling with wind. All that freshly set glue and nice stiff material has to be convinced that this is a good idea, and the reservoir is on your workbench, so you are lifting it to chest level. That is a perfect use for a small house jack. I prop the jack up on blocks and pump the hydraulic handle. You can also use a house jack lying sideways to budge an organ an inch or two to the right.

But more to the point, remember when our daughter Meg wanted to convert the little shed out back to a pottery studio and we realized that one of the posts had rotted? Remember how her husband Yorgos and I jacked up the corner of the shed and sunk a new post into the ground? That’s why I need a house jack.

What is that next to the house jack? An ultrasonic cleaner, a little tub with a metal basket and a dial on the front. I use it to clean brass parts like reed tongues and shallots, cabinet hinges, escutcheons (look it up), and the fancy little brass doo-dads that organbuilders like to use for trim pieces, specialized controls, and the like. Parson’s Sudsy Ammonia™ is a great solvent. Fill up the little tub, fill the basket with your parts, and Bob’s your uncle. Oh, and anytime you have metal jewelry that needs cleaning . . . .

There is a big stainless-steel double boiler, the thing you ladle soup from in a cafeteria line. It’s on the shelf next to the glue pot. Hide glue comes in dry flakes or crystals. You mix it with water and heat it in the glue pot. You keep adding more water or more glue as you work to keep the consistency the way you want it. You can also put cloves of garlic in a cheesecloth bag and let it soak in the hot glue—it’s supposed to keep the glue from getting moldy, and it makes it smell a little better. When you are working with that glue, you need to have a hot, wet rag nearby to clean off excess. I can fill the double boiler and use the thermostat to keep the water just exactly as hot as I can stand putting my hands in, so I always have a good hot, wet rag. Oh, and when we have a cookout, I can clean it up and serve chowder from it.

There is a beat-up old steam iron. For the same reason I use hot water to clean up while gluing, applying heat is a big help when ungluing something. Crank up that old iron and heat up the rubber-cloth strips on an old reservoir, and voilà, off it comes, smelling like burned rubber. You can put heavy paper between the iron and the rubber to keep it from sticking, but it is hard to avoid gumming up the iron with melted rubber, so when it cools, I hold the iron on my belt sander to clean it off. This maximizes the awful smells you can extract from old rubber cloth. You should not take this iron into the house and use it on white linen. There is a household benefit, however. When it finally stops working, I will steal the iron from the bedroom closet and buy a new one for pressing clothes.

A popular meme says that you only need two tools, WD-40™ and Duck Tape™. If it’s supposed to move but doesn’t, use WD-40™. If it isn’t supposed to move but does, use Duct Tape™. As a professional organbuilder, I find that pretty sophomoric. But Wendy wanted to know why I need so many spray bottles. WD-40™ is great stuff, and it smells better than burned rubber. But it is oily, so you might want to use silicone for some applications. That is what I used on the sliding doors in the living room the other day. If you have WD-40™, why do you need Marvel Mystery Oil™? Simple. I love the pepperminty smell of it.

Goof Off™ comes in spray bottles, aerosol cans, and squeeze bottles, different dispensers for different situations. It is a terrific solvent for Duck Tape™ residue, or any kind of adhesive. The last time I used it on a service call, I was removing old chewing gum from under the keyboards of a distinguished organ. C’mon, people. And that is what I used to remove that nasty tar from the fender of the car. Works on stubborn windshield bugs, too.

3M 77 Spray Adhesive™ is terrific for gluing felt and leather together to make valves or for covering pallets. Spray that stuff on both surfaces, and according to the instructions on the can, “make bond while adhesive is aggressively tacky.” The can bears the warning,

Extremely flammable. Vapors may cause flash fire. Vapors may cause eye, skin, nose, and throat irritation and may affect the central nervous system causing dizziness, headaches, and nausea. Intentional misuse by deliberately concentrating and inhaling the contents may be harmful or fatal.

At least the valves do not come unglued. When Wendy finished that beautiful woven tapestry and wondered about fixing it to a piece of fabric for framing, that’s what I used. I feel fine.

My two favorite general cleaning agents are Murphy’s Oil Soap™ and Simple Green™. Both are biodegradable, and both are really effective. Both can be used full strength or diluted in water. Murphy’s is terrific for cleaning old woodwork, Simple Green™ cleans just about anything. I have two spray bottles for each, one diluted by 50%, the other full strength. You can also pour a bit in a bucket of water. And they both smell great. And there is some of each under the kitchen sink.

There must be thirty heavy plastic cases. Get rid of half of them?

• A set of dado blades I use to make the table saw cut wider. I used them to make that bookshelf.

• A propane torch that is good for light metal work. That is how I bent that piece of iron to hang the birdfeeder on the deck.

• A tap and die set that cuts threads on metal wire or rods (outies) or inside holes (innies) from one-eighth to one-half, in coarse and fine threads.

• A set of ratchet socket wrenches, both English and metric, with quarter-inch, three-eighths, and half-inch drives with extensions. The last time I used that, I was tightening all the hardware on your loom because you said it had gotten wobbly.

• Many sets of drill bits.

* One goes from one-eighth to half-inch, graduated by sixty-fourths.

* One has about a hundred bits graduated by the numbers and letters of the American Wire Gauge (AWG).

• Say you are using bronze wire that’s .064′′ as an axle in tracker keyboard action parts. You want the wire to be tight in the hole in the part that moves, and barely loose in the mounting hole. Use the .059′′ bit (#53) for the tight hole, and the .067′′ bit (#51) for the loose hole.

* One is metric from two to twenty millimeters, graduated by tenths.

* One is Forstner bits from a quarter to two inches, graduated by eighths, especially useful because they drill flat-bottomed holes, and since they are not guided by a central pin, you can drill overlapping holes.

* One is “airplane” bits from one-eighth to three-quarters, graduated in eighths, especially useful every few years because they are eighteen-inches long. I don’t need them very often, but when I do, nothing else will work.

* One is spade bits from three-eighth to two-inches, best for making very sloppy holes in soft materials, and for spraining your wrist. I do not use those very often.

* Okay, okay. I have two of the AWG sets, and two of the sixty-fourths sets. There are a few bits missing from each, and one of the drawers over there has replacements bits for every size.

• Digital calipers that read in fractions or thousandths of an inch, or hundredths of a millimeter. That is how I know that piece of bronze wire was .064′′.

• Another big set of socket wrenches that does not include metric sizes. That is the one we carry on the boat. I forgot to put it on board this summer.

• Caddies with assorted screw sizes that I bring to installation sites, so I never have just the size I am looking for.

• You get idea. The next time, I will write about why there are eight toolboxes full of tools. Sometimes they are all in the car at once.

That huge rolling steel cabinet with drawers that looks like it belongs in a gas station? In my previous shop, all my hand tools hung on purpose-made racks. There is not enough wall space for that here, so I bought this. In the drawers, from top to bottom:

• hinged tools like pliers and wire cutters. I used this big Channel Lock™ wrench last week to fix the drain for the outdoor shower;

• open-end wrenches;

• measuring tools like squares, scribes, miter gauges, calipers, micrometers, folding rulers, steel rulers;

• cutting tools like dovetail saws, Exact™ knives and blades, scissors, rotary knives and blades (for cutting leather and felt), small carving tools, razor blades, and the three beautiful leather knives that John Leek brought me from Holland in 1976;

• screwdrivers;

• that set of Marples™ chisels;

• pneumatic accessories like blow guns, detachable couplings, and assorted valves for inflating things. That is how I blew up the soccer ball. And remember when friends from New York were worried about their tire pressure? There is the gauge and valve;

• staple and pop rivet guns, staples and pop rivets;

• arch punches for cutting round pieces of leather and felt, or for cutting round holes in leather and felt. My set goes from one-eighth to three-inches;

• rotary bits for routers, cutting plugs, deburring holes;

• multi-spur bits—the big dangerous looking ones for drilling the holes in rackboards, dozens of them from a half-inch to three inches.

That cabinet serves me well and is big enough for the available space, but I admit to having tool-chest-envy when I walk through the big stores and see the jobs as big as a bus that have charging stations for power tools and mobile phones, refrigerators, and mirrors. What a great idea. You can tell which mechanic has a mirror in his toolbox because his hair is always combed.

It is easy enough to explain all these tools and supplies, especially when I can argue their domestic usefulness. How does anyone get by without an ultrasonic cleaner? But I also have boxes by the dozen with cryptic markings. “Schlicker Console Parts” is full of the little toggles that set stops on pistons, salvaged when I installed a solid-state combination action in a Schlicker console. Anyone needs some, I’ve got them. “Austin Coils” are the “electro” part of the Austin electro-pneumatic note motors. Anyone needs some, I’ve got them. “Skinner Toggle Springs,” “Misc. Peterson,” “Large Slide Tuners,” “Spare Ivories,” “Reed Organ Reeds,” anyone needs some, I’ve got them.

It’s not just an organ shop.

There is a cabinet full of flowerpots and gardening supplies and tools. There is a cabinet full of stockpots and lobster pots, overflow from the kitchen. There is a bag of life jackets, ready for winter storage. There are a half-dozen boxes full of spare parts for a sailboat, an outboard motor, a couple anchors, and lots of nautical line. You never know when you’re going to need a piece of line. Or an air horn. Or Schlicker combination parts. It would be aggressively tacky to think that I would get rid of them.

Made right here

The organist of my home church was a harpsichord maker, and visiting his workshop was my first exposure to building musical instruments. I guess I was something like ten or eleven years old so my impressions may not have been very sophisticated, but as I think back over more than fifty-five years in the business, I must have been impressed. I started taking organ lessons when I was twelve, and sometime soon after that a mentor took me to an open house at the original workshop of the Noack Organ Company in Andover, Massachusetts. There I got an early eyeful of what goes into the instrument I was learning to love.

Since that first encounter with the art of organ building, I have been privileged to visit many organ builders—from large and impressive operations like Casavant Frères and Schantz to tiny one-person shops. There are elements common in the smallest and largest shops. For example, every organbuilder has a table saw. I like to say that organbuilding can be described as the art of knowing where to put the holes, which means each workshop has a drill press and an impressive collection of drill bits. There are thousands of drill bits in my workshop, ranging in size from a few thousandths of an inch or tenths of a millimeter to three-inch behemoths for drilling large holes in rackboards. You have to hang on tight when one of those bad boys is turning in the wood.

Every shop has a setup for cutting and punching leather. I use the plastic cutting boards you buy in fabric stores for cutting long strips of leather and a rotary knife like a pizza cutter, and I have a heavy end-grain block capped with half-inch-thick PVC for punching the thousands of leather circles and buttons needed for the leathering of pneumatic actions and valves.

Over my half-century experience with organ shops, there have been countless innovations in the world of tools. When I was an apprentice working with John Leek in Oberlin, Ohio, we turned all our screws by hand. Dismantling a large electro-pneumatic-action organ for releathering was like a triathlon, working over your head with a screwdriver turning thousands of screws to release bottomboards, pouchboards, stop action machines, and windlines. We had forearms like Popeye. Later we had the first electric screwdrivers, which were simply drill motors that had to be plugged in. At first, they were too powerful for driving screws into the soft wood of organ windchests, but soon adjustable clutches were introduced allowing you to set the torque of the machine to avoid stripping the threads of too many screws. Still, these had power cords that were a nuisance to keep away from the pipes of the windchest below where you were working. It was always a Mixture.

When cordless drills and screw guns were introduced, the battery life was not great. You would need to have three or four batteries dedicated to each tool if you wanted to run it for a few hours, changing and charging the batteries as you went. Today there is a wide range of powerful twenty-volt tools available with remarkable battery life and torque enough to sprain your wrist. I have switched my entire assortment of professional and home maintenance tools to the 20V DeWalt system, including chainsaws and weed whackers, delighting that I no longer need to keep gasoline around the house. I can run that weed whacker for an hour on a single charge, long enough to get around our large rural lawn. And the screw guns just keep going and going.

Was it twenty years ago when Computerized Numerical Control (CNC) machines were becoming popular? These technological marvels can be programmed to quickly produce complicated woodworking projects. One of the first uses of CNC machines in organ shops was the drilling of windchest tables that have rows of different sized holes for each stop. A drawing is fed into the computer, and the machine selects the bits and drills away. I remember standing at the drill press, drilling the holes in rackboards, toeboards, and sliders for a new organ, changing the bits by hand for each different hole size. A long row of boards stood against the wall nearby, and I drilled the 7⁄16-inch holes in all of them, then would change the bit to half-inch and start again. (I followed the rule of drilling the smallest holes first, knowing that if I made a mistake and drilled a hole or two too many with one bit, it would be easier to correct than if I had started with the big holes.)

When I first saw CNC machines in operation, it seemed that you would need a group of NASA scientists to operate one. Today, knowing some of the very small shops that had adopted them, it is apparent that pretty much anyone can learn to run one. CNC machines crank out windlines, action parts, reed blocks, pipe shades, and pretty much any part of an organ made of wood. CNC machines are also used for making things from metal, mass producing hundreds of identical parts or producing single complex fittings.

Making metal organ pipes is one of the magical parts of our trade. To do that, especially to make alloys and cast sheets of molten metal, a shop needs an expensive, complex setup that requires a lot of space, so most organbuilders buy pipes made to their specifications by specialized pipe-making firms. Still, several shops have all this equipment, and it is a thrilling process to witness. Metal ingots are melted in a cauldron over high heat, with the different metals, usually tin and lead, weighed carefully as the alloy is specified by the tonal director. The cauldron is mounted near the end of a long narrow table, typically with a stone surface, and the table is fitted with a sled. The metal is ladled into the sled, and two workers push the sled steadily down the length of a table, leaving a thin sheet of the molten brew on the stone. Stare at the gleaming surface for a few seconds, and watch it glaze over as the liquid turns to solid.

Casting metal for organ pipes is a process that has been in use as long as we have had organ pipes. The Benedictine monk, François-Lamathe Dom Bédos de Celles (1709–1779) included beautiful engravings of this process in his seminal book, L’art du facteur d’orgues (The Art of the Organ-Builder), published between 1766 and 1778. When the metal has set and cooled, the sheets are rolled up. They are then either planed by hand or on a huge drum to the specified thickness. Some pipe makers hammer the metal before forming the pipes, duplicating an ancient process that compresses and strengthens the metal. Then they cut the metal to create the different parts of an organ pipe, rectangles for the resonators, pie-shaped for the tapered feet, and circles for the languids. They are formed into cylinders and cones and soldered together to form the pipes. Every organist should find a chance to witness this incredible process.

Potter at work

Harry Holl’s Scargo Pottery in Dennis, Massachusetts, was a common summer evening family outing when I was a kid. We all loved the woodsy setting with a row of potter’s wheels under a corrugated fiberglass roof where we would stand watching Harry and his colleagues, many of whom were apprentices, create beautiful dinnerware, mugs, vases, and bowls. Like the mysteries of casting organ metal, it is a bit of magic to watch an artist place a blob of clay on a wheel and poke and prod it into a vessel. Watching a blob become a bowl is like watching a flower open. The craft is exacting when making a set of plates or bowls. Each is a hand-made individual, but they will stack better in your kitchen if they are pretty much the same size, so the potter uses a caliper to measure the height and diameter of each piece to form a set.

When Wendy and I moved into our house in Newcastle, Maine, in the winter of 2001, my parents gave us a set of eight large dinner plates made by Harry Holl with deep blue glaze in a rippling pattern, which we still use frequently. There is a large table lamp on my desk, and the house is scattered with the lovely artworks from Scargo Pottery that we eat and drink from each day.

Harry worked mostly with ceramic clay that emerged white from the kiln. There is a particular beach near Scargo Pottery with distinctive black sand that Harry liked to blend with his clay, giving his pieces a speckled effect that shows through the glaze. His sense of shapes and his love of his material made him a great artist. His daughters Kim and Tina run Scargo Pottery now, long after their father’s death.

Those summer outings typically had a pleasant coda, as we would pass an ice cream shop called Sea Breezes on the way home. Getting into the car at Scargo Pottery, we would pipe up a sing-song chorus, asking if “Sea Breezes are blowing.” My father was a sucker for ice cream, so it was always a safe bet.

Will it float?

Around us in Maine there are several boat yards that build custom wooden boats. Like any artisan’s shop, they are a delight to visit, and as a life-long organbuilder to whom straight and square are virtues, the absence of straight lines in the hull of a wooden boat is mind-boggling. The hull is nothing but voluptuous curves in every direction, from front to back (forward to aft), top to bottom (rail to keel), and side to side (beam to beam). Boat builders place huge planks into steam-filled vessels to soften them and carry them to the side of the boat where they are fastened to the ribs with huge bronze screws (which don’t corrode in salt water) or wooden pegs. When I worked with John Leek, we used the same steaming process to make the bentsides of harpsichords.

When a hull is complete and decks and interior are fitted out, the boat is launched, a test that no organbuilder ever has to face. I marvel that the never-before-immersed vessel floats flat and level. I guess it is comparable to the marvelous moment when you turn the wind on in an organ for the first time. Both the boat and the organ come to life at their first moments of usefulness.

Back to its maker

In the spring of 2013, Wendy and I set sail in Kingfisher from Marshall Marine in Padanaram, Massachusetts. She is a Marshall 22, built there in Padanaram in 1999. We had purchased her the preceding fall and spent the winter imagining and planning our maiden voyage to bring her to her new home in Newcastle, Maine. Our son Andy then lived in nearby New Bedford, Massachusetts (home of the largest fishing fleet in the United States). We left one of our cars in Newcastle, and Andy dropped us off at the boatyard and took care of the other car while we were at sea.

Our trip took six days and five nights and covered more than 250 miles. We had mapped out the route and reserved dock space or moorings in different marinas for each night. We ate dinner onboard most evenings and reveled in showers at the marinas. It was one of the great adventures we have shared as a couple. A friend raced out in her motorboat to snap a photo of us entering the Damariscotta River. Stepping onto our dock and walking up the back lawn seemed like a miracle. Sleeping on solid ground for the first time in six days, I rolled out of bed onto the floor.

Each summer since, we have set aside weeks for “cruising,” when we provision the boat for days and nights on the water and explore the infinity of the famous rocky coast of Maine. We have anchored in picturesque harbors and on remote islands. After the huge learning curve of handling the boat on the first trip, we have mastered Kingfisher, learning when we can push her, when we should reef the sail against heavy wind, and just how high can we “point” against the wind to round that reef without tacking. We have several friends in the area who have waterfront houses, and one of our favorite outings has been to sail to them for rollicking dinners and slumber parties. And one of the great things about a boat is that you can go places otherwise unreachable.

Last summer, nudged by the pandemic, we left Greenwich Village, moved into our new home in Stockbridge, Massachusetts, and quickly made a gaggle of new friends. Tanglewood, the summer home of the Boston Symphony Orchestra, fifteen minutes from home, would be less of a summertime conflict if they only held concerts when it was not good sailing weather in Maine.

When our local boatyard hauled Kingfisher out of the water last fall, I asked them to touch up the varnish on the brightwork, the teak pieces that trim the fiberglass hull whose finish is ravaged by constant sunlight and salt. He touched it up, all right, and sent me a bill that recalled the saying, “She looks like a million bucks.” It was a surprise, but we took it as a hint. What better time to offer her for sale than when she looks like a million bucks?

Two weeks ago, Kingfisher went by truck back to Padanaram, and last week I stopped by Marshall Marine to deliver the sail that had been at a sail maker for winter cleaning and repair. Geoff Marshall, who runs a workshop with seven people building those lovely boats, is also the broker from whom we bought her, and he walked me through the different buildings, talking about the various boats in different stages of completion. Here is one that is just getting started, and here is another that is due to launch in a few weeks. The new owner is just as eager to see her in the water before Memorial Day as the organist is to play the new organ on Easter Sunday.

When I watched Kingfisher drive up the hill away from Round Pond, Maine, on the back of the truck, I felt as though a piece of me was dying. How we have loved the time onboard with family and friends, and with Farley the Goldendoodle curled up on the deck. There is nothing like the taste of the first sip of coffee in the morning or of a gin and tonic after a long day of sailing, and there is nothing like the thrill of bending the wind to get you to a party.

Frequent readers will remember that I have written many times about the common philosophies of sailboats and pipe organs, that both are human attempts to control the wind. Kingfisher is leaving our family, but I will always have a little salt water in my blood. You haven’t heard the last of it.

Mechanical failure

This morning while doing errands with Wendy, I noticed a lug nut on the tarmac next to our parked car. The inside thread was stripped bare, even shiny and smooth, and while the outside should have had six corners and six sides, only three corners and two of the sides were intact while the rest was rounded. I put it in my pocket and worried it with my fingers as we completed our errands and placed it on my desk when I got home. I have been glancing at it and handling it, wondering how it got so badly deformed. Was it cross-threaded onto the lug so aggressively that the thread was compromised? Did it fall off a car parked there? If so, how many other lug nuts were in such bad shape? How did the outside of the nut get rounded? Did other lug nuts on the same wheel suffer the same damage? It’s bad when a wheel falls off.

Take care of your machines.

For most of us, our cars are the most complex and sophisticated machines we own, and there are some simple maintenance procedures we follow to ensure smooth operation. The fact is that failure to take these steps can lead to serious damage and mortal danger. We change the oil every few thousand miles. When the engine is not running, the oil sits in a reservoir at the bottom of the engine known as the oil pan. When you start the engine, the oil pump brings oil to the top where it splashes about the camshaft and valves, and trickles down across myriad parts to be recirculated. If the oil gets dirty, it does not lubricate as well. If the oil runs dry, the engine parts heat to the point of welding themselves together. I once hit a rock with a lawnmower that cracked the oil drain plug inside the mower deck. The oil ran out, and the engine seized with a bang.

Did you ever notice how your car’s engine clatters for a few seconds when you start it on a cold morning? That is because the oil is extra thick and takes a moment to get to the top of the engine. Are you one of those drivers who starts the engine and immediately puts the car in gear? It would be better to wait until the oil gets to the top of the engine and the clattering stops before you put a load on the engine.

You are backing out of a parking space. You check your mirrors, shift into reverse, and start the car moving. When you shift into drive you hear a clunk from under the floor. Each of those clunks means a little extra wear on the transmission with its hundreds of precise interior fluid channels. I back out of the space, shift into neutral as I stop the car, then shift into drive before I start moving again. No clunk. It is an extra step, but I think it means my transmission will last longer. It is as easy to develop that habit as putting only one space after a period.

When my sons were young, they were delighted to find that they could cause the plumbing to make banging noises in the walls when they turned a bathroom faucet on and off at my parents’ house. My older son is now an expert fabricator with high-end welding skills, and we laughed together recently over that memory. They could have done serious damage to the house by breaking soldered plumbing joints inside the walls.

The same son was a wild driver early on. He loved going fast, he loved having smoke coming off his tires, and he pushed a series of cars to early ends, adding to the huge expense of many speeding tickets, cancelled insurance policies, and suspended licenses. When he finally broke those habits, he observed that it is lot less expensive to drive more conservatively.

Try it again without making noise.

The pipe organ is a musical wonder, and no other musical instrument has such complicated mechanical systems. Our habits at the keyboard and our attitudes toward our instruments can have a significant effect on their reliability. I do not need to mention the organist who habitually placed a sugary cup of coffee on top of the console stopjamb. I chided him about the ugly rings on the lovely, shellacked surface and warned about spills. The spill happened late on a Saturday night, and I was able to get the organ working a little before Sunday services, but removing the keyboards, replacing felt bushings, cleaning contacts, and regluing several of the sharp keys cost many thousands of dollars.

I do not need to mention the organist who played on a nineteenth-century mechanical-action organ and caused heavy bangs in the stop action because of the force he used on the drawknobs. The travel of those sliders is regulated and limited by little steel pins drilled and driven into the windchest tables. There are slots in the sliders that ensure the correct amount of motion, and the pins also fit into holes in the bottom of the toeboards, assuring that they are in the correct position. Slam, bang, thud hundreds of times every time he played, and the stops gradually grew softer and out of tune. Those guide pins were being driven out of their holes, and the sliders were traveling too far, going past the “full open” position, constricting the holes, and underwinding the pipes. That one was a $45,000 repair, removing all the pipes, lifting the toeboards and sliders, repairing the holes, redrilling the pins, then putting everything back together and tuning the pipes.

And I do not need to mention the organist who complained that the piston buttons were unreliable, demonstrating them to me with furious jabs from a powerful finger. Maybe, just maybe, the tiny contacts and springs that make those buttons work were prematurely worn by that vigorous action.

Just as I try to avoid that extra clunk when shifting my car from reverse to drive, you might listen to your console as you play. Does your technique cause extra noise at the keyboards? You might be causing excessive wear.

When I was a student at Oberlin, I had an important lesson about unnecessary noise. My organ teacher, Haskell Thomson, organized a winter term project for a group of us to be led by Inda Howland, the legendary teacher of eurhythmics and disciple of Émile Jacques-Dalcroze. For three days a week through the month of January, ten or fifteen of us bounced balls and performed other rhythmic exercises to the beat of the drum that always hung on a lanyard around Ms. Howland’s neck. Later in the month, we moved to practice rooms where we played for each other with her coaching and comments. I was working on Bach’s Toccata in F at the time, and I bravely powered through those familiar pedal solos with my pals huddled around the little organ. (If you think the acoustics in a practice room are dry, add twelve inquisitive pairs of ears to the mix.) When I finished, Ms. Howland referred to the noise of my feet on the pedalboard, “try it again without making noise.” That one comment had more impact on me than ten years of organ lessons, and I know my pedal technique improved from that moment on.

The most mechanical of musical instruments

A violin is nothing more than a curiously shaped box with a neck and four strings. The only things mechanical about it are the tuning pegs that use “friction fit” to maintain the exact tension to keep each string in tune. A trumpet has three valves that function like pistons, connecting tubes of various lengths as their positions are changed. A clarinet has eleven holes that are opened and closed by a system of levers operated by the player, and a piano key action has about ten moving parts for each note, mounted in neat rows.

Open the door of an organ case or organ chamber, and you face a complex heap of contraptions that somehow unify into a musical whole. There are bellows or reservoirs to store and regulate wind pressure, ducts to direct the wind throughout the organ, levers, switches, and wires connecting keyboards to valves, ladders and walkboards to allow technicians to clamber about inside. As it is the challenge to the musician to play the instrument with as little extra noise as possible, it is the job of the organ builder to make the machine disappear. The inherent mechanical nature of the instrument is minimized to allow the most direct communication between the musician’s brain and the listener’s ears.

Ernest Skinner, one of the most ingenious mechanical and tonal innovators in the history of organ building, invented the “whiffle-tree” expression engine. The origin of the whiffle-tree is the system of harnesses used to hitch a team of horses to a wagon that allows the force of the pull of each individual animal to be evenly added to the whole. Skinner made whiffle-tree motors with eight or sixteen stages depending on the size and glamour of the organ. They include large power pneumatics inside the machine connected to the marionette-like whiffle-tree that pulls on the shutter action, which are exhausted by a row of primary valves at the top of the machine. The motors are activated when you “close” the swell shoe, pulling the shutters closed. There is either a spring or a heavy counterweight with cable and pulleys to pull the shutters open when the motor is disengaged. To avoid the possibility of the shutters slamming closed, Skinner made the primary valve of the last stage smaller than the rest, constricting the exhaust, and slowing the motion of the shutters at the end of their travel.

While Mr. Skinner’s machine was effective at quieting the noise of closing shutters, I am reminded of a moment when operator error allowed expression shutters to make not only extra noise but visual distraction. A friend was accompanying a chorus on the organ in a music school recital hall and asked me to sit in on a rehearsal to listen for balance. She had chosen great registrations, so there was little to say there, but she was beating time with the Swell pedal, and since the shutters were fully visible as part of the organ’s façade, it was a huge distraction. We broke that habit.

Things that go bump in the night

In the 1980s and 1990s, I was curator of the mammoth Aeolian-Skinner organ at First Church of Christ, Scientist, in Boston, also known as “The Mother Church.” Dr. Thomas Richner was the organist, a colorful, diminutive man with a wry sense of humor and marvelous control over that organ with its nearly 240 ranks. My phone rang around eleven one evening, “Pee-pee” (he called everyone Pee-pee), “something terrible has happened to the organ. I closed the Swell box and there was such a crash.” That Swell division has twenty-seven stops and forty ranks including a full-length 32′ Bombarde, and there are four big windchests with four huge banks of shutters coupled together. I went to the church the next morning to find that the cable of the counterweight for the Swell shutters had broken, and several hundred pounds of iron had crashed onto the cement floor. Practicing alone late at night in a dark church, the poor man must have jumped out of his skin.

In the 1960s, organ builders were experimenting with electric motors to control the stops of slider chests, and one of our supply houses marketed Slic Slider Motors, grapefruit-sized units with a crank arm on top that rotated 135-degrees or so from “on” to “off.” I suppose they were among the first units to work reliably in that application, and lots of organ builders used them. The travel was adjustable, and they worked quickly. But the noise was unmistakable, schliK-K-K! I remember as a pre-organ builder teenager sitting in a big church listening to an organ recital, wondering what all that noise was. After a particularly large and noisy registration change, the mentor who had brought me leaned over and explained it. That was before I knew Inda Howland, but I am sure she would not have approved.

In the early 1970s, Laukhuff, the prominent German organ supply firm that recently and unfortunately ceased operations, developed a double-acting solenoid slider motor. It was housed in a steel case, and there were steel “stops” with heavy rubber bumpers attached to the shiny central shaft to limit the travel of the sliders. I maintained several organs that featured those motors. They worked beautifully until the rubber bumpers crumbled and fell off after thirty or forty years. The motion of the powerful motors was now limited by steel-on-steel, and they made an impressive hammer-on-anvil sound as they operated. I made a supply of replacement bumpers to keep in each organ punched out of woven green hammer-rail felt with a slit cut to the center hole so they could be popped onto the shaft without dismantling the motor.

Going out with a bang

During the “organ wars” of the 1960s and 1970s, “tracker detractors” chortled, “if it clicks and clacks, it’s a tracker.” Fair enough—lots of tracker organs have action noise, especially older ones. But the thousands of “pffts” from an electro-pneumatic organ are also often audible from the pews. Modern tracker actions have Delrin and nylon bushings to replace the metal-on-wood systems found in older organs and carbon-fiber trackers that do not slap at each other like traditional wood trackers.

It is easy and relatively inexpensive to include muffler covers to quiet electro-pneumatic actions, but I have often been in organs where a previous technician left the covers off for convenience, allowing the action noise to be clearly audible. And tremolos: how many of us have heard them set up a Totentanz with reservoir weights jumping and thumping and valves huffing and puffing? Screw down those weights before they bust a gusset in a reservoir and build a box around that pufferbelly. It is not helping the music.

Along with space-age materials that allow us to build quieter actions, we have space-age lubricants to keep things running smoothly. A squirt or two and the squeak is gone, and the part moves effortlessly. But there was a spray lubricant used widely in the early 1970s that worked fine for a generation but turned gummy as it aged. Several prolific organ companies used it to lubricate the sliders of windchests, and stop actions failed as the stuff gummed up the works. I had several jobs that involved removing the pipes, taking up toeboards and sliders, cleaning off the old goo with solvents, and spraying on a new lubricant. I hope the stuff I used will last longer than the original. There is an old joke about it being easy to spot the organ builder as he walks through town because all the dogs follow him, attracted by the smell of mutton tallow he used to grease the skids.

Part of the magic of the pipe organ is its ability to move from a whisper to a roar and back again. Part of the challenge of effectively playing an effective instrument is to preserve the music itself as the only noise. I’m grateful to Inda Howland for her keen observation of the bombast of my twenty-year-old self. Let the music play.

One size fits all.

As a plus-sized organ guy whose shoulders are four or five inches wider than an airplane seat, I always sit in an aisle seat so I do not have to crunch up against my neighbor. Instead, I am regularly clobbered by the flight attendant’s cart and the sloppiest of my fellow passengers as they negotiate the trek to the restroom. Years ago, on a flight to who knows where, I was seated next to a young woman who was sitting with her legs curled under her on her seat. I marveled at her flexibility, and when we stood to deplane, I realized she was under five feet tall and weighed a hundred pounds or less. We had paid the same price for our seats, and she was sitting perfectly comfortably while I was squeezed into my seat like toothpaste in a tube. Hats, mittens, or leggings might be sold as one-size-fits-all, but I know that really means they will be loose on small people and tight on large people.

So it goes with education. Modern public schools are governed by the demands of standardized testing as if every child in America needs an identical education. My son Chris teaches English as a second language in an urban public high school where his students are first- or second-generation immigrants who speak Spanish, Vietnamese, and Chinese at home, as it is typical that their parents do not speak English. These kids cannot be expected to thrive if they are being held to the same standards as their classmates who grew up speaking nothing but English. It is a heinous form of discrimination.

My other son Mike did not finish high school but worked in a succession of bicycle shops as a teenager and graduated to specialized piping, building the complex networks of tubing in university research labs. When he told me he had learned to do internal welding on eighth-inch stainless steel tubing, I knew he was going to be okay. He has now had a fifteen-year career with an architectural fabrication firm where he builds high-end signage with complex electrical systems, like the miles of LED displays that encircle the guitar-shaped Hard Rock Hotel in Hollywood, Florida. He built and installed all the road signs for Terminal B of Logan Airport in Boston (“Central Parking, Next Left”), interior signs for Madison Square Garden including the jumbotron, and the new Whitney Museum of American Art in New York City. You might think that Mike is disadvantaged because he did not have algebra or calculus in high school, but he uses more complex mathematics at his workstation every day than many of us do in a lifetime.

I had an industrial arts class in middle school where I learned to use a stationary shear, a metal brake, rollers, and rivets making a half-pipe-shaped, sheet-metal firewood caddy with decorative black iron legs and hoop handle. That gold-painted beauty stood next to the fireplace in my parents’ home until they moved into assisted living forty years later. I had algebra in high school, but I sure spent a lot of days in my career as an organ builder developing the metal-working skills I learned when I was thirteen.

In his book Shop Class as Soulcraft (Penguin Press, 2009), Matthew Crawford wrote about the dwindling of public school industrial arts education as schools focused more on standardized testing and achieving 100% college admissions. The second paragraph of his book’s introduction begins, “The disappearance of tools from our common education is the first step toward a wider ignorance of the world of artifacts we inhabit.” He goes on to describe how modern engineering focuses on “hiding the works” by designing machines so that you cannot tell how they are put together or how they work. Open the hood of a new car, and you can hardly tell there is an engine in there, and to keep our precious hands clean, some newer Mercedes models do not have dipsticks, as if it is not the owner’s responsibility to pay attention to whether there is oil in the engine.

In 1917, Congress passed the Smith-Hughes Act that provided funding for manual training in public schools, both as part of general education and as designated vocational schools. Crawford cites that starting around 1980, 80% of public high school shop programs began to disappear.¹ Throughout the book, he makes the case that while some people flourish practicing law or managing businesses, many people are cut out to work with their hands, gaining the satisfaction of making or repairing something, what he calls “primary work.” He points out that surgery is a meeting of intellectual and manual disciplines. Standardized testing implies that a kid who is destined to be a plumber needs the same foundation as one who will be a musician or a corporate executive. Who can tell the future of a ten-year-old? You can’t. You provide all children with an education that includes academics, the arts and humanities, the industrial world, and sports, and hope that each child will be captivated by something—liberal arts for teenagers.

Simply reading the table of contents of Crawford’s book gives an overview of his point of view regarding the manual arts: “A Brief Case for the Useful Arts;” “The Separation of Thinking from Doing;” “To Be Master of One’s Own Stuff;” “The Education of a Gearhead;” “The Further Education of a Gearhead: From Amateur to Professional;” “The Contradictions of the Cubicle;” “Thinking as Doing;” “Work, Leisure, and Full Engagement.” As an organ builder, I have spent much of my life negotiating and contemplating the differences between blue- and white-collar work, and I recommend this book as a good read with lively writing and philosophical musings from the life of a literary motorcycle mechanic.

Early in my career, living and working in Oberlin, Ohio, one of our friends taught diesel mechanics at the vocational high school. What could be more valuable to a rural farming community than a new generation of diesel mechanics? Let’s face it, we need plumbers and auto mechanics more than we need organ builders. Those kids at Voke-Tech were onto something.

Jack of all trades

David Margonelli was a woodworker whose shop was in Edgecomb, Maine, a few miles downriver from our house. His first woodworking project was a Barnegat Bay Sneakbox, a small shallow draft boat that could be sailed, rowed, poled, or sculled. He was interested in Shaker furniture early on, and over the years developed pieces that combined the Shaker tradition with elegant curves such as a chest of drawers with bowed front or a bow-legged dining table. He had an elaborate vacuum table set up in his shop, like that found in many organ building workshops used for gluing windchest tables to grids, that allowed him to use the pressure of the atmosphere to create his curved elements.

We have one of his tables in our apartment in New York. It is made of cherry with the signature bowed legs and a neat sliding mechanism to allow the addition of two leafs for larger dinners. It has been the host of countless wonderful dinners, and its graceful shape is a beautiful addition to our home. David was a gnarly old guy, very sure of himself, and proud of his designs and craftsmanship, and I loved visiting his shop as much as I love sharing meals at his table.

Camden, Maine, a coastal town an hour or so east from us, is home to a little shop that sells handmade leather goods where I bought a bag made of supple black leather that I use as a second briefcase. It is just the size of an iPad or letter-sized paper folded in half and has three zipper compartments with enough space for a phone/iPad charger, hand sanitizer, pens, a Moleskine notebook, and a bottle of water. It has a long, adjustable leather strap so I can carry it around my neck, and I take it to local meetings and on short trips when I know I am not going to need my MacBook. I never met the artisan who made it, but I appreciate the accurate cutting of the material, the careful hand stitching, and the thoughtful usefulness of the design.

Early in 2013, I was tuning a venerable Hutchings organ in Cambridge, Massachusetts, when a 127-year-old ladder collapsed under me. I had a classic view of a receding ceiling and landed flat on my back on the miraculously flat and uncluttered floor of the organ. (If I had landed on a windline, I would have never walked again.) Following surgery and rehab, and our first season with our new sailboat (we called it the Sciatica Cruise), I contacted those clients whose organs were particularly treacherous and suggested (required) that we would install new ladders, handholds, and railings to reduce the risk of accidents. There is a little metal fabricating shop in our neighboring village of Damariscotta, Maine, where two guys cut and weld iron to make things like gear for commercial fishing boats amidst a gallery of tool calendars. I took them drawings for a collection of railings and ladders, and it is a lot safer to work in those organs now.

All these skills and the specialized tools involved are part of the art of organ building. Add to them sophisticated electrical systems, mechanical and structural engineering, architecture, and the musical realm of voicing and tuning, and you approach the complete organ builder.

It takes a village.

Having spent countless hours and days on job sites, bringing organs in and out of churches and maintaining those in place, I reflect frequently on the wide range of trades and vocations. An organ builder must be conversant with musicians, clergy, and the lay or professional leaders who operate churches and equally at home with custodians, electricians, HVAC workers, and the plumbers who install overhead sprinkler systems. We deal with building and fire inspectors, insurance adjusters, and lumber vendors. And working with the Organ Clearing House, almost every job involves scaffolding and trucking. It is funny to deal with a big-city pastor and a scaffold delivery driver from Queens, New York, in the same morning, especially when it turns out that the pastor is the tough customer while the driver is a sweetheart who just wants to get things right.

In 2004, we dismantled a huge M. P. Möller organ in a chamber above the 125-foot-high ceiling of a 19,000-seat convention center. As it was in the union city of Philadelphia, we started the project with a meeting that would define who would be allowed to do what work. Representatives of the unions for riggers, laborers, and carpenters were present along with administrators of the University of Pennsylvania, which owned the site. I described how delicate organ parts can be in spite of their industrial appearance, and the guy from the riggers’ union assured me that their men had vast experience. “We’ve been rigging in Philadelphia for 100 years, we’re the guys who moved the Liberty Bell.” I quipped, “Are you the ones who cracked it?” He did not think it was funny, but there were audible snickers around the table. The laborers insisted they should be in the organ chamber with us, moving the crates around. In the end, I won the point that we “owned” the organ chamber, that no one but us could handle organ parts until they were packed, but as soon as a crate or organ part got to the riggers’ rope we could not touch it again. We found out that “touch” really meant touch. Later in the job, one of our guys was on the floor guiding the laborers about how to place and stack crates, and he pushed a loaded dolly a few feet. A whistle blew, the work stopped, and I had to go to an emergency meeting with the unions to smooth things over.

Mike, one of the riggers, showed up one morning looking pretty rough. His pal told us that he had been in a bar the night before that had a boxing ring set up where patrons could wrestle with a bear, and the bear had won. Hughie (six foot, eight inches tall) stands out in my memory. The union was requiring him to attend anger management classes because he had beat up a highway toll collector as he passed through the booth. (Who gets that angry in that short a time?) We got along famously, and I will never forget the goodbye hug he gave me when the job was finished. The music theory classes I had at Oberlin had nothing to do with preparing me for Hughie’s hug, but I am sure that my knowledge of theory and harmony has informed my tuning.

§

We are all aware of the decline of “electives” in public schools like home economics, industrial arts, and the arts in general. The focus on college acceptance and standardized tests seems to hinder a thorough education. It is a common sentiment now that public schools could and should offer courses in life skills like family budgeting, tax preparation, investing, and auto maintenance, things that all of us need to know and learn on our own later if our parents do not teach us.

I repeat the quote from Matthew Crawford’s book, “The disappearance of tools from our common education is the first step toward a wider ignorance of the world of artifacts we inhabit.” When I visit an art museum, I marvel at the manual skills of painters, sculptors, potters, and jewelers from centuries and millennia past. If you have never held tools in your hands, never tried to carve a piece of wood, or never put brush and paint to canvas, you will have less understanding of the magic that is around you. Visit the ancient sites in Greece or Rome, and imagine the knowledge, skill, and singular sense of purpose necessary to build the Colosseum, a 10,000-seat amphitheater, or craft an ornately decorated pottery urn.

When I was an apprentice in John Leek’s shop in Oberlin, Ohio, he taught me how to plane a rough board by hand before letting me loose on the thickness planer. That was a great lesson about sharpening and handling tools and understanding the flow of grain in a piece of wood so my plane would not tear chips out of the surface if I worked against the grain. That experience enhanced my appreciation of the historic organs I have visited and worked on in the United States and Europe. That iconic fifty-foot-tall organ case in Haarlem is made of lumber that was planed and cut without electric tools and machines. I get blisters on my hands just thinking about it. Since the fire at the Cathedral of Notre Dame in Paris, France, we have seen video footage of the wooden superstructure of that building, made by artisans in the twelfth and thirteenth centuries. Felling trees, milling them into huge beams, transporting them from the forest to the city, and hoisting them hundreds of feet in the air with only the power of humans and oxen to haul wagons and turn winches is practically beyond belief.

Wendy and I are in New York City this week, and because of some complicated twists of schedule, a friend is staying in our house in Maine taking care of Farley, the Goldendoodle. She called at five o’clock Saturday evening saying there was no running water in the house. I walked her through resetting the pump at the wellhead without results, so I called Darren, the plumber. Meanwhile, I told her that she had three flushes (there are three toilets), after which she could use the outhouse. Darren was at the house in fifteen minutes, cleaned the filter at the pressure tanks (of course, the filter), and Cassie had water again. Take good care of your plumber, pay his bills promptly, and he will take good care of you.

Notes

1. Michael B. Crawford. Shop Class as Soulcraft (Penguin Press, 2009), p. 11.

Control freaks

A little over a year ago, I bought a slightly used 2017 Chevrolet Suburban. It replaced a 2008 Suburban that I drove 250,000 miles. I prefer buying cars that have 10,000 or 15,000 miles on them because I think the first owner absorbs the loss of the “new car value,” and I get to buy a fancier car for less money. The first Suburban was black. Wendy thought Tony Soprano while I thought Barack Obama. My colleague Amory said “Special Agent Bishop” when I arrived at his house to pick him up. But the funnier thing was that while sitting in an on-street parking spot in New York City in the big black car, people would open the back door and get in, thinking I was the limo they had ordered. That happened several times, and each time brought a good shared laugh.

I like to have big, comfortable cars because I drive a lot (between 1985 and 2018, I drove six cars a total of nearly 1,250,000 miles, which is an average of about 38,000 miles a year), and because I carry big loads of tools, organ components, and, um, boat stuff. I can put an eight-foot rowing dinghy in the back of the Suburban and close the door. The new Suburban gets about forty percent more miles to the gallon. But the biggest difference is the electronics.

Sitting at a stoplight facing uphill, I move my foot from the brake to the accelerator to start moving, and a sign on the dashboard lights up, “Hillside brake assist active.” I am told that I am Driver #1 for the auto-set feature for seats and mirrors (and steering wheel and pedals). I am told when my phone connects to Bluetooth or when Wendy’s phone is not present in the car. I am told when the rain sensor is operating the wipers. I am told when my tire pressure is low. I am told when I am following a car too closely. And to the amusement of friends and family, and a little excitement for me, the driver’s seat buzzes when I get close to things like Jersey Barriers, trees, or other cars. It sounds like the gabbling of eider ducks when they are rafting together in big groups at sea.

The feature I like best is Apple CarPlay. When my phone is plugged into the charger, my Apple icons show up on the dashboard touchscreen giving me easy and safe access to Apple Maps, Google Maps, hands-free messaging, and phoning. I can activate Siri with a button on the steering wheel and place a call or record a reminder, so I have no excuse for forgetting things. One of the icons is my Audible account so I can listen to my library of ebooks as I drive.

I expect there is a downside to all these gadgets. Any organbuilder knows that there is a whopper of a wiring harness snaking through the car and a CPU somewhere deep in the bowels of the vehicle, and I imagine that the most expensive repairs I will face down the road will be correcting cranky electronics.

One thing leads to another.

I am thinking about electronic controls because I was amused recently by a post on Facebook by Damin Spritzer¹ who wrote, “Does anyone else have anxiety dreams about Sequencers? *Laughs weakly and makes more coffee.*” There ensued a flurry of responses, some thoughtful and provocative, some ridiculous, and some downright stupid. This conversation brought to my mind several themes I have developed over the years about the advances of pipe organ control systems and various colleagues’ reactions to the relevance, convenience, and pitfalls of new generations of this equipment.

In the late 1980s, I took over the care of the heroic Aeolian-Skinner organ at The First Church of Christ, Scientist (The Mother Church), in Boston, Massachusetts. With 237 ranks and well over 13,000 pipes, this was quite a responsibility. Jason McKown, then in his eighties, who had worked personally with Ernest Skinner in the 1920s, was retiring after decades of service, and before I arrived, the church had contracted with another organ company to install a solid-state switching and combination system. Jason’s comment was simple, “This is for you young guys.” I was present to help with that installation, and, of course, was responsible for maintaining it. That was before the days of effective lightning protection, and whenever there was a thunderstorm, we had to reprogram the Crescendo memory. I had a helper who memorized that huge list of stops, and I could trust her to drop by and punch it in.

Marie-Madeleine Duruflé played a recital at Boston’s Trinity Church for the 1990 convention of the American Guild of Organists. A few days before she was to arrive to prepare for her performance, the solid-state combination system in the organ stopped working and the organ went dead. The company that built the system sent a technician with a bale of spare cards, and we worked through two nights to get the organ running again, just in time for Madame Duruflé to work her magic.

The Newberry Memorial Organ in Woolsey Hall at Yale University is one of the great monuments of twentieth-century organbuilding. With more than a 165 voices and over 12,500 pipes, it is high on the magic list of the largest Skinner organs, and Nick Thompson-Allen and Joe Dzeda have been its curators for over fifty years. Nick’s father, Aubrey Thompson-Allen, started caring for the organ in 1952. That huge organ is played regularly by dozens of different people, and one might expect that a combination system with multiple levels would have been installed promptly there. But at first, Joe and Nick resisted that change, correctly insisting that the original equipment built by Ernest Skinner’s people must be preserved as a pristine example of that historic art and technology.

However, along with Yale’s teachers, they understood that the change would be a big advantage for all involved, including the durability of the organ itself. Knowing that the cotton-covered wire used in Skinner organs would soon be no longer available, they proactively purchased a big supply. At their request, Richard Houghton devised a plan that added 256 levels of solid-state memory while retaining the original combination action and retaining the original electro-pneumatic actions to operate the drawknobs and tilting tablets as pistons were pushed and settings engaged. Houghton was sensitive to all aspects of the situation, and the 1928 console still functions as it did ninety-one years ago, while serving the procession of brilliant students and performers who use that organ for lessons, practice, and performance. The addition of the new equipment was accomplished with great skill in the spirit of Mr. Skinner under Joe and Nick’s supervision. Neat bundles of green and red cotton-covered wire wrapped in friction tape connect the hundreds of circuits of the console to the new unit, just as if it had been installed by Mr. Skinner’s workers in 1928. A side benefit was the elimination of countless hours spent resetting pistons as each organist took to the bench, hours lost for valuable practice, hours when the huge blower was running to support that mundane task.

Next

The sequencers to which Dr. Spritzer was referring are accessory functions of the more advanced solid-state combination systems that allow an organist to set sequences of pistons whose individual settings are advanced during performance by repeatedly pressing a piston or toe stud labeled “Next.” In addition, some systems allow the organist to program which pistons would be “Next,” so some make all the buttons have that function, while others choose buttons that are easy to reach and difficult to miss.

There is a steep learning curve in gaining proficiency with sequencers. It is easy enough to punch a wrong button or to fail to insert an intended step, so double-checking before performing is advised. And malfunctions happen, leaving a performer stranded with an unintended registration in the heat of battle. In thirty-six hours, Dr. Spritzer’s post attracted 135 “Likes” and 185 responses from organists who have had those magic moments. The brilliant performer Katelyn Emerson chimed in, “When the sequencer jumped no fewer than 16 generals on the third to last page of Liszt’s Ad nos, and I landed on nothing more than an 8′ Gamba, I had nightmares for weeks.” Reading that, I thought, “If it can happen to her, it can happen to anyone.”

Here are a few other replies to Dr. Spritzer’s post:

“No music was written for sequencers, so I don’t use them.”

“Didn’t have to dream it. I lived it.”

“When forward and back are unlabeled brass pedals one inch apart, only mayhem will ensue.”

“I just stick to mechanical action.”

“You know, I’m a sequencer phobic. I’ve had situations where I hit it and it zipped up five pistons.”

“Petrified of the things . . . . Yes, that’s why I never use them.”

Any colleague organbuilder who has or might consider installing a sequencer in an organ console should jump on Facebook (or get a friend to help you), find Dr. Spritzer’s post, and read this string of responses.

There are two basic ways that piston sequencers work. One is that you set all the pistons you need, and then set them in a chosen sequence. You can reuse individual settings as often as you would like, and there is no meaningful limit to the number of steps in a saved sequence. You can go back and edit your sequence, adding or deleting settings mid-way through. This is sometimes referred to as the “American” system.

The “European” system is a little different. It runs through General pistons in order, then scrolls up to the next level of memory and runs through them again. The scrolling continues through all the levels. This seems limiting, because it specifies exactly the order in which you must set pistons, and if you want to return to a setting, you have to program another piston the same way. In both styles, there is typically an LED readout on the console showing the current step in the sequence, and which piston it is, and if there isn’t, there should be.

If there are so many pitfalls, why bother? One of the great things about the state of the pipe organ today is that there are so many brilliant players who concertize around the world. If you perform on twenty or thirty different organs each year, especially those with big complicated consoles, you might take comfort in finding handy gadgets that are common to many of them. If you are adept and comfortable using sequencers, you do not have to go fishing around a big complex console looking for Swell 1, Great to Pedal, General 22, Positiv to Great 51⁄3′, Great 6, All 32′ Stops Off. You just keep hitting “Next.” Some consoles are equipped with “Next” buttons up high, so your page-turner can press it. (If you need that kind of help, maybe you should try the autoharp.)

Some teachers discourage the use of sequencers. Stephen Schnurr, editorial director and publisher of The Diapason, wrote that he “forbids” his students to use them in public performances at Valparaiso University where he teaches. He confirmed my guess, that he is encouraging them to “stand on their own two feet” and learn to play the organ seriously “the old-fashioned way.” That reminds me of my apprenticeship in Jan Leek’s workshop in Oberlin, Ohio, where he made sure I could cut a piece of wood straight and square by hand before teaching me the use of the super-accurate stationary machines. Further, Schnurr believes it is important that students do not rely on sequencers so heavily that they are bamboozled when faced with a console that does not have one. After all, I would guess that well over half of all organs do not have piston sequencers.

Looking at the other side of the issue, a few months ago, the Organ Clearing House installed a practice organ at the University of Washington, specially intended to expose students to the latest gadgets. We expanded a Möller Double Artiste to include a third independent unified division and provided a three-manual drawknob console with a comprehensive solid-state combination action that includes a sequencer. The organ allows students to develop proficiency using a sequencer in the safety of a practice room. It also features two independent expression boxes.

The old-fashioned way

The Illinois organbuilder John-Paul Buzard drives “Bunnie,” his Model A Ford, across the picturesque countryside, sometimes alone, and sometimes in the company of fellow members of a club of Model A owners. It looks like a ton of fun and great camaraderie, especially as club members help each other through repairs. Nevertheless, I will bet he uses a vehicle that is more up to date in the context of daily life. I am not an expert, but I am guessing that the Model A would be taxed if pressed into the mileage-hungry travel routines of an active organ guy. The Michelin radial tires on my whiz-bang Suburban are much better suited for endless hours at, um, eighty miles-per-hour than the 4.75 x 19 tires on the Model A.

In 1875, E. & G. G. Hook & Hastings built a spectacular organ with seventy stops and 101 ranks (Opus 801) for the Cathedral of the Holy Cross in Boston, Massachusetts. The company’s workshop was within walking distance, and Frank Hastings reveled in taking potential clients to see it. It was equipped with a pneumatic Barker lever to assist the extensive mechanical keyboard and coupler actions, ten registering composition pedals, and a fourteen-stop Pedal division, complete with four 16′ flues, a 12′ Quint, and a 32′ Contra Bourdon. Anyone familiar with the construction of such organs knows that represents about an acre of windchest tables.

Thirty-one years later, in 1906, the Ernest M. Skinner Company built a four-manual, eighty-four-rank organ (Opus 150) for the Cathedral of Saint John the Divine in New York, New York. That organ had electro-pneumatic action throughout, pitman windchests, and an electro-pneumatic combination action with pistons and a crescendo pedal. That is a quantum leap in pipe organ technology in thirty-one years.

Look back to the iconic Cavaillé-Coll organ at St. Sulpice in Paris, France, built in 1860. This was likely the most advanced instrument of its time, and the myriad original mechanical and pneumatic registration machines are still in use. We can reproduce how Widor, Dupré, and countless other genius players managed that massive instrument (although the presence of an electric blower takes away some of the original charm—it must have been quite a chore to maintain a brigade of organ pumpers to get through performances of Widor’s organ symphonies). Louis-James Alfred Lefébure-Wély was the organist there when the instrument was new, but Cavaillé-Coll realized that he was not the equal of the instrument and championed Widor as the next titulaire. Widor exploited the vast tonal resources of that great organ transforming the art of organ playing, inspired and enabled by Cavaillé-Coll’s technological innovations.

Ernest Skinner, with his comprehensive combination-actions, helped enable innovative artists like Lynwood Farnam develop new styles of playing. Widor and Farnam were apparently not above using complex and newly developed controls to enhance their command of their instruments. Their organbuilders demanded it of them.

I first worked with solid-state combinations in the late 1970s. Those systems were primitive, and excepting the revolutionary availability of two levels of memory, they had pretty much the same capabilities as traditional electric and electro-pneumatic systems. As the systems got more complex, they were sensitive to flukes like lightning strikes, and their developers worked hard to improve them. Recently I commented to a colleague that we all know that Mr. Skinner’s systems could fail. A hole in a piece of leather could mean that the Harmonic Flute would not set on divisional pistons. He agreed but replied that a good organ technician with a properly stocked tool kit could open up the machine and fix the problem in an hour or so. Some organbuilders are now proficient with electronic repairs, while others of us rely on phone support from the factory and next-day shipment of replacement parts to correct problems.

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I could repair almost anything in my first car. There were two carburetors, a mechanical throttle, a manual choke, and an ignition rotor. When you open the hood of my Suburban, you see some plastic cowls and some wires and assume there is a cast engine block down in there. To start the car, I step on the brake and push a button. The key must be present, but it stays in my pocket. If I leave the key in the car and shut the doors, the horn gives three quick toots, telling me that the car knows better than to lock the doors. But I suppose someday it will smirk, toot twice, and lock me out.

Next.

Notes

1. Dr. Damin Spritzer is assistant professor of organ at the American Organ Institute of the University of Oklahoma, Norman, artist in residence at the Cathedral Church of St. Matthew in Dallas, Texas, and an active international recitalist. You can read more about her at http://www.ou.edu/aoi/about/directory/spritzer-bio.

Shipping and handling included

Wendy and I live in a building with about two hundred households. We are mostly anonymous neighbors; just a few fellow residents are casual acquaintances. The people we chat with the most are the other dog owners, and we are more likely to know the dogs’ names than their owners’. Farley the goldendoodle is a cheerful and friendly guy so he attracts a lot of attention in the elevators and lobby.

Living in close proximity to that many people, we are constantly reminded of what a click-and-ship world we live in. Adjoining the building’s lobby is a large package room lined with shelves ten feet high where the doormen sort hundreds of parcels. Since Amazon started same day delivery in the city, as many as a half-dozen delivery trucks stop each day.

Twice a week, mountains of trash and recyclables are piled on the sidewalks including thousands of collapsed cardboard boxes tied with twine. Along with the boxes, we routinely throw away bales of bubble wrap, tons of Styrofoam peanuts, and miles of strips of air-cushion bladders. It can be a wicked nuisance dealing with a big carton of peanuts. It is especially annoying when they get charged with static electricity and I cannot get them off me. And for goodness sake, keep them away from the dog.

I am thinking about packaging today because I am just finishing an organ project in my little workshop in Maine, starting to take things apart and getting them ready for shipment. Yesterday, I went to a storage locker I rent nearby and loaded several empty pipe trays into my car. The standard size we make at the Organ Clearing House is eight-feet by two-feet by eight-inches deep. They are larger than those made by some other companies, and when they are full, they are heavy, but we think they are just right. Low EE of most 8′ stops fits in those eight-foot trays, so we also make some ten-footers to hold the biggest four pipes. We can get the biggest four of an 8′ Principal into one of those, or the biggest four of two 8′ strings.

My car is a Chevrolet Suburban, big enough to hold an eight-foot rowing dinghy with the doors closed. A guy at a local boatyard called it a Chevy “Subdivision.” When there is no boat inside, I can get four eight-foot trays in the car with the doors closed.

I took the pipes off the windchests and laid them out in order on a big work surface. I lined the bottom of each tray with a ¼-inch thick Styrofoam sheet (we buy it in 250-foot rolls, perforated every foot, three rolls come in a “tube”). I opened a carton of clean 24-inch x 36-inch newsprint, and started wrapping pipes. With experience, you get a sense of how many pipes should be in a package. I use several sheets of newsprint at a time to weave between six-foot pipes so they cannot bump against each other. Going up the scale, getting to around tenor F of an 8′ stop (a three-foot pipe), each pipe is wrapped individually. After middle C, two to a package, then three, then maybe as many as six or seven treble pipes. When I am putting several pipes in a package, I roll it each time so there is paper between each pipe, and I fold the ends over opposite sides to increase the padding. My favorite local butcher does the same thing with the marvelous sausages he makes. A piece of tape holds the package closed, and the bundles are lined up in the trays. If the pipes are not very heavy, I can put a couple layers in a tray separated with Styrofoam.

My personal shop is a three-car garage that adjoins our house, and this is a tiny organ. It started as an M. P. Möller Double Artiste, and we are adding a third three-rank division to make a total of nine unified ranks. The user interface is a large three-manual console, also by Möller but from a different organ, equipped with a fancy combination action. It is to be a practice organ for a school of music, providing students with a platform for working on the complex Romantic and symphonic registrations that are so popular these days. This will be a simple shipment, nowhere near a full truck. The only complication is that we will be driving it over the Rocky Mountains in mid-winter.

That load will include eleven trays, nine with pipes and two with odds and ends, bits and pieces (the stuff Alan Laufman called “chowder”), console, bench, three windchests, two “expressive” cases including shutters and shutter motors, three wind regulators with windlines, a blower, the biggest pipes of a nicely mitered 16′ Bourdon (too big for trays), and the rest of the flotsam and jetsam it takes to make an organ. I am guessing the load will weigh around 6,000 pounds including the trays and packing materials. We will also be carrying a new residence organ built by a colleague firm, as its new owner lives in the same western city. We are always happy to throw another organ on the back of the truck if there is space.

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When we estimate the cost for dismantling and packing an organ, we consider the number of person-days and crew expenses like travel, meals, and lodging. We decide whether we will need to rent scaffolding and set up hoisting equipment, and we figure how much we will need in the way of packing materials. An important variable is the tray count, which varies as much by the style of an organ as it does by number of ranks. If we are packing an organ with mechanical action built in the 1970s with low wind pressure and small scales, we can figure on two or three ranks per tray. (A usual four-rank mixture easily fits in a single tray. You just have to be sure you label the packages so you do not mix up the ranks.) If we are packing a heavy Romantic organ like something built by Skinner, it is more like two or three trays per rank. A big fat Skinner 8′ French Horn can fill four trays!

Based on long experience, we run down the printed stoplist of an organ and note how many trays we will need for each stop, and I enter the totals for eight-foot and ten-foot trays into a spreadsheet that spits out the lumber list. A four-by-eight sheet of 7⁄16-inch OSB (Oriented Strand Board) makes two tray bottoms, and it takes two ten-foot pine 1 x 8s to make the sides and ends. When we dismantled an eighty-rank Aeolian residence organ on Long Island (imagine that!), we figured we would need 160 eight-foot trays and 40 ten-footers, and I sent this list to City Lumber in Long Island City, New York:

120 4′ x 8′ sheets OSB

320 10′ 1′′ x 8′′

80 12′ 1′′ x 8′′

120 8′ 1′′ x 2′′ strapping (10 bundles) for battens on tray tops

1,680 feet ¼′′ x 2′-wide Styrofoam (7 rolls)

50 pounds 15⁄8′′ coarse thread drywall screws

The bill was $5,277.33, including delivery, and we gave the driver a $50 tip.

When we have finished dismantling an organ, the packed trays go on the truck first. A standard semi-trailer is 100-inches wide inside so we can stack four piles wide. If we make stacks of ten trays each, we can cap the stacks with sheets of plywood and put 16-foot metal bass pipes up top. The big metal pipes are wrapped individually in Styrofoam for protection. Interior height of the trailer is 110 inches. Four trays wide and ten high, that is forty trays for each eight feet of trailer. The trailer is 53-feet long—240 trays is a truck full. That is less than the tray count for the wonderful Skinner/Aeolian-Skinner organ at the Cathedral of Saint John the Divine in New York City.

When we are packing an organ that large, the trays are just the beginning. Think about the organ’s biggest pipes, like that 32′ Double Open Wood Diapason. The biggest pipe is more than 35-feet long, and about two-feet square. I guess that pipe weighs 1,500 pounds and by itself makes a big dent in an empty trailer. Three 32′ ranks (Diapason, Bourdon, and reed) and the windchests of that huge organ fill truck number two. Reservoirs, shutters, expression motors, tremulants, windlines, ladders, and walkboards fill truck number three. And number four brings the console, frames, expression box panels, blowers, and 8,000 pounds of chowder.

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Most of the trucks with box trailers that you see on the highway are carrying loads of goods that are all the same size, packed on pallets whose dimensions are calculated to exactly fill the trailer’s interior space. Paper towels, potato chips, mattresses, and tableware are packed in boxes whose dimensions exactly correspond with the pallets. A truck backs up to a loading dock, and a forklift runs in and out carrying pallets, two or three at a time. The trailer is nothing but a metal and fiberglass box. There are no hooks, cleats, or straps to fasten the load. There is no need, because the load assembles to the same dimensions of the trailer, and it takes fifteen minutes to pack.

We engage special commodity trucks, which come with lots of special equipment. There are highway bars that span the interior by clicking into vertical tracks on the trailer walls and support plywood floors, so we can build a second story that safely carries smaller components. There are ramps and hydraulic tailgates because we almost never have the luxury of a loading dock, and a standard complement of twenty-dozen quilted furniture pads. We specify that we will need six or eight hours to load the truck as they typically charge extra when it is more than two hours. The trays go into the truck fast and neat, and the rest of the organ is like a ten-ton game of Tetrus. Because no two parts of the organ are the same size, the pallet-and-forklift equation does not work at all. Each piece of the organ is wrapped with pads as it enters the truck. At the other end of the trip, it is a huge job just to fold all those heavy pads, and the drivers are always fussy about making neat piles.

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Most of the organs we move fit into “Bobtail” trucks, the standard single-body box trucks we can rent from Ryder or Penske. A usual two-manual organ fits in a single truck. Forty years ago, when I was first in the organ business, there was little in the way of regulation controlling the type of trucking we do. Today, the Federal Motor Carrier Safety Administration makes us jump through regulatory hoops. If we are carrying an organ that we have owned and are selling to a client, there is no problem. But if we are carrying an organ that belongs to someone else, like a church or school, especially if we are crossing state lines, we have to be ready with our DOT and MC (Motor Carrier) numbers whenever we encounter a weigh station on the highway. That makes us an official trucking company, and I receive a lot of a gear-jamming junk mail that has nothing to do with organs.

In 2008, we were engaged to bring an organ to an important church in Antananarivo, the capital of Madagascar, and we would include a dozen pianos in the shipment for a couple churches and orphanages I had visited. I found a moving company in Maine that had a barn full of surplus pianos, rented a truck, loaded them up, and started down the Maine Turnpike. As required, I stopped in the weigh station where the state trooper asked me, “What are you carrying?” “Pianos,” I answered. “Where are you taking them?” My sense of the ridiculous took control, and I answered, “Madagascar!” He directed me into a parking area where three troopers spent a half hour trying to find something wrong with my paperwork, with the truck, with its required emergency flares and reflectors, anything they could think of.

We have worked with many drivers over the years, mostly owner/operators who contract with central dispatchers. Richard Mowen was a special favorite, a wiry little man with a huge Peterbilt tractor. He had replaced the Caterpillar diesel engine after two million miles, and he traveled with a little dog in the cab. Many commercial drivers only come and go from big warehouses with loading docks, while our work in churches around the country is anything but predictable. It may be a narrow cross street in Manhattan or a winding dirt road in a rural village. Richard could put that rig anywhere. It is much more difficult to back a semi-trailer when you have to go backwards to the right, because that is the blind side. It was fun watching him figure his angle, nudging the tailgate right where we wanted it.

Richard loved carrying pipe organs. He moved many organs for us, and we recommended him to a number of colleague companies. He considered organs to be a specialty, and he was a treasure. Sadly, he had a heart attack that took him off the road, but he is still around. We miss his great work and thank him for his terrific service to our industry. Richard left us with one of the best driving tips ever. “I can drive down that hill too slow as many times as I want. I can do it too fast only once.” We will remember that next month when we are driving down the far side of the Rockies.

Then there is the guy who was dispatched to drive an organ from New Haven, Connecticut, to Reno, Nevada. With the truck loaded, we were chatting and joking on the sidewalk by the church when the driver mentioned that it was a good thing we were not shipping the organ to Canada, because he had been busted for transporting firearms illegally and was not allowed to drive there anymore. I called the dispatcher and requested a different driver.

Through all the shipments over the years, there was one that involved significant damage to the organ. We packed and loaded an organ in New York City and sent it off to Los Angeles. The shipment was to be received by a crew from the European company that built it, and they would install it in the church there. The truck arrived as scheduled, and when they opened the doors, they found a mess of broken woodwork and organ parts. There was a language barrier between the organbuilders and the insurance adjuster who viewed the damage. When they told the adjuster that they might have packed things differently, he interpreted that they were saying we had been negligent. Knowing that was not true, I got the adjuster to agree to reconsider if I went to Los Angeles to present a case.

That shipment had an unusual stipulation. We were required to remove the organ from the building in New York before a certain date, and the delivery could not happen until after a certain date, which meant that the organ would be in the truck several days longer than the actual travel time, and we had arranged to pay a daily standstill fee. Naively, I imagined that the truck would sit still in a parking lot. It did not take very much digging to learn that the driver had taken advantage of the situation and made a detour to visit family in the mountains of Tennessee. The trucking company admitted that there had been “an incident” on the road, and the insurance claim was paid.

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It is fun to think of the romance of building a fine organ, with dedicated craftsmen working together in a comfortable shop, cutting and milling wood, working leather and metal, building the thousands of individual pieces that combine to create an organ. The next time you are playing or listening to an organ, especially a really big one, give a thought to the physical challenge of taking all those pieces and parts from one place to another. The shipping industry calls it logistics or material handling. I think it is a great glimpse into yet another reason that pipe organs are so special. What other musician can measure the size of the instrument by the truckload?

When a load is complete, paperwork signed, doors locked, and the driver climbs into his cab, we give a classic truckers’ greeting, “Shiny side up!”