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Tuesday, October 29. 2013
Steam Department Update 10-26-2013 Posted by Nigel Bennett in Steam Department at 00:49
A great deal of work was done in the steam shop during the week and over the weekend. Unfortunately, on Saturday, we hit a snag that may hold us up significantly.
The information this week is provided by Phil and Brian as I am far away on vacation. Thanks guys.
On 1630, Brian Davies is now working full time and, with JD, Jerry, Cameron, Jeff, Jason and others all spending time working with him during the week the locomotive has seen a lot of changes:
· The air system was all back together with the exception of the compressor by Friday. After a few fits, the brakes work!
· Mike was working to finish that on Saturday ready for testing. Later in the day the house air was hooked up and the air pump was tested. At first the high pressure steam side moved once and then it froze up. The stuffing boxes were loosened and oil was put on the pistons. A second attempt was made. It worked beautifully. So, it was good to see that something be confirmed as done and working on the locomotive.
· All of the sheet metal in the cab is on. Some screws still need to be added. With the exception of attaching and plumbing the stoker jet manifold, the cab is basically complete!! Even the electric is hooked back up pending testing.
· Cylinder cocks have been cleaned and inspected, and a new pipe nipple installed after one broke. They should be good to go.
· Jim and Brian are added the last little bits of insulation around about the last foot of flexible stays on either side of the wrapper sheet.
· Sheet metal, minus the bands, was completed across the barrel.
· On Saturday much of the banding was fitted.
· The final normal hydro was performed yesterday to hammer stay bolts. This proved good so no issues with these.
· The blow down muffler was installed.
· Preparations have been made for the steam test including:
o Setting up a large steam valve on the pipe coming off of the auxiliary dome lid to allow a gauge to be fitted for testing the safety valves; and
o Making two gags that will allow individual valves to be held closed to allow the others to be tested.
· Unfortunately the key objective on Saturday, which was to apply hydro pressure to the front end to test the sealing of the super heater elements into the header, ran in to significant problems. This relies upon pressurizing the whole front end (cylinders, valve chambers, exhaust passages etc. with water to about 50 psi). This involves minimizing water leakage thru a whole lot of areas, such as the piston glands, that are not wholly tight under steam and are a lot more problematic using water.
· A large team spent the morning preparing for the test and the first filling was carried out in the afternoon. This indicated a lot of leakage around the piston and valve glands as well as the junction where the exhaust steam from the air compressor and stoker enter the cylinder casting.
· Water was them lowered so fixes could be made to seal the water better. While some progress was made on the glands it was found that the exhaust steam connection, which is in a really awkward place under the boiler, could not be sealed in a way that allowed a pressure of anything like 50 psi to be achieved. This is a complex threaded assembly on which the threads proved to be damaged.
· To progress the test it will now be necessary to machine a replacement part. At the same time further work will be done on the packing glands of the piston and valve rods. After this we can again try to pressurize the front end and test the sealing of the super heater elements.
· Tom has finished most of the machining on the wedges. All that is left to do is to drill several hole in them so that they can be adjusted when they are put on the locomotive. Brian and Cameron made a mount that will align for the drilling of these holes.
· The mounting brackets for 428's air compressor received a coat of paint.
In other areas:
· Stu, Bob, and Jane worked on painting the planer. It looks quite remarkable now that it has green paint on it. Bob also worked on assembly of some more small pipes.
So a lot was accomplished during this week. If we can successfully test pressure test the front end, we are just about ready to steam test.
Sitting here in Australia!!, I will wait with bated breath for updates on progress with the front end testing.
Tuesday, October 22. 2013
This week we have an extremely second hand report put together in a hotel room in Australia based upon the input from Phil, Eric, Collin and the guys.
· In the cab:
A team consisting of Collin, Ed, Jason and the two Brians discovered that a piece of the sheet metal covering the lagging around the radius of the firebox had a small alignment problem. The piece had a hole for the steam chest pressure gauge pipe to pass through. This pipe was rotten and was replaced during the winter. The pipe was replaced in a slightly higher location that originally located and thus did not fit through the sheet metallic as planned. The sheet metal was modified and the cab sheet metal is now almost complete.
The throttle was adjusted. Jason and Brian Davies worked on this project, which is ongoing. This is proving to be tricky as minor variations in the setting of the throttle lever cause it to foul other equipment.
The fire hole doors were reassembled and a lot of the key piping was figured out. Several more pieces of the cab jacketing were put on.
· Cameron and David worked on reassembling the blast pipe in the smoke box. The contact surfaces were cleaned and the blast pipe and blanking plate were installed and tightened down. So this is now sealed and ready for the pressure test.
· The fireman’s side main air tank was installed. It took a lot of fussing around trying to get the air tank installed but after a lot of back and forth we were able to get the air tank in and the “U” bolts on it.
· Work continued the jacketing. As the old jacketing is being assembled several small places between the jacketing have exposed insulation. So, several new pieces of jacketing have been made. These new pieces will go in as filler over the small gaps. Eric with help from Philip worked on making the new pieces of sheet metal.
· Jerry and Jim worked on putting the insulation on the fire box. A long and slow process as many little pieces must be made in order to be fit between the flexible stay bolts.
· Mike worked on the air compressor. Just the top valve is left to go on it. Mike says it is in good shape as the picture shows.
It now just needs to be cleaned up and then it can be reassembled and the air compressor can be tested.
In other areas:
· Phil finished drilling the hole in the bolster of the Shay to the proper size. It is now ready for the bushing to be pressed in.
· Bob continued to assemble small pieces of piping to the planer. It is slowly getting closer to operational condition.
So, overall there was a lot of progress toward the critical testing. Hopefully there will be a lot more to report next week.
Sunday, October 13. 2013
Steam Department Update 10-12-2013 Posted by Nigel Bennett in Steam Department at 13:46
I had one day back at Union this Saturday before I leave for my trip to Australia and New Zealand. I am glad to say that a lot was achieved on 1630.
Everything was focused around fitting the throttle back into the dome. It is essential that this be in place and adjusted so that a pressure test can be carried out on the front end. This will ensure that the super heater elements are correctly fitted and have no leaks in the joints between the elements and the header.
· a lot of lagging has been applied but little sheet metal was in place over it. Since you cannot stand on the lagging (as it will disintegrate quickly if you do) placing a lot of sheet metal was essential.
Most of us were heavily involved during the morning, under Eric's guidance, to place the sheet metal on the top of the boiler.
By lunch time, as you can see below, she looked a lot more like a locomotive as she was moved outside with steel sheeting covering most of the boiler.
Unfortunately this is not as complete as it appears!. The steel sheet consists of rings made up of 4 sheets and linked by threaded rods at top and bottom. Just below the walk way the top and bottom sections are joined . Both sheets have folded ends that can be interlocked so that each side effectively becomes a single piece. Another challenge is that, where pipes and brackets must pass thru the sheet, it is usually necessary that the hole in the main sheet is over size and one or more smaller "infill" pieces must be located behind the main sheet to fit tightly around the projecting object. So it is one large and unwieldy jigsaw!.
At present only the upper sheets are in place with a few lower ones temporarily fitted. A lot of work remains to properly fit and adjust all the sheet metal. However, with the top sheets in place, we were ready to fit the throttle.
· In parallel with the barrel lagging, Collin and Phil fitted the throttle lever and quadrant onto the back head. Ed also threaded the remaining pipes that will enable the back head sheet metal to be completed.
· Shortly after lunch 1630 moved out into the light of day for the first time in a while.
This, in itself, was a significant piece of work. A number of the team were working much of the morning to clear wires, tools, steps and anything else that would be a danger when she moved. Finally debris had to be cleared from the cross heads and lubricant applied for the move.
Thanks to Jamie for the availability of the Army switcher and to JD for operating it. The move was achieved smoothly with one alarm. The eye screwed into the dome cover, to allow it to be lifted, becomes the highest pint of the loco and is just foul of the shop door. This resulted in a sudden stop and quick removal of the offending piece.
Anyway the shop looked very empty and the opportunity was taken to clean the area and recover a few small objects that had fallen over the last few months and not been found under the loco.
· Once outside the we set about fitting the throttle. Collin had borrowed and operated the B&G boom truck for the lifting.
First the auxiliary hatch and dome covers were removed.
1630 is relatively unusual in having an auxiliary hatch and in it being difficult if not impossible to adjust the throttle linkage thru the dome alone. Tom tells us that this is arose from the original Russian specification which had a steam dryer in an extra tall dome, making access to the throttle control rod (which is under the throttle above the tubes in the boiler barrel) "tricky" unless you are n extremely thin 6 foot person with extra long arms prepared to work suspend upside down in the dome.
So Jason, Vince and Eric worked the top of the dome and Phil, who was not taking a week off as the pictures might suggest, spent much of the afternoon on the cramped space on top of the tubes. Here he was doing the critical work of guiding parts in from below and then adjusting the control rod.
The critical adjustment is to ensure that the valve sits tightly on its seat when the throttle lever is forward as far as it normally goes on the back head and that there is a lift of about 1 1/8th inch off the seat when pulled fully toward the engineer. This is adjusted by turning a threaded section of the control rod in the boiler to increase or decrease its overall length. To do this, Phil spent a lot of time stuck in the confined space of the boiler while the rest of us worked the throttle lever and observed the movement of the thimble in its seat in the valve body.
Here you can see the throttle in position in the dome. The thimble is now seated in the throttle body and the shaft at the center is connected to the control rod below and adjusted. At the top of this view you can see nuts on two bolts inserted from below. These are securing the throttle body by means of the projection that can be seen on the right hand side of the casting in the previous picture.
The open pipe on the left is the entry to the auxiliary dry pipe that takes steam back to the turret on top of the firebox in the cab from which are fed the injectors, air compressor and all other accessories.
By the time that we fitted the dome lid, Phil could be released from his prison and allowed into the daylight.
· While the locomotive was outside we had the opportunity to remove a lot of the dust and loose insulating material that had accumulated all over it. Jerry did a great job with the air line and by the time we pushed her back in she looks a great deal cleaner.
So, by late afternoon, we were able to push her back into the shop and, as my last contribution for a while, I spent an hour fitting the 30 odd large nuts and washers that hold down the dome lid.
Now I must follow work with great interest from a considerable distance over the next few weeks and provide updates as best I can based upon input from the guys. Hopefully I will be able to see a working locomotive when I get back to Union in November !.
Monday, October 7. 2013
Steam Department Update 10-05-2013 Posted by Nigel Bennett in Steam Department at 21:54
A great deal has been going on in the steam shop while I have been travelling to the UK. Thanks to Collin, Phil, Jim and Eric for series of updates on which this update is based.
Obviously most activity is focused on 1630 and getting her ready for a steam test
· In the cab:
Last weekend the firehole casting was fitted to the backhead
Collin had put in a lot of work during the week to fit lagging blocks on the backhead;
On 10/5/13 Rick, Vince & Collin mudded the backhead of the cab. The mudding on the 5th centered on filling in the holes, so to speak. Approximately 10-12 buckets of mud were hauled into the cab and applied.
After having mudded the backhead the group then began the process of fitting the sheet metal which is akin to assembling a jig saw puzzle. First, the individual pieces are attached to the backhead, then the radius pieces which overlap both the backhead and wrapper sheet pieces, tying everything together.
At the end of the day the mudding was largely complete and all backhead pieces were in place. Additionally, several pieces of radius corner sheet pieces had been fitted. This shows what was achieved when compared to the first picture.
At this point we await the completion of some pipe fitting work on the pressure pipe leading from the steam chests to a gauge in the cab. Upon completion of that fitting the remainder of the sheet metal in the cab will be finished.
· On the boiler barrel
Eric "the crew chief" had his team working on fitting the sheet metal over the boiler courses so the front course is now covered.
Further lagging blocks were fitted so that the lagging is extending steadily toward the firebox.
Jerry has been filling the gaps with insulating mud to complete each ring.
· Tom has finished work on the throttle and this is now ready to refit, hopefully in the coming weekend.
· Work has continued on the air pump. The seats of the various valves are being cleaned and lapped to ensure efficient operation.
· As noted last week, Dennis has been cutting the numerous pieces of plate work for the smokebox. Each new piece is copied from and matched to the original so that the "jigsaw" will fit together in the smokebox.
The tricky part is that the copy cannot be exact!. The comparison between new and old shows why replacement is necessary. So the trick is that the copy must match the old where it is complete but also be designed to replace the metal that is no longer there!
In other areas:
· A good deal of effort went in to enabling the move of locomotives from the steam lead area.
As mentioned last week we had the great pleasure of finding out that a TV show may be filmed here at IRM. Or it was a pleasure until we as discovered that they wanted to film on the steam leads, which of course means all of our equipment on the steam leads has to be move. So, we were then faced with the ever "amazingly fun" task of lubricating all of our equipment... ALL OF IT.
So, the day began with checking our supply of oil and grease that we have. Ralph, Cameron, Brian, and Phil worked on lubricating the equipment out on the leads. Ralph, Cameron, and I took machine oil and went around to all of the engines and lubricated all of the rods.
The reason for all of the work is that equipment that is seldom moved suffers from the weather and the bearings would be damaged if it is simply moved as it is with rain water as a lubricant !..
Brian took a soft grease gun and applied it to all the soft grease points. Then we checked the levels our journal box oil and discovered it to be empty. Tom had ordered a 55 gallon drum but it has not arrived yet. So, we went to the car department and they let us have some of theirs. Joel from the car department set up a new barrel for us and helped us fill up our cans. A big thank you to Joel for doing that. We were able to put car oil into most of the Journal boxes. I think Cameron came in on Sunday and finished up all of the boxes.
· Bob has continued working on the planer. It is now substantially painted and a filter has been fitted to enable the hydraulics to be activated
So a lot has been achieved and I hope to see it at first hand this Saturday, when I get back to the shop.
Tuesday, October 1. 2013
It seems very distant to be providing this update from the UK. For the input I must thank Collin and Jim.
The immediate good news was that apparently we did not put Ethan and Evelina off. Both were back and hard at work on Saturday.
· Rick, Ed & Collin concentrated on lagging the back head. First, the pieces of sheet metal were fitted up against the firebox to determine where and how they fit together. After having accomplished that step it was determined that the firebox door should be added next as it serves as a template against which the insulation is cut.
The previous week the fire door casting, weighing several hundred pounds, was lifted into the tank's coal bunker with the forklift. A team including Rick, Collin, and Eric dragged the door over to the stoker coal feed pipe and placed it so the mating flange to the backhead was horizontal. Rick then mixed up the special fire-resistant concrete and mudded the flange. This mud serves as the gasket between the fire door and the back head where traditional insulation would be consumed by the fire. This is a tricky operation as the concrete has to conform to the surface of the back head before setting up yet be solid enough that it does not fall out of the flange once the flange is vertical.
On the initial attempt the mixture was not set up enough so the acetylene rig was brought over to heat up the flange and speed up the drying process. Then a paper was tied to the top of the flange to hold the concrete in place until the fire door casting could be bolted to the back head. Once in place and torqued down, Rick mudded the flange interface completing the seal against the back head.
As a final step to the back head project, Rick & Collin determined the appropriate width of the insulation for the back head is 2". Since our insulation comes in 2 1/2" sheets, Rick ripped down the sheets, one at a time and then cut them down the center as well. So, when work resumes next week, the back head insulation work can proceed as all parts are now ready.
On Sunday, Tom and Cameron worked on aligning the fire-hole door casting with the stoker riser so that the securing bolts can be fitted.
· Work progressed steadily on the boiler insulation as well. Eric, Jerry, Ethan, Evelina, Brian and Jim continued lagging the boiler courses. Since Eric has led this project and we had several new volunteers Eric became known simply as "Crew Chief". In totality, the lagging blocks are in place on the first, second and much of the third courses with a significant portion of the infill mudding also accomplished in these areas.
· Jim Opolony picked up, from the wood shop, the cab window frame that Collin put his shoulder through two weeks ago. Many thanks to Bob and the guys for their efforts in producing the beading. Ed worked on the frame, cleaning it up and preparing it for the installation of the glass.
· Dennis worked on the sheet metal for the smokebox. A number of the pieces were cut to shape and checked against the old damaged sections to ensure a match.
· Tom and Ralph worked on the throttle.
· Mike and Brian continued work on the valves of the air compressor.
In other areas:
· Phil and several others worked on preparing the steam locomotives on steam row for movement. More heavy duty switching is in prospect!.
· Stu and Jane worked on the planer and have now primed the main pillar
So it sounds like another successful weekend..
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Hello Stephen The museum store can not always be adjusted for every request. Therefore, I suggest you either mail in your donation or better yet, [...]
Stephen S. about A Major Announcement
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Can someone add a donation option for the Inglehome to the museum store since it's a popular service car, and an obs car on the coach train just makes [...]
Roger Kramer about A Major Announcement
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Hello Glyn The fund, Mt. Harvard, has been set up. You can contribute either by sending a check, or money order in the mail, CC OR [...]
Roger Kramer about A Major Announcement
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Hello David. As I mentioned to Warren the entire system needs a rebuild!
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Individual donations in any amount the donor chooses may be made by check or money order. Write "Mt Harvard" in the "for" or "memo" line of your check [...]
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Sun, 05-24-2015 16:21
Steve, Thank you. It is the appreciation and introducing new generations to working steam that makes the work worthwhile. Impressive set of [...]
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Sun, 05-24-2015 15:50
And I really appreciate the work! Got a lot of fine images with the sunshine yesterday, and got to briefly introduce my daughter to the cab courtesy [...]
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Sun, 05-24-2015 10:53
Tim, Good idea. I will talk to our store manager about this. Nigel
Tim about 1630 in service
Sat, 05-23-2015 22:32
Awesome train, my son loved his first ride today. I just wish you guys sold some nice photos or artwork of this great train. I would love to buy [...]
C Kronenwetter about 1630 in service
Sat, 05-23-2015 18:13
Very nicely done, Nigel. Thanks to the steam team for all of their hard work!
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You mentioned the fund is called MT. HARVARD. How can I donate to this fund? What payment methods are accepted? PayPal would be convenient but I can [...]
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