Push Gathers Steam to Restore a Historic Loco
J515 Updates from the Seymour Railway Heritage Centre
Rare Arnott's biscuit van restored
WEEK COMMENCING 4 March 2019
Large copies of the cast-iron steampipe drawings were sent to the pattern maker this week as he seems to be keen to get the job underway, which is good for us.
The spacers for the safety valve spring caps were finish-machined this week. The valves have now been taken to re-profile the sealing faces to suit the new bottom flanges. This should be the last operation required before the valves are finally assembled.
The middle valve and its associated components have been brought together and are being carefully examined and set up before refitting
New bolting was obtained this week for the back of the tender as the boilermaking team continue to rebuild the tender tank. The rear beading is now bolted in place, replacing the previous rivets that had to be removed to remove the old, wasted plate. The bolt heads are countersunk and will be hidden when the beading is finished. Elsewhere on the back of the tender the countersunk bolting and new welds are being ground back so that when finished there will be no sign of the work we have done.
New bolting is also holding the vestibule top arch side flanges in place ready for fitting the shaped top arch plate. This needs to be removable so that access is available to the upper vestibule support components. Inside the vestibule at the top there are support brackets to give rigidity, and these have now been repainted and refitted.
At the back of the tender the beading is re-secured and the vestibule top arch flanges are fitted in place
The lower corridor connection support rods that had their square sections built up with weld, have been milled back to square. This has shown up some more areas that need a little more weld and machining.
The corridor connection lower support rods have been weld-repaired and machined but will require further work
Inside the frames of the tender the piping team continued their exploration to find a way through for the large diameter vacuum train pipe, clearing the axles and vacuum brake cylinders. It needs to be rerouted to make way for the new routing of the air brake piping and the electrical conduit. It looks like a way has been found. The vacuum reservoir and steam heat pipe runs are on the other side of the frames and new brackets have been put in.
The order has been placed for the new motion pins for the outside valve gear and work continues on the specification for the finished sizes for the connecting rod bushes. The quotations for the tender bearing refurbishment are in, and the order is now placed.
The first two bearings are now with contractors. Work on the tender frames also continues with the repair and fitting of the last tender hornstay. The tender springs are now on pallets ready for banding and then they will be ready to send away for refurbishment. The tender spring hangers have now been examined by our mainline certification authority and we have devised a refurbishment procedure.
Work continued on the tender brake gear with the brake hangers and top pins now being drilled and tapped for grease lubrication. The final lower pins that are reusable have been skimmed and their matched bushed holes reamed to suit.
The survey of the slidebar bolting has been completed and we will soon have a list of the new bolts we will have to make. Work continued on the slidebars measuring all the shims, and their sizes are now being compared to the actual shim thicknesses we need going forward to give us the specified fit on the crossheads.
The examination of the valve crossheads, middle valve and valve guides continued this week. The whitemetal on the crossheads has been examined closely and the thicknesses measured. It looks likely that some repair work is required both to the crossheads and valve guides. Closer examination of the valve guides is ongoing.
One of the valve crosshead guides. There are 10 of these as we have valve gear both in front and to the rear of the the valve chests
The horizontal hornstay fitting continued this week with the last 2 bolts in the right trailing, and all the bolts in the left trailing and both leading hornstays. The job was completed with the drilling of the bolts for pinning and the split pins fitted.
Both the leading and trailing coupled wheel hornstays are now fully secured with the publicly sponsored horizontal hornstay bolts
The left driving axlebox scraping has been completed and a start made on the right driving. When the buckeye coupling was gauged it was found that it opened too wide, so following the BR overhaul procedure, the buckeye body had some small pads of weld applied. These were then carefully ground back to adjust the opening gap to a suitable dimension. A little more work is required to give the knuckle more support so that the gap remains consistent over time.
The driving axle axleboxes are currently being fitted
The tender buffer and drawhook offset dimension was measured this week. This required quite a bit of figuring out projecting the centres of the buffers to the scribed centre mark on the hook. After some calculations it was decided that the hook need to go up so it was raised with a jack and a temporary packing piece was put it to hold it up. It will now be remeasured.
The full hook assembly is now fitted to the tender and its correct height is being set
At Llangollen that the expansion of the boiler flues tubes is now complete along with the refurbishment of the safety valve pads, and the pad that the manifold seals on. The dome sealing face refurbishment is complete and work continues on the belly door face. A representative of LSL Crewe visited to see the work on the boiler and no issues were raised. At York preparations are being made to send the grate to Llangollen. To get an idea of weight, and therefore transport we will need, examples of the firebars have been weighed. The other components such as grate supports are at York and they are now being collected together.
This is the 38th update—you can read all the previous instalments here.
This article first appeared on blog.railwaymuseum.org.uk
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