With the majority of the bogie overhaul work completed, some of the team has now moved onto the connecting and coupling rods. Some high tensile pull rods have now replaced the mild steel ones that failed last workday, and have proven up to the task of helping the strip down.
As a result of this all of the coupling, connecting rods and valve gear has now been stripped off the leading engine unit. There are now many hours of cleaning and crack testing for the crew to undertake. The magnetic particle crack detector will help speed up this process, but only after the years of 60 class road grime is cleaned off. Every pin and bush will be measured, recorded and assessed for fit and limit of wear. A painstaking task, but when completed we will have an accurate record of the motion, and a picture of what work is ahead of us for the first half of next year. As this type of work cannot take place out doors, the stripped motion is now off site and out of the weather.
Unfortunately, our resident photographer Howard Moffatt could not attend our last workday so we only have a few pictures to show and will just have to wait until the next workday to see where we are at.
Alan Gardner
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Nov 23, 2010
Nov 9, 2010
Saturday 6 November 2010
The early morning light revealed to all that the leading outer bogie was almost ready for final installation. All it needed was the fitting of two Nathan four way oil distributors. The two outer bogies are about 6 inches longer than the inner bogies and this means that much of the associated bracketry is subtly different. Our first attempt to reassemble this bogie resulted in a tactical retreat when we found that the available overhauled assemblies of oil distributers were of the short type from the inner bogies. Thanks to Ian for overhauling a long set set in record time. Once the correct ones were fitted and the bogie turned over to the correct orientation (right side up), all of the bolts and split pins were double checked for tightness and proper fit. Well worth the effort as three split pins were missing. A final few dollops of black paint and we were good to go for the final fit.
The leading engine unit was lifted clear of the temporary wooden blocks and the bogie was pushed into position. A few grunts and groans later and yes she was in place. The flexible oil lines were connected up and the air operated grease gun delivered a few pumps of grease to each point on the bogie. There are only about 228 grease points on the entire locomotive… There are plenty of things to remember when preparing the locomotive for service.
After the bogie was back in place, the guard irons were bolted up with all new bolts fitted. While we were at it, we had a good look at the leading steps. It comes as no surprise that the fireman’s side step had a twist that looked unsightly. The decision was made to remove it and send it out to be straightened. A 200 ton press soon sorted out these issues and a fresh coat of paint will be applied before it is re fitted.
After lunch (thanks to this week’s chief cook Lindz) the strip down of the right hand leading coupling rods commenced with vigour. The crew has never done this type of work before and soon learnt about the fine detail points regarding disassembly. The main driving bearing is the same type roller as fitted to the big end. The extra-long strong back rods (3/4 all thread from Bunnings) could only hold to about 20 tons of pressure and being mild steel, snapped like carrots. It was worth the try, but four high tensile rods will be ordered before the next workday.
Back over at the cylinders, David Clark continued with the drilling out and tapping of the ½ inch BSW holes and yes each one is almost glass hard. David is slowly getting through this hard task but he advises that he spends more time sharpening drills that drilling holes.
Ian Senini dropped in to show the first of the overhauled Nathan mechanical lubricators. To say that the end product is magnificent is truly an understatement. It will almost be a crime to fit them to the finished locomotive as they look better than new. A separate report will be posted shortly featuring the overhaul of the mechanical lubricators.
Our next workday is Sunday the 21st of November. Work will continue with the coupling rod strip down. All motion and valve gear enthusiasts are welcome.
Alan Gardner
The leading engine unit was lifted clear of the temporary wooden blocks and the bogie was pushed into position. A few grunts and groans later and yes she was in place. The flexible oil lines were connected up and the air operated grease gun delivered a few pumps of grease to each point on the bogie. There are only about 228 grease points on the entire locomotive… There are plenty of things to remember when preparing the locomotive for service.
After the bogie was back in place, the guard irons were bolted up with all new bolts fitted. While we were at it, we had a good look at the leading steps. It comes as no surprise that the fireman’s side step had a twist that looked unsightly. The decision was made to remove it and send it out to be straightened. A 200 ton press soon sorted out these issues and a fresh coat of paint will be applied before it is re fitted.
After lunch (thanks to this week’s chief cook Lindz) the strip down of the right hand leading coupling rods commenced with vigour. The crew has never done this type of work before and soon learnt about the fine detail points regarding disassembly. The main driving bearing is the same type roller as fitted to the big end. The extra-long strong back rods (3/4 all thread from Bunnings) could only hold to about 20 tons of pressure and being mild steel, snapped like carrots. It was worth the try, but four high tensile rods will be ordered before the next workday.
Back over at the cylinders, David Clark continued with the drilling out and tapping of the ½ inch BSW holes and yes each one is almost glass hard. David is slowly getting through this hard task but he advises that he spends more time sharpening drills that drilling holes.
Ian Senini dropped in to show the first of the overhauled Nathan mechanical lubricators. To say that the end product is magnificent is truly an understatement. It will almost be a crime to fit them to the finished locomotive as they look better than new. A separate report will be posted shortly featuring the overhaul of the mechanical lubricators.
Our next workday is Sunday the 21st of November. Work will continue with the coupling rod strip down. All motion and valve gear enthusiasts are welcome.
Alan Gardner
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