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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..
Sunday, September 22. 2013
Steam Department Update 09-21-2013 Posted by Nigel Bennett in Steam Department at 09:52
It was a very productive day in the steam shop and, for once, the progress is very obvious.
Two new volunteers came to the shop for the first time, Ethan and Evelina. As it turned out, it was one of those days when there were a number of things going on in which they could be fully involved so they had busy days. Hope we did not put them off !.
Just about all activity was on 1630:
· Phil and Brian did a thorough check of the smokebox, firebox and tubes to remove all tools and other items left over from tube fitting and other completed activities. A lot of what we are doing now seals up areas that we have been working in for months ........... so we certainly do not want foreign objects sealed up in there!.
· Ed worked on the cab lagging and located the connections needed to link in the pipe to the steam chest pressure gauge. This is important as it has to be connected and run thru the next section of sheet metal that has to be fitted.
The large casting of the fire hole door was lifted into the tender ready for refitting. Rick, who is our expert with the fireclay, was not around this week so hopefully it can be fitted next week.
Brian and Phil cleaned up the parts of the butterfly door ready for fitting once the casting is in place.
Much of the sheet metal for the backhead was sorted and moved up into the tender. This keeps it separate from the boiler lagging and convenient to where it must be fitted. In doing this we found the paint on a couple of sections was in bad shape. So Jane took charge of these, wire brushed and primed them.
· Jane and Evelina used the thread chaser on the hangers that support the air tanks under the walkways alongside the boiler. Another job to ensure that key parts are ready for immediate use when we come to final fitting.
· Eric continued work on the boiler lagging. Jim and Ethan ran a production line to split and taper the blocks to the required shape and Evelina worked with Eric to fit the blocks around the first two courses of the barrel.
This is a thoroughly dirty job as the lagging breaks up easily and generates a clinging white dust. However, they kept at it and, by end of day, had set the lagging blocks around both courses and applied steel banding to finally secure them into place.
In the evening, Jerry and I experimented with the lagging mud. This is another unpleasant material. It is a dusty large grained powder that must be mixed with water to produce a sticky sludge that has a reasonable tendency to stick to things (including you as well as the boiler!!). With this we were able to fill the gaps so, provided it stays in place as it dries, the first course is now ready for fitting the sheet metal.
· And then there was the major event!. As noted last week, we had set up the staging and brought in the super heater elements for the first row.
Everything was prepared in the morning to start fitting the super heater elements. All the ball ends of the elements and the sockets into which they fit were cleaned. The channels into which the bolt heads slide were checked and cleaned. All the nuts and bolts had been prepared some months ago.
In the afternoon, under Tom's supervision, the fitting started. Each element is secured by a special bolt whose square head locates into a channel in the super heater header. The bolt passes thru a yoke around the two pipes of the element. A specially shaped washer, designed to allow the yoke to bear evenly on both pipes is fitted and a special deep nut used to secure the yoke and so drive the balls of each pipe tightly and evenly into their sockets.
The ball joints at the end of each pipe must then be carefully checked for alignment with their sockets. The nut is then tightened, ensuring that the ball and socket remain accurately aligned. The tightening requires quite a bit of torque as the environment around this area is pretty brutal. In operation it is in the path of the fire gases!.
A production line developed. Cameron and Brian became the experts on the actual alignment and fitting. Sliding the element into place is tricky as the bolt must be in place in the yoke and its head must slide along the channel as the element is pushed into place. So you have the combination of sliding a 17 foot element along the flue and the bolt head along a tightly fitting channel.
Once in place, the balls are carefully aligned into their sockets and held there as the nut is tightened.
Here, Ethan, Jerry and Jim feed an element from the staging while Cameron and Brian locate it into its flue.
As it became clear that the process was going smoothly Ethan, Bob and I started fetching the elements for successive rows from the boxcar.
The longer down pipe are very obvious as Brian treats the bolt of one of the last elements with the anti-seize compound.
The change in the boxcar is remarkable. From being full of parts a few months ago, it is now substantially empty. So we took the opportunity to put some of the rods from #938 under cover for the winter.
By around 5:30 it was all done. 27 elements had been fitted. (Although built with 28, one was removed and blocked off before 1630 came to IRM so she now has 27). The view of the smokebox is now very different and 1630 now has a complete super heater again (subject to pressure testing in a couple of weeks).
· During the week Tom had worked on machining the throttle. That needs final lapping but is hopefully nearing completion.
Overall a good day.
I will now be out of circulation a great deal in the next couple of months, with a trip to the UK for a couple of weeks leaving today and for 4 weeks to Australia in mid October. Blog updates may be a little erratic for few weeks. I will need to rely on messages from the guys on what is happening to provide updates in the next couple of weeks. Then hopefully someone else can take over for a while. So, in the next couple of weeks, I will be awaiting the Sunday progress update like everyone else!.
Sunday, September 15. 2013
Steam Department Update 09-14-2013 Posted by Nigel Bennett in Steam Department at 11:13
Work progressed steadily around some rather remarkable events in the steam shop.
I arrived Friday evening, ahead of the Board meeting to paint the back head ready to fit the fire hole door, to find the middle of the shop being set up as a left luggage office for a scene in the Transformers movie. Pity that I had not brought my camera that evening !.
Around the strange activities, I managed to do the painting and Dennis worked late, once they had finished, to complete a critical piece of welding. A few members of the shop team were around for the filming and, by mid-morning on Saturday, all the cases and other props were efficiently removed and we were back to normal (or whatever passes for normal in the steam shop!.
The switching for the film continues to provide views of the steam collection is unusual places.
Sadly I was not around to see 2903, 2050 and 265 pulled out into the open. They were back in barn 9, albeit not permanently as there is still a coach behind them, when I arrived on Saturday. The feedback from those involved in the switching suggests that the problem child was not 2050, as we had expected, but 2903. Despite concerns about the condition of her springs, the big N&W articulated apparently handled the curves and switches relatively well. 2903 apparently demonstrated in several places that the curvature was a good deal tighter than her long rigid wheelbase was intended to negotiate.
Everything continues to focus on what is necessary to get 1630 to steam testing.
· Effort was concentrated on lagging the firebox in the cab. This seemingly mundane activity is now recognized as critical. Even to test assembly of the super heater elements and valve chambers we need the throttle lever and other controls in place and steam / water tight. Since these are fitted on top of the lagging, this needs to be in place proto!.
A concerted effort by Rick, Collin, Ed and Phil achieved what we hope is the worst part of the job. An arch made up of 5 pieces of sheet metal runs from the footplate either side of the firebox across the top of firebox around the turret.
The pieces must be wriggled around pipes and the turret, little blocks of insulation squeezed under the sheet and the sheet metal joined by threaded rods.
Once the arch is completed in this way, it is tensioned by tightening threaded rods that attach it to the footplate. The arch must be completed first as it secures the sections that are formed around the corners of the firebox and these in turn secure the flat sections on the back head itself.
This was a really nasty job involving squeezing bits of metal, insulation, threaded rods and small nuts into awkward crevices from confined spaces beside the firebox and thru the cab roof.
The guys achieved it and, by end of day the arch is pretty much complete and ready to tension.
The only known casualty was one of the cab windows that suffered a break the shape of Collin's butt and is now in the wood shop for re-glazing!!.
· Work progressed on the boiler lagging. Eric has been concentrating on this and is becoming good at stitching the tapered blocks of insulation to the supporting wires. The first ring is now largely complete. The blocks are in place. We now need to finally secure them with banding, fill some to the small holes with insulating mud and then the sheet metal can be placed.
Jerry put in a lot of time during the week to ensure that all the sheet metal that was found last weekend is now painted and ready to fit.
· Ralph set out into the field to deal with the Koehring crane, that is used to load coal. It is really difficult to get coal into the high sided tender of 1630 with anything other than this old machine. So the fact that it has been unused since 2010 and not in regular use since 2005 was "a concern". Much to everyone's (including Ralph's) surprise and relief, it responded nicely to a well charged battery and some fresh gasoline and, in a few hours, not only was the motor running but he was able to test the operation of the boom and grab.
· Jason and Collin worked on tightening the last of the tube ends after beading and prossering. As ever, the last two or three are always the worst. We preheated the water in the milk car so that we could move quickly to pressure testing as soon as the work was done. The process required a number of cycles of bringing the boiler up to operating pressure, identifying the remaining small leaks, carefully dropping the pressure, working the leaks and then repeating. However, by late afternoon the critical point was reached. We determined that the seal was good enough to go forward to steam testing. So the long process of refitting tubes is at an end.
· This, and the excellent members' day BBQ, energized the team and a lot of changes were apparent in a couple of hours in the late evening. The gearbox, that has been a feature of the smokebox for more than a year, is now gone and the smokebox is wide open again.
Scaffolding was brought in to the shop to provide the staging from which to install the super heater elements. Feeling we were "on a roll" despite the gathering darkness, a small group of us took the B&G forklift out to the boxcar and fetched the elements for the top row into the shop and set them onto the staging. We are ready for a whole new activity next week.
So continued steady progress toward the steam test.
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Raffi about Steam Department Update 04-05-2014
Wed, 04-16-2014 16:21
3007 would be primarily for outside excursions with help from LOTS of volunteers, funds, and class 1 support. lets pretend Iowa Interstate decides to [...]
Nigel Bennett about Steam Department Update 04-05-2014
Tue, 04-15-2014 16:44
Yep. IF there were ever to be incentive or funding to put one of the larger items of the steam collection into operation, my personal favorite would [...]
Raffi about Steam Department Update 04-05-2014
Tue, 04-15-2014 15:20
yes, i remember one of the guys in the steam shop telling me that the size of 1630's wheels make it difficult to navigate the modern railway. but if [...]
Nigel Bennett about Steam Department Update 04-05-2014
Tue, 04-15-2014 10:50
John, We are not intending to repaint the tender end and sides. No #1630 does not carry cab signaling. (She left Frisco service long before it [...]
Nigel Bennett about Steam Department Update 04-05-2014
Tue, 04-15-2014 10:43
Jeron, I do not think this is something we would seriously consider. The IC car is already part of the collection. It did run on passenger trains [...]
John Heid about Steam Department Update 04-05-2014
Mon, 04-14-2014 20:42
I don't see any stripping on the tender..will that be repainted too? Also, I'm not sure how relevant this is to the discussion, but does 1630 have [...]
Jeron Glander about Steam Department Update 04-05-2014
Thu, 04-10-2014 01:58
Nigel, I know the auxiliary water tender for Frisco 1522 was for sale a year or two ago. I don't remember if it was sold, or is still for sale. I [...]
Nigel Bennett about Steam Department Update 04-05-2014
Wed, 04-09-2014 22:32
Yes. We are looking at what it would take to rig it like the existing one to use as a water back up for #1630. It currently lacks the [...]
Chris about Steam Department Update 04-05-2014
Wed, 04-09-2014 10:34
It is interesting to see both the milk cars together. I had been wondering if the steam department would use the IC car. The Railway Express reefer [...]
Nigel Bennett about Steam Department Update 03-15-2014
Sun, 04-06-2014 17:53
Perhaps because it would be months of work to lift the tender from the trucks and then ship the trucks to a facility with a bath big enough to do [...]
Nigel Bennett about Steam Department Update 03-01-2014
Sun, 04-06-2014 17:51
Not to my knowledge
Nick Gawriluk about March 30th, Warm Weather Strikes IRM
Sun, 04-06-2014 15:24
Would the passenger car department be interested in some donated "Pullmman Style" wool blankets and/or travel type pillows for display purposes in the [...]
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