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
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.
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.
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!.
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.
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.
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
A new pipe was formed
and fitted.
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.
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.
The channel was then test fitted to the locomotive so that
the beam could be installed correctly.
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.
In parallel with the work on the front beam, a lot of
painting has been progressed.
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 25th. 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 25th.
Nigel