Steam Department

It was one of those days when a lot of effort was required to overcome unplanned events.  However, the key objective was achieved.

The main objective was to hydro test and then fit the last super heater flue.  By 9:30 we had the Sullair running and linked up to drive the test pump and were nearly ready for the test ....... when the Sullair started spluttering and died !.  After about 30 minutes trying to understand what was clearly some sort of fuel supply problem, we decided to cut our losses and use the house air to test the flue, although this would not have the power to test the elements at 1000 psi.  Good plan, aside from the fact that the house air compressor, which had been running earlier, would not restart as air was drawn !!.

Luckily Bob Olson was able to lend us the track department compressor and, by late morning, the hydro testing could begin.  Many thanks Bob.

During the day teams worked on the errant compressors.  After some hours trying to trace a stream of tiny air bubbles, that appeared in the fuel filter, Jerry, Ed and others found and replaced a small brass union nut in the fuel line which had developed a crack, needless to say out of sight at the back !.  Richard and others worked thru the control mechanism of the house air compressor.  This seems to have been a case of pure bloody mindedness as the pressure switch worked perfectly well after having been opened, examined, adjusted and found to have no apparent sign of any problem !.

Maybe it was an air compressor vacation day as the operating streetcar also suffered a compressor problem.

So, while teams sorted out the air compressors, the rest of us got back to 1630:

·         The flue was successfully pressure tested;

·         We then tested the two super heater elements that failed last year and have been repaired.  Both passed the pressure test at 1000 psi.  The ball ended mating surfaces, that will be installed into the header, were all cleaned and polished.  Dennis completed a couple of additional repairs were to the protective sheets and the elements are now all ready for fitting once the tubes are proved to be water tight;

Element protector sheet now complete

·         Eric fitted the copper ferrules for the flue and we then loaded the last flue into position.  It was then trimmed to length and rolled into first the rear and then the front tube sheet with no significant problems.  ALL THE TUBES ARE NOW ROLLED INTO BOTH SHEETS AND READY FOR TESTING .......... !!.  With over 180 small tubes and 16 large ones, all 17 feet in length, we have now re-installed significantly more than a half mile of tube.

A full set of tubes in place

 In celebration of this event there was a major clear out of the firebox and smokebox, which no longer look like storage racks for tube fitting tools ...... but that was after the picture!.

·         Ed has been continuing the job of cleaning and inspecting fittings from the backhead.  One assembly formed of 2 inch heavy pipe and valves, that controls the blower, looked suspect due to pitting in the pipe.  We took advantage of having the hydro test system working to pressure test it.  This detected a bit of seepage thru the pipe, which also did not sound good when hammer tested.  So we decided to make a replacement.  Ed, Dennis and Richard were well thru this by end of day;

·         The main focus now is on the riveting:

o   Jerry and Mike worked with Dennis to plan and fabricate a steel structure to brace the bucker inside the firebox.  There is a considerable trade off here as the frame must brace a very substantial air hammer but must also be man handled onto the footplate and thru the fire hole door into position.  There was considerable cussing as this was done but it is now in place;

Bucking frame in position

The bracing is designed to support the bucker both front to back (for the rivets in the front of the box) and side to side, when the plate nearest the camera is removed.

o   We also set up and tested the furnace to heat one of the rivets.  Tom had obtained a heat indicating stick (this is wiped on the hot rivet and turns liquid at the required temperature).  This seemed to indicate that the small furnace can successfully get a rivet of the required size evenly to the target temperature (although it had cooled substantially by the time I took the picture!);

Rivet test heated (and cooled)

o   So the next stage should be to get together the team that will do the riveting and practice the process to ensure that everything can be done smoothly and quickly before we do it with hot rivets.

So we have reached one major milestone.  While focusing on the riveting, so that we can get the boiler water tight and carry out the first tests, we will now work on a whole bunch of new tasks to start fitting as many parts as we can ahead of the initial hydro test.

Work in other areas (aside from the errant air compressors) was limited.  However, Mark provided an update on recent work on the CNW #6323 wrecker:

·         Andy repaired the lower radiator piping and cleaned out cinders and coal from under the deck plates.  Since she was converted from steam in 1961, those have been there a while!.

·         Bill worked on freeing the outriggers;

·         Nick helped in clearing rigging from the idler car so that the deck can be replaced;

·         Mike made a new door and doorway;

·         Phil crawled into the depths to change grease fittings in areas that no one else could get into;

·         Tom has been working on getting a custom spring made for the boom dog pawl (which stops the boom from lowering unless released).

Unfortunately Mark's inspection under the wrecker reveals 2 axles from 1925 and 2 from 1960.  The wheels on the 1960 axles are good but those from 1925 are cracked to varying extents.  So a search for replacements is now under way.

Nigel

It was a productive day at the steam shop leading to a fairly short update.  We were able to do what we planned to with no significant setbacks, which is always a good thing to be able to say !.

On 1630 the focus was on the tube fitting and the set up for riveting:

·         The remaining 6 super heater flues were expanded into the front tube sheet.  After the problem a couple of weeks back I was in the firebox watching very closely for any sign of movement.  But nothing happened.  They all rolled into the front sheet with no sign of a slide toward the front.  So what happened before .... I have no idea.

·         With those flues in place we moved on to the last 9 small tubes.  These were cut to length, ferrules checked and fitted where necessary, then the tubes were expanded into the rear sheet and rolled into the front.  After 180 we are getting quite good at this !.  So a big milestone, every small tube is now in place and ready for the water test.

Phil rolls the last small tube

·         The one remaining tube to be fitted is the large one that had to be cut out two weeks ago.  This is being safe ended and will be ready for pressure testing next weekend.  We prepared for this by filling the water tank in the back of the truck.  A week standing in the sun should have the water warm for use in testing next weekend.  If the test is successful, we should be able to fit that last tube immediately.

·         Mike, Tom and Dennis worked on fabricating a frame that will allow the bucker to be held firmly against each rivet as it is formed.  It looks as if we are getting close to the set up for fitting the rivets into the patch, which is the last major step before we can fill the boiler and ensure that the tubes are water tight. 

Repair riveting is about as difficult as it gets!.  When the boiler is made or subject of major repair it is riveted upside down or off the locomotive so you have full access to the mud ring.  In this case the trick is to ensure that everything can be placed and held in this fairly confined space.

Work area for bucking rivets

So the area has been cleared ready for riveting and the next stage will be to start setting up the fabricated frame to hold the bucker in place.

·         Dennis repaired the cinder protection plate on the last of the super heater elements.  These simple looking pieces of sheet are most important.  When the element is in place in the flue, the pipes bending up to the header are in the path of cinders being sucked thru the flue at great speed, so would be subject to extensive erosion.  The rough sheets, wrapped around the element  are "sacrifice plates" that suffer the erosion rather than the element itself.  The picture was taken prior to the repair and shows how a hole has been cut thru the protector by the abrasive effect of hot, fast moving, cinders.

Damage to element protector

·         Tom and Cameron worked on machining the guides required to drill the holes for the new firebox stays.

In other areas:

·         The tubes for the Shay were strapped into bundles and moved back to the boxcar, freeing up the space in the fabrication area;

·         Tom continued machining the wedges for #428

·         Stu worked with Phil and Cameron on sizing the rivets for the cab on #428.  This is a job that we will fit in when we have spare resources as it will allow the cab to be refitted freeing up a useful area for fabrication;

·         Stu also continued work on the control system of the planer;

·         .... and beside this we were able to assist the US Army (re-enactment version) with the odd bit of metal bashing to keep their tents upright!

So overall a good day's work.

On a less cheerful note, we talked to Rod, who visited Glen during the week.  He remains in the ICU at Rockford Memorial and was heavily sedated.  The prognosis remains unclear, particularly with regard to one leg which suffered major damage to the knee.  Our thoughts and prayers are with him.

Nigel

A short and second hand update this week, courtesy of Phil and Collin, as I was enjoying myself in New York City last weekend.  It sounds as if good progress was made on a number of fronts.

Unfortunately everything else is overshadowed by the news that Glen, one of our regular team, was seriously injured in a motor bike accident last week.  From what we can gather, he is in the ICU at Rockford Memorial and the path forward is unclear at present.  Our thoughts are with him.

On 1630:

·         The flue removed last weekend, that has to be reworked, was cleaned up and prepared.

·         The jacketing painted last week is now back in store and the last of the jacketing is now down in the shop for cleaning and painting.

·         Mike reassembled the bucker, which is critical to riveting the patch into place.  It was hooked up to the air supply and works!.

The bucker is now complete and tested

·         Phil, Tom and Mike started working with the bucker in the firebox to determine how it can best be supported to provide a smooth and reliable position when riveting.  This is essential as the core of the riveting process is that the yellow hot rivet must be passed into the firebox, put into the hole and the bucker accurately and firmly applied in a matter of 15 seconds.  If the rivet cools too much or the bucker moves, you will get a badly formed rivet and the need for many hours of work to drill it back out again and re-prepare the hole.  So there will be a LOT of planning and practicing ahead of driving the rivets

This is where it must be used

A rivet must be set in each of the holes. So we need to be able to place the bucker quickly and firmly and use it in each position, while still allowing room to place the hot rivet.

On the Shay:

·         Alex used the degreaser and put it on the front truck.  (Sounds like I had better make plans to borrow the steam cleaner from the car shop to finish the process)

Truck soaking in degreaser

·         Alex, Brian, Cameron, and Phil fired up the furnace and annealed the last of the flues.  They are now ready to be put back in the box car.  This was a very positive sign for the future.  The whole team was young guys all in their lower 20's or teens, which makes a big change from the reliance on us old codgers!.

Last of the tubes now swaged

In other areas:

·         Bill, Stu, and Bob worked on the water supply in the boxcar and started on the modifications to the pumping system.  The objectives are to ensure that the locomotive crew can reliably get water with minimum knowledge of the system without risk of damage and that treatment chemicals can be added automatically.

·         A key piece of the planer was refitted. The directional control lever was reassembled. As is common with rebuilding old equipment, this was much more difficult than it sounds.  A pin had sheared off in the shaft and Bob had worked much of last weekend to get it out without damaging the shaft.

So, a good day, from the progress point of view.

Nigel (as scribe for Phil and Collin !)