Illinois Railway Museum Blog

Turnout was a little thin this weekend at the steam shop and maybe the museum in general.  I think the sudden good weather may have resulted in a lot of calls for yard work !.  It was really nice to be able to open the doors at both ends of the shop and have the warm breeze blow thru.  There was a great deal of activity in the shop and elsewhere.

The central focus is obviously on 1630.

·         Collin, Phil and I managed to complete the rolling the super heater flues at the firebox end.  This provided the opportunity to takes some shots of the process inside the firebox to give a clear idea of the method of operation.

First the projection of the tube is carefully adjusted to provide the required 1/4 inch minimum required  for the end to be beaded once we have proved that the seal is tight.

Setting the correct length

The roller is placed in the tube (after Phil has locked the tube into the front sheet as shown last week).

Roller placed in tube end

The pin is pushed into the roller.  Notice that the pin is well covered with lard, the recommended lubricant for these old rollers.

Pin in roller

..... and then hammered to tighten it into place between the rollers.

Hammered into place

The air motor is attached to the pin and rested on cribbing set on a scaffold supported on tubes lower in the tube sheet.  The air motor then powers the pin, which is drawn into the roller as the tube is expanded.  This step is not shown as I had to operate the motor while Collin kept it in place and there is no space for more than two people.

Ready to roll

The pin is drawn substantially into the roller, as can be seen in this shot.  As it is drawn in it forces the rollers out, increasing the diameter of the tube end as they rotate.

Expansion complete

The motor is then reversed to free the pin and the effectiveness of the expansion is checked.  Once expanded, the tube end can be hammered with no sign of movement and a good solid note that indicates it has become solid with the tube sheet.

·         We then moved on to the front tube sheet.  Collin, Jason and Phil made substantial progress in rolling the tube ends at the front.

The process is very similar except that the greater space allows the motor to be mounted on a reduction drive.

Collin operates the motor at front

A good coat of lard is essential here too,

Phil applies a good coat of lard to the pin

There is rather more space to set the roller and pin into place.

Jason setting the roller in a front tube end

Attaching the long and heavy shaft to the roller while keeping it straight in the tube is less easy

Linking the shaft to the roller is tricky

When rolling, Jason checks the progress of the rolling while Phil bears the weight of the shaft to stop it pulling on the roller.

Rolling in progress

While progress initially appeared extremely good, we detected a problem that has the potential to set us back several weeks.  After 10 of the 16 tubes had been expanded, it was found that two had been pulled toward the front by the expansion process.  This was completely unexpected as the rolling into the rear tubesheet appeared to be solid and also creates a flare on the outer end of the tube.  These tubes are now rolled at both ends, which makes any movement very difficult.  However, if we are not able to drive them back sufficiently to allow proper beading at the back, we will have to cut them out and repeat the safe ending process.  We will try to move the tubes enough to get the length for beading next week but if we are not able to do so this will be a significant set-back.

·         Blanks were found for the two stays that must be machined and fitted to the corner patch and work started on machining these ready for fitting.

In other areas:

·         The good weather also enabled another essential task to be undertaken.  The water system in the box car was brought back into service.  Stu, Ed, Bob and Jerry carried out this work and a difficult repair that was detected during the process.  This system provides to water for any steam locomotives running on the site and will be needed initially to provide water for the hydro testing. 

It is a multi stage process.  First water is taken from the well and run thru a softening process before feeding into large underground tanks.  The pump system draws water from the tanks thru large diameter pipes to supply the locomotive.  The softening is essential given the mineral content of the well water.  The capacity of the well and softening system is such that it must run most of the week to provide the water for 1630 to run over a 3 day period.  Unfortunately, as the system is located in an old boxcar that could not be effectively heated, it must be extensively stripped over winter and recommissioned in the Spring.  We wanted it operating now as we hope that it can be simplified and made more reliable as the crew supporting Leviathan had problems getting water last year.  Anyway, after a hard day's work the team were able to put on a satisfying show with water firing across the tracks to the road.  Unfortunately when I was not there to record the event !.

Stu and Jerry reaching the end of re-assembly.  All of the metering equipment on the wall and the softening system on top of the tank beside Jerry has to be removed over winter and refitted in the Spring.

Stu and Jerry re-instate the water supply

During the reassembly a leak was discovered in the piping leading from the softener down to the underground tanks.  A lot of work at arms length down the shaft was required to cut out a section of pipe and fit a connector to replace the leaking section.  With all the equipment reconnected the large pump that drives the high volume supply could be primed and tested.  This is the large green machine in the center.

Main water pump

·         Another project that I was able to see for the first time was the renovation of the wrecker, that Mark Secco has been carrying out.  This was originally a steam wrecker but converted to diesel in the 1960's.  This very useful piece of equipment has been out of service for a number of years.  While there is only rarely lift work to warrant its 100+ ton capacity, when there is a requirement for such a lift, it can cost the museum many thousands to hire in such capacity.

CBQ 6323 running again

Mark has been working steadily thru it.  The main motor is now running smoothly and reliably.  It is of such a size that it has a decent sized gasoline motor as a starter.  The operation is controlled by air pressure with most of the clutches being double acting (powered both ways).  Most of the air controls have had to be rebuilt.  Some more work is required to enable the secondary hook and refurbish the cables, but it is good to hear it running again.  Having got it fully running, Mark hopes to give it a full repaint and refurbish the runner, the deck of which is currently in poor condition.

Mark with 6323

·         Meanwhile Dennis started work on the boom for the forklift.  This is one of the projects funded from the benefit concert last year.  It will enable us to use the forklift to put heavy objects over the center line of the locomotives.  This will be a big benefit when we come to put the dome cover and throttle back into 1630.

Boom for the fork lift takes shape

So a reasonable week but a lot of nervousness for next week about the tubes.

Nigel