Steam Department

It was a rather limited turnout last weekend but some key work was achieved.

#1630 was not scheduled to run as it was the diesel parade weekend.  It is now planned that she will run next weekend (7/26-27) and the one day of Vintage Transport (Sunday August 3^rd).  Subsequent dates in August are being finalized based upon availability of our small pool of qualified crew.  However, the tentative dates would have her out of service the weekend of August 9^th and running during the Thomas weekends (16^th and 23^rd).  These dates are not yet firm.

Some odd jobs were done but one critical task will ensure that photographs before and after July 19^th will be very easy to distinguish. 

Big change in appearance

After a break, Dennis returned and worked with Jerry to letter the cab.  She now has the Frisco lettering back on the cab sides.

This involved the careful application of the stencils that Dennis had sourced. 

First apply the stencil

After these were carefully placed and flattened, the covering sheet was removed.

Make sure it is absolutely flat

Strip off the backing

Some of us thought that the black on yellow lettering was rather attractive and suggested running for a while with this!!. 

This would be distinctive!

However, the purists prevailed and, after careful masking of the cab side vents, the lettering was sprayed. 

Tom at the throttle

Masked ready to paint

Dennis applies the paint

So we are now back to a more complete appearance with the cab correctly lettered.  Note that she will always look different in this running period as it has been determined that the “IRYM” identification, that she carried previously, is not required and will not be re-applied this time.

The other job was to remove and repair a bracket under the tender, that supports part of the brake linkage.  This had shown signs of looseness and movement so it was removed, corrected and re-fitted.

In what is becoming a regular Wednesday activity, a full load of coal was lifted into the tender.  Thanks again to Anthony from B&G for operating the skidder to fill the tipping bucket for raising on the forklift.  We used the shop forklift this week as the big B&G one was in use.  I will not be doing that again in a hurry!!.  It does the job just fine.  However, due to its smaller size, you are much more up close and personal with the coal tipper.  So each time Anthony fills the tipper you enjoy a nice cloud of coal dust and his amusement as he watches you disappear in the black cloud!.  You also have to be really careful to watch out for any loose lumps of coal that may fall when lifting the bucket into the tender.

A full load of coal

The other hard and messy job that is done most Wednesdays is to fully clean out the grates and ash pan then inspect the firebox.  Phil and JD have regularly been doing this and the results of their efforts are a good starting point for the Saturday crew.

Result of much hard labor

Not a good photograph but it gives some idea of the area previously covered by clinker and cinders that the guys have to clean out each week.

Work has progressed in several areas on #938

Ben did a great job on cleaning off the pipework under the cab (and incidentally finding and removing some old bird’s nests that lay above and behind them).

I spent much of the day wire brushing and needle chipping the firebox crown.  It is a pretty filthy job but rewarding when you actually get it to the stage where it can be primed.

The long and tedious job of needle chipping the tender frames continued.  One side done and the other well under way.

More hard work on the tender frames

Phil cleaned off much of the boiler barrel and also moved forward with needle chipping the tender.  We had considered trying to uncover and measure the logos and identification on the tender as a basis for making stencils.  However, it is far from clear how much the side logos were original or part of work done in Texas.  We therefore decided that it will be more effective to work from photographs.  The paint was carefully removed to see if anything unusual showed up.  And it certainly did!.

Phil had carefully removed paint on the back of the tender and determined that the pattern agreed closely with photographs with the capacity at top and the locomotive number below.  He had also picked out the outline of the three large numerals 938.  However, as he worked into the body of the numerals we got a surprise.  What we had assumed was an 8 clearly had no central bar and is very definitely not an 8 but a 0.  So our tender was not originally from 938 but 930.

Not what we expected

Tom is checking the boiler number against ALCO records to confirm that the loco is 938 but stampings on various motion parts seem to indicate that it is.  So it looks as if the tender was swapped late in life.  The good photograph that we have of the locomotive clearly shows a distinctive pattern of repairs and a large bulge in the side identifying what we now know to be the #930 tender.  However, this is a very late photograph.  So now we have an interesting research project on what happened to 930 and when.  Was this just a last minute swap when 938 was tidied up for the end of steam display or did she run with this tender in later years?

So another week of steady progress. 

Nigel

It continues to absorb a lot of time to run #1630 but we have now started to see more jobs moving in parallel with the operations.Recently #1630 has run as scheduled.  Unfortunately we will now be running less frequently, generally every other weekend due to the shortage of trained crews.  Brian came up from Florida for two weeks and allowed us to run all weekend days in the last two weeks but now we have guys on vacation and it is more difficult.

Last week required a lot of effort to get ready for the weekend. 

It is becoming clear that the water is source of a significant problems.  A good deal of time has been spent on the water softener which does now seem to be operating after a fashion.  The specialist has advised that trying to fix this equipment would require significant spending with no certainty that it would be reliable.  The museum Board has therefore approved the acquisition of a new system as an alternative to trying further repairs.  The supplier has agreed to install when required so, if the existing system will hold together for the rest of the season with some TLC, we will likely install the new one for next year rather than fit it and then quickly take it apart for the Winter.

However, while all the tests show that the water is very acceptable in terms of carbonate hardness, it does seem to have a lot of other dissolved solids.  By the end of the July 4th weekend the water in the boiler was frothing badly despite frequent blow downs when running.

During the next week Brian and others completely drained the boiler and collected samples for testing.  It certainly did not look nice.  The fact that you could see bubbles form where it hit the ground and float away on the stream could explain the issues when running.

On Wednesday we washed out with clean water, refilled both boiler and tender, then loaded the tender with coal.  The coal is also an issue.  The random mix of some new (2013) and some 10 year old material in the coal stack keeps the firemen on their toes.  You never know if you are going to have a good trip or be shoveling like crazy to survive!.  With the old and dusty stuff you have to put a LOT into the box every trip. 

Anyway, the good news is that she has run reliably despite these issues and the coal pile is now down to not much more than one week’s supply.  After that we can get some new stuff and hopefully get beyond the uncertainty.

Preparing to depart

Getting under way

Pushing West to Union town

Work has progressed in a number of areas and plans for the next projects are becoming clearer.

Jeff, assisted by Phil, JD and others did great work in clearing out and reorganization the shop.  Most of the parts not belonging to locomotive snot currently in the shop has been moved out into box cars.  The re-usable tubes form #1630 have now all been trimmed, bundled and stored in the box car.  We can now get to most parts of the shop with the forklift.

Tubes from1630 ready to store

#428 cab raedy for riveting

We also met with Dave to agree the plans for the building extension to house the air compressors.  The hope is now that this will be in place by the Fall at which point we will have both a lot more powerful and flexible air supply and a substantial amount of useful space in the middle of the shop.

Aside from the Winter work on #1630 our main projects will be the Shay and #428.  Much of the work on the latter is welding and machining so most people will be working on the Shay. 

In addition, before #1630 comes in for the Winter, the objective is to get a coat of paint on #938.  This is the first of a whole lot of static display engines that sorely need such treatment.

On #938 good progress has been made on removing loose rust and debris in preparation for priming.  Kevin has put in a solid couple of day’s work on the tender chipping off old paint but he usually works mid-week and photographing!.

Hard at work on the tender frame

Needle chipping the tender sides

On Saturday, Jane was hard at work with Phil preparing the cab roof for painting.  She asked me to point out that we steam guys sure know how to put a girl on a pedestal!

Preparing the cab roof

Jane on her pedestal

On the Shay, the big issue is the stays that may need to be replaced behind the frames and motor mountings.  Tom will be confirming with the FRA exactly which stays require replacement to be acceptable.

Brian and JD have been working on the removal of stays from this area from inside the firebox.  The outcome of these discussions and trials will determine if we need to remove the motor and lift the boiler.  At the moment it looks likely that this will be the next task.

Work has progressed on preparing the front truck for re-installation.  The truck has now been painted, the springs installed and the bolster refitted.

Truck has been painted

Springs and bolster back in place

Ben put in a lot of good work on cleaning the universal joints of the drive shaft ready for painting.

Ben cleans the universal joint components

Last weekend the guys were hard at work cleaning the frames in the area that will be less accessible once the truck is back.

Cleaning ready to fit the truck

So a lot has been happening and there will hopefully be more in the next few weeks when we are able to run #1630 rather less.

Nigel

An interesting couple of weeks as we get used to supporting the operation of #1630 while starting various jobs that have been in the background while we focused on the overhaul.  I am struggling with when best to write a blog these days.  Much more work is taking place on Sundays and mid-week.  So my practice of writing a blog each Saturday would largely reflect work in progress with the key being to have everything complete for running the next Saturday!.

Father’s Day was, to say the least, frustrating!.  I was not at the shop on the Saturday as my son from the UK was over with his wife and our little grand-daughter.  Like a lot of other people our plans for the Sunday went awry when we got to Union expecting a trip with #1630 and found her stopped.  The crew on Sunday morning found excessive leakage overnight from a union in the cab and she was not fired up until this was fixed.  Unfortunately it was early afternoon before the union was suitably tightened and late afternoon before test runs were carried out.  At least these were successful so she was fully operational by end of that day.

This weekend (21^st/22^nd) was scheduled for maintenance and Saturday was a busy day working thru a list of minor issues that had been identified by crews over the last few weekends.

The unions on the steam pipe from the fireman’s injector starter valve to the injector were both leaking.  This was removed and the seal remade at each end.

The engineer’s starter valve was not closing cleanly and showed some leakage of steam toward the injector.  This was removed to allow the internal faces to be lapped.  One Wednesday, Tom had lapped the two faces of compound valve that is the core of the starter and was hoping to refit it once the torrential storms had passed!.  Otherwise we have a job on Saturday morning.

ES Starter valve removed for lapping

A leaking joint on a lubricator line was cleaned and resealed.

Jason stripped the main turret valve and resealed it.  This has been a nagging issue, leaking slightly and not fully closing so that valves feeding off the turret, that should be isolated overnight, still have some residual pressure and leakage as the loco cools.

Work proceeded on refitting insulation and sheet metal to the fireman’s side of the backhead that was removed to allow the leak to be traced a couple of weeks ago.

There is a surprising amount of running maintenance required on a steam engine providing a good reason why we need a weekend out of service every few weeks to cover all these “little” jobs.  One surprising routine job is cleaning grass and stalks off the FS rods.  We seem to have a crazy bird that seems intent on building a nest behind the small air tank.  Seems like a pretty stupid bird as it does not get beyond a loose heap of vegetation behind the tank each week.  This gets removed or falls off but the fact that it steams and goes away for a while does not seem to stop it trying again the next week!.

In other areas quite a lot has been going on.

The developments around the steam service area have caused a lot of changes and created some work.  A completely new route (the Schmidt cut-off) is being laid this summer to provide access to the new barns being built in the South of the property with less restrictive curves than the existing route via the trolley loop.  (Less being the operative word.  It still would not allow #1630 or larger steam engines to get into that area).  The area now looks very different with the grading for the loop well under way.  (Our box car, that houses the water supply, is visible behind the excavation and mercifully is JUST clear of the new line).

Grading for the cutoff

This will run from a new switch right beside the water supply box car so the service area will need to move further South to be clear of this.  To do this the coaling area had to be moved and we are currently using a temporary coal storage location and the Kohring normally used for coal loading is out of service for some repairs to the boom. 

Temporary coal storage

In need of attention

We have also been struggling to keep the water softener, that supports our locomotive water supply, working.  This is proving tricky, even with specialist contractors involved, as it is large old and long obsolete!.  We would far prefer to keep it alive for a couple of years as the plan is to build a proper water supply building to replace the existing grounded box car.  This would be insulated and frost proofed so that the water supply system could remain intact all year, rather than having to take it apart for the Winter.  It really would not be good to install a new system in the box car and subject it to annual dis-assembly for a couple of years!.

Phil and others started trimming the ends of the tubes removed from #1630.  These are in good condition and can be used in any loco with a shorter boiler (#26 or #16 for example).  The process of removing them leaves an inch or so of distortion at the end preventing them for stacking tightly and strapping into bundles.  Enough will be removed from the end to allow them to be strapped into bundles and stored in the all door box car to keep them in good condition for their next assignment.

Tubes prepared for future use

#938 is currently in the shop for cosmetic work.  This is an area where we have fallen badly behind as we focused on getting steam back into service.  There are a lot of locos like #938 that are not likely to run in our lifetime but need routine cleaning and painting for display and preservation.  Kevin spent a couple of hard days cleaning, wire brushing and needle chipping in preparation to give the loco and tender a coat of paint.  The cab looks a lot better after the removal of all sorts of garbage deposited by birds and raccons.

Much cleaner in #938 cab

On #428 several activities have got under way.

The area in and around the cab has been cleared in preparation for riveting.

The new footplate sheet has been laid out along with the old one to facilitate marking out and cutting to shape.

Machining has proceeded on various parts of the brake gear.

On the Shay, work has resumed on the front truck.  This is now being painted in preparation to refit the springs and allow it to be refitted to the locomotive.

Nigel.

The break in the weekly blogs reflects a very different dynamic in the steam shop the last couple of weeks.

After the frenetic activity to get into service for Memorial Day there has been little apparent project activity in the shop.  Turnout has been less as people recover from the intense effort to complete #1630 and there is the growing realization of just how much is involved in running the locomotive most weekends.

#1630 has run well for a locomotive returning to service after a long break and major work.  The new bearings on the rear drive axle ran fairly hot the first few days but now seem to be settling in to run at more normal temperatures.

I had my first day as a student fireman yesterday.  Hopefully by mid-week I should be able to move again!.  Firing a locomotive of this size, even on light work, is hard work on a hot and humid day.  With preparation and disposal it is a solid 12 hour effort.  During the day you will fire several tons of coal and, with the large firebox, a lot of it must be accurately thrown a long way to the front corners of the firebox.  Compared to UK locomotives that I have fired you notice that she was not optimized for hand firing.  Not surprising as she has a mechanical stoker that is in place but not operational.  The major differences are that the tender simply dumps coal at footplate level rather than having a shovel  plate at fire-door height and the stoker mechanism somewhat restricts the fire-hole.  Nothing too significant with the limited work required on the museum trains but it certainly means that you sure know you have done a day’s work!.

Operating the locomotive requires a lot of time and effort.  Hopefully some of this will reduce as she stabilizes and we have less minor repairs to do each week.  After Memorial Day weekend there was a significant list of leaks at valves and unions that needed attention.  The limited turnout last weekend meant that it was only as a result of intense work by Tom and team mid-week that we were able to run this weekend.

Some jobs are clearly defined.  Leaks were identified at unions on the FS check valve and the air pump governor.  These unions were separated and remade.  This fixed the problems.  It sounds simple but each is several hours of work.  The real wildcard is ones that you cannot clearly identify. 

A troubling issue was signs of water leaking out from under the sheet metal and lagging below the footplate at the back corner of the firebox.  Hours of work were required to remove sections of sheet metal and lagging to even be able to investigate the area.  This did not provide any insight on where the water came from so she was steamed this weekend with this area uncovered.  (Big bonus for the fireman whose seat is right beside this.  So you are sitting close to a very effective radiant heater on a hot and humid day!).  Anyway the result proved to be of no real concern.  A valve high up on the firebox crown leaks steam, particularly before it reaches full temperature.  The steam condenses on the inside of the sheet metal, runs down a tortuous path along the back of the sheet metal  that leads to the back corner, where it can run down to escape at the bottom corner.  So, no concern but quite a few hours work still required to refit all the sheet metal and lagging as well as trying to reduce leakage at the valve (tricky as it seems to seal well when hot so you do not want to change that).

We really need to put in quite a lot of effort mid-week every week if the locomotive is to be ready for midday on Saturday.  Five and more tons of coal need to be loaded and the tender water tank topped up.  The firebox must be cleaned and a lot of clinker and ash removed from the grates. 

Mid-week coal loading is a new problem this year as we cannot load coal using the crane in the service area as this is removed to allow building of the new cut-off track.  With assistance from the B&G department, loading is quite efficient using the forklift and skidder.  However, since this must be done on the road crossing, we can hardly do it on a Saturday with the museum open to visitors!.

The other issue that became apparent on Saturday was the effects of having shifted the coal pile from its original location to a temporary location.  New coal acquired in 2013 has been mixed with old material that is largely dust and was apparently problematic even in 2004.  After 3 great trips, the fourth was very difficult when we hit a seam of material in the tender that looked like coal dust but showed little inclination to burn!.  Hopefully we can work thru this in the next couple of weekends and then get in new supplies.

So, going forward, we have to decide how often we operate and what we can do in the shop alongside the operation.

The objective will be to get in no more than 28 operating days thru the season.  The reason for this is simple.  A quite significant inspection is mandated under FRA rules after 30 days of service.  We ran 2 days in 2013, leaving 28 before this is required.  It would not make sense to put several weekends of work into this inspection late in the season when we can do it over winter.  After a break of nearly 10 years we have a shortage of trained crew, which also restricts how often we can run, and means that we have a trainee rostered on every operating day.

Don't forget your tickets for the Sanfilippo Benefit 29th June.  The raffle there will be the only opportunity this season to win a footplate ride!.

What is next?.  At the moment we have been fully occupied in the jobs around keeping 1630 in service and preparing her each day.  Hopefully, as we get more experienced in this, we can agree a plan on what we do next!.

Nigel

Order for the first revenue run

A momentous couple of weeks!.  It has looked uncertain up to the last minute but, at 3:39 on Saturday 25^th May, #1630 left Union with its first revenue train in ten years. Many thanks to Michael for the souvenir above, which is the train order for the first revenue run.

For the last two weeks we have been struggling to resolve the problem of brazing the crack in the smokebox ring and completing the mesh work in the smokebox ahead of Friday 23^rd,. which was the last day when we could carry out the inspections before the Memorial Day weekend.

Last weekend all sorts of odd jobs were carried out to ensure that she was ready to go provided that the ring was completed, but all in the knowledge that, without the smokebox being completed, we would not be going anywhere.

She was moved to allow paint to be touched up in areas hidden by the rods as she stood in one position.

The air system was pressurized, minor leaks corrected and the brakes tested.  This lead to some intensive work when the locomotive brake would not operate.  That proved simple at the end of the day.  A drain valve that had been jammed for some time was cleaned and reconditioned as part of the overhaul and no one remembered to close it!.  Unfortunately house air does not allow us to test the train brake so that only showed a problem at the last minute!.

Wedges were adjusted and lubrication applied all around.

A lot of time was spent cleaning and checking every aspect to ensure everything was tight and all items of tools and debris were removed.

On Wednesday she was moved over to the steam lead, coaled and watered.  By this stage the timing was so tight that this was done in anticipation but there was still no certainty that the work could be completed for steaming on Friday.  In the evening Dennis made substantial progress in welding in the mesh screens for the spark arrestor.

Everything rested on Thursday night / Friday morning.  I gave myself “a bit of a work out” by laying a layer of coal over the grates ready to start the fire.  That certainly demonstrated that it is a very large and long box compared to anything I ever fired in the UK!.

Brian made a mix of linseed oil and graphite, which is the material for “painting” the hot surfaces such as the lower firebox and smokebox.  A team spent much of the evening applying this wherever it was needed.

By late evening, Dennis had the mesh fully installed.  The key work, visible here, was welding the brackets for the side panels into the smokebox.  This is complete in the picture below and all that remains to be fitted is the center section which simply bolts between the two side pieces.

Mesh welded into place

Then attention moved to the ring.  After a long period of pre- heating, to get it to an even temperature, Dennis started the repair.  The clock tells it all.  It was already 11 at night!.

The brazing gets under way

Four areas remained to be brazed.  Two sections running out toward the edge and two holes in the curved section.  These were holes drilled at either end of a crack to prevent it extending.  In this view Dennis has initially sealed the one nearest to the camera and is working on the radial crack behind..

And continues steadily

By 12:30 the brazing was complete and the ring post-heated to ensure that it was at an even temperature to minimize the risk of cracking as it cooled.  The cooling had to be slow, so most of us took a couple of hours in the sleeping car while Jeff and others finished bolting the mesh screens into place.

By about 3 a.m. the ring was cool enough to work (acid test – hold your hand on it indefinitely without pain!).  Jerry then spent the next hour grinding the surface smooth and level.

Around 4 a.m. we got to the next stage.  The ring had to be drilled for the bolts that secure the bell and a strengthening plate, to fit behind the ring and ensure that the load was distributed evenly in the area that had cracked, drilled to match.  The look on my face and the large coffee says it all!

Drilling for the bell

Shortly after dawn the parts were completed and efforts moved on the fitting to the locomotive.

First the ring was carefully lifted in to place and secured.

Shortly after dawn fitting begins

The ring positioned to be secured

Once this was in place the door was lifted and located on its hinges.

Next comes the door

The door is mounted on its hinges

Then the bell could be mounted.  This was a critical last step in sealing the smokebox so that the fire could be lit.

The bell allows the smokebox to be sealed

A little before 8 there was a celebratory gathering on the footplate and I had the honor of lighting the first fire.

A tired but happy celebration

The fire is lit

A wonderful sight

From there on things moved rapidly.  It is always fascinating to watch a steam locomotive come to life again as she warms up. 

A wonderful sight

In this case the old girl gave every sign of being impatient to get into action.  Within an hour there were signs of bubbling and within two there were the first signs of pressure.

Work continues with the headlight

By 10:30 she was self-supporting with the fan removed and enough pressure to operate the blower.

In steam at last

The critical tests went well.  The safety valve settings were as expected and, for the first time in 45 years, she blew off at her design pressure of 180 psi.  The air pump tested with much more reserve than last year, whether due to the higher boiler pressure or the cleaning of the governor over winter.

From there on things went down hill !.  The locomotive air brake worked fine but the train brake would not apply.  After much cleaning and checking of valves it would still not work so it was decided to make a light engine test run (using just the locomotive brake).

Backing out on test

That was a bit less than successful when the air pump stopped on the mainline and she barely made it back to Union.

However, the air pump issue proved simple.  The hydrostatic lubricator feed had clogged cutting off lubrication and, once the lubricator was operating correctly, so did the air pump.

The train brake issue was rather more tricky.  Tom, Rod and others worked thru the evening on this.  Eventually, around 10, it was traced to a couple of issues, the most significant of which was a leaking connection.

So on Saturday she was prepared for service.

Preparing for service

Water was topped up and a little coal added.  The obvious remaining item was corrected when the dome cover was lowered into place. 

Fitting the dome cover

This is  a significant last step indicating that she is not planned to go back into the shop for a while.  The dome fouls part of the door opener mechanism so she cannot go into the shop with this in place.

Ready to roll

The Saturday service runs were a little later as we were required to make two test runs (one light engine and one with empty stock) before running a service train.  This was why we had hoped to run the previous weekend. 

Here we go

On the road at last

However, this was achieved and, at 3:39, #1630 pulled out with her first service train in many years.  A very strange feeling to see her live and rolling across the countryside after having been all over, inside and around her in the shop for the past several years.

The culmination of a huge effort by a LOT of people in the steam shop.  Well done guys and gals.

The shop looked rather empty for a few hours until #938 was moved in.  I think I am safe in saying that is not an indication that she is now next in line to steam!.  Hopefully we can now have a few weeks on fairly mundane tasks.  The water supply is becoming rather unreliable and is in need of work if we are to support #1630 in regular running.  Also the service area must be moved to a new location as the construction of the Schmidt cutoff in the next few months will mean that it cannot be outside the water supply box car as in the past.  We will also need to monitor #1630 very closely.  She has run only a very short distance on the rebuilt rear axle boxes so is very much “running in”.  These bearings are currently running hotter than they should but that is hopefully a matter of keeping them well greased and letting them bed in.

And finally a blatant publicity item while we are here! –

Don’t forget the Annual Steam Department Benefit at Sanfilippo on June 29^th this year.  This is a really unique and enjoyable afternoon and a major source of funds for the continuing activity of the steam department so we hope to see you there.

Nigel

The issue with the train brake was resolved with more late working last evening. #1630 is now operational and being prepared for normal service today (Saturday).

Just a brief note on #1630 status today.

A number of us worked an all night session to get #1630 into steam for inspection this morning.

Dennis completed the welding and braze repair to the smoke box door ring around midnight and it was fitted by morning.  The fire was lit a little before 8 a.m.

During the morning she successfully passed tests of the safety valves and air pump, so is basically fit for service. However, during preparation a problem was found in operation of the train (automatic) air brake.  She has her own (independent) air brake and ran a test run on the main line using this.

So she has moved from being day to day to hour by hour!. When I left, work was progressing on identifying the fault. Until this is identified and fixed she is likely to be in steam around the site but will not be able to pull the demonstration train.  So let's hope the issue is found and fixed quickly!.

Nigel

A very brief, late and uncertain blog this week.

A great deal of effort has been invested and some very long hours put in over the last ten days.  I am currently on a short break having got home at 10 p.m. yesterday and preparing to return early this afternoon.  Many others in the team have been there as well.

All this effort means that there is hope but not certainty at this time.  To run this weekend we need to be able to steam and pass a brake and safety valve test under the oversight of our FRA inspector tomorrow.

Everything aside from the smokebox ring casting is complete.  After efforts yesterday she is even fully coaled and watered ready to light up.  All the testing and preparation short of lighting up has been done.

The hope is to complete the brazing and remount the ring this evening and then light her up to warm up overnight for the testing tomorrow.

If we do not get the ring back on or if anything fails in testing we will not be able to run.  However, the fact that we are investing the hours we will do today and tomorrow clearly indicates that we believe there is a reasonable prospect of success and our commitment to run this weekend if it is possible to do so.

Yesterday she stood on the service lead being prepared for the weekend.

Out on the service lead

She has coal loaded enough for the whole weekend

Full of coal

But this is what we have to complete.

But one job to do