Illinois Railway Museum Blog

It has been a Spring of mixed fortunes.

Progress on #1630 has been excellent.  On Sunday 4/9 she passed her FRA observed 125% hydro test.  So, work then focused on getting her ready for the internal inspection scheduled next week and doing all the final assembly tasks to make her ready form steam testing.

The inspection hatch was removed and air circulation installed to thoroughly dry out the interior of the boiler to allow the internal inspection.  From here the path is fairly clear.  Once the internal is done, the boiler can be sealed again and filled with water for a final test at 180 psi, basically to ensure that the hatches have been properly refitted.  The water level can then be lowered to normal level and we can load her up to do the steam test.

Work proceeded on many fronts with a large team in the shop on Saturday.

The fireman’s side connecting rod and motion rods were reinstalled with the new bearings that have been made during the Spring.  The new main rod bearing fitted nicely

New main rod bearing in place

The new crosshead bearing was an excellent fit.  Well done Eric and Brian.  The new bearing is in one piece, while the old one was split.  This was apparent normal practice.  When new the bearing is a single machined bearing.  After wear, it is split vertically in the middle so that wear can be taken up by adjusting the wedge seen at the rear of the bearing in the rod.

New crosshead bearing in the rod

Much was learned in reinstalling the motion rods!!.  The pins are installed from behind.  Clearly the connecting rod must go on first as it is behind the motion rods.  However, the pins in the motion may be impossible to install if the connecting rod or piston rod are behind the point where they must be fitted.

Pin in place … BUT

The key problem in the picture above is that the union link is not connected!.  The “small” snag is that there is no position where you can insert the pin between the union link and the combination lever without the piston rod being in the way!.  Amid increasing frustration, the secret was finally revealed (after fitting and removing the pin between the connecting rod and the crosshead twice)!!.  The connecting rod must be fitted BUT ONLY MOUNTED AT THE WHEEL END!.  If the connecting rod is not mounted to the crosshead it can be lowered and the motion moved enough to allow the pins to be inserted into the motion rods.  The extra couple of inches that the connecting rod is raised when pinned to the crosshead and the inability to move the motion when attached to the crosshead makes all the difference.  So pinning the connecting rod to the crosshead is the LAST step!.

Complete at last

While not as aggressive as last Winter the work program this Winter has made significant improvements to the running gear. 

A wedge bolt that has been broken for many years was replaced, which will allow adjustment of all axle boxes to be carried out normally.  The adjusters are long threaded rods with an expanded end that fits into the hole seem here in the wedge itself.  Adjusting the rod where it passes thru the binder allows the wedge to be raised or lowered to adjust the clearance between the axle box and the frame.

Wedge removed from guide

In addition a damaged bolt in one of the binders was replaced.  Again, something that has been there for a long time.  This shows the binder removed and primed in preparation for reinstallation.  These parts are bolted tightly into the frame from below across the base of the horn guide, effectively converting the “U” shaped guide into a box to avoid any distortion under force.  The binders are machined to fit tightly into the horn guides in the frame so it is the machined faces of the binder that stop the frame flexing not the bolts.

Binder out and primed

A significant patch was welded into the bottom of the smokebox.  We have noticed some seepage when washing out the smokebox each Fall and this proved to be an indication of a significant thin area in the smokebox wrapper.  A contract welder welded in a patch and built up the area, which should ensure that the smokebox bottom is good for at least the rest of the 15 year certificate.

In addition a new section of pipe was formed and fitted at the front of the blower line.  The main length of the pipe was replaced last year but the section fitting here was not replaced then.  On inspection it had lost maybe 2/3 of its original thickness

The blower line fits here

A new pipe was formed and fitted.

and this is the new section

A last minute issue arose when a crack was discovered on inspection of the steel pad that sits between the locomotive and tender buffers.  However, that was welded during the week and should now be ready to install.  The two auxiliary drawbars can be fitted while she is in the shop but the main drawbar can only be finally fitted with the help of a switching locomotive as the sprung buffers between locomotive and tender must be compressed to allow this to be finally connected.

In parallel with the “improvement” work, the many tasks of the annual inspection were completed successfully.  The one remaining inspection item is to hammer test the firebox stays during the 180 psi hydro test.

Probably the most troubling issue of the Winter was a leak that developed in the tender water tank.  This has been sealed by the application of several coats of a preservation / sealant.  However, it is an indication of a serious problem that we will have to deal with at some stage.  The tender tank is basically life expired.  Corrosion has thinned the bottom and lower sides to an extent that is real difficult to assess.  This makes it a tricky call on how much you do to prepare the surface for any treatment.  Getting to clean metal is highly recommended for most sealants to work well but discovering that your search for clean metal has exposed the timber on which the tank sits would be really bad!.  It is very possible that, in the not too distant future, we will have to lift the tank off the frame and either do some substantial patching to the existing bottom or replace it.

However, for now at least, this has been a very successful Winter on #1630.  Within the next couple of weeks, she should be moved out to the steam lead for steam testing and service.

I wish that similar progress could be reported on the Shay.  One setback is that we no longer have Brian Davis as the project manager.  It proved problematic to effectively manage the project remotely.

A great deal has been achieved but the remaining barrier to completion is the fabrication and welding work on the smokebox.  Fitting of the new bottom was completed but the inner protecting sheet has still to be fitted and additional work is required as the smokebox front was found to be too thin to repair and replacement is being fabricated.

The new components for the blast pipe have been made and test fitted.  Here the exhaust casting, joining the motor to the blast pipe has been test fitted.

Exhaust casting test fitted

The spark arrestor assemble and chimney petticoat were test fitted but have now bee removed to allow access to fit the inner sheet on the bottom of the smokebox.

Much of the new grate mechanism has been assembled but a couple of studs in the firebox have proved a problem and the holes for these will need to be welded up so that they can be re-drilled.

The lagging is all in place and the cladding is also largely complete.

Rick and his helpers have made great progress on the front beam.  First the bottom beam was cut and chamfered on the edges to fit into the heavy channel that secures it to the locomotive frame.

Bottom beam shaped to fit

The channel was then test fitted to the locomotive so that the beam could be installed correctly.

Preparing the channel beam to receive the timber

Once the bottom beam is in place the top beam can be placed to allow accurate marking of the holes to be drilled to fit the rods that link the two beams.  This is all temporary fitting at present.  A large beam that connects the center of the beam to the main frame cross member has yet to be fitted and this cannot be done until welding under the smokebox is completed.

Top beam test fitted

In parallel with the work on the front beam, a lot of painting has been progressed.

Trucks primed ready for painting

And do not forget ….. the Annual Steam Department Benefit is approaching again.  Last year the proceeds from this enabled us to install the large sand blasting cabinet.

This year the event is on Sunday June 25^th.  This is a great event for everyone, even if you do not have interest in the steam department the San Filipo collection of music machines and the giant Wurlitzer are amazing.  Tickets are now on sale at http://www.irm.org/events/steamdeptbenefit.html so come join us on June 25^th.

Nigel