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Pit to Port Project News Oct 2005 |
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As it is
often reported about these projects, “work continues ….” to the extent
where the inner firebox has been fitted to the boiler and riveting and
staying is complete. This process produced a lot of sound and fury as
riveting guns rattled and hammers connected with stay heads. All boiler
mounting surfaces have been recovered by use of a cup grinder, surface
plate and engineer’s blue, new studs made and fitted with joints cut in
preparation for final assembly. A set of boiler tubes has been annealed,
ready for fitting and all of the tube holes cleaned up. Washout plugs have
been inspected and the threads in the boiler re-cut as required.
The next
job with the boiler is to move it outside the workshop area and turn it
over to allow the foundation ring to be seal-welded and to allow the
tubing contractor to work in the great outdoors, rather than a nice warm
workshop – spring is on the way!
Back in
the workshop the saddle tank has been fitted with the filler cover and
dummy rivets (home-produced in automotive body filler) and painting
completed. The axle-driven boiler feed pump has been overhauled,
re-assembled and bolted in place while the mechanical lubricator has also
been returned to working order with nice, shiny new oil feed pipes for the
“brasso” gang to polish. Following replacement of the wheelsets the
axlebox keeps were fitted with purpose made lubrication pads from
Armstrong Oilers
and the
hornstays replaced. Final, detail repairs to the cab and bunker plating
are complete and the wooden cab shutters are receiving attention. The
blast pipe has been recovered to its original shape by pad welding and
fitting new nozzles.
The
remainder of the boiler fittings have been overhauled and everything that
can be attached to the frames before the boiler is dropped in place has
been put into position.
Work has
started on the boiler cladding sheets, some of which can be recovered
whilst others, where the rust moths have done their worst, will have to be
made from new steel sheet. Materials for the vacuum brake system are on
order as this will be required before passenger-carrying trains can be
worked.
As may be
expected, there are a few minor detail differences between Judy,
built in 1937 and the newer Alfred from 1954. For example, while
Alfred’s steam fountain and safety valve bodies are connected to the
boiler on the usual flat mounting pad, Judy’s are formed to the
radius of the boiler, then studded directly to the firebox wrapper plate.
The valve
and cylinder lubrication arrangements were also either changed by
Bagnall’s or later, at Par. Our research into the use of rail and other transport in the china clay industry is now in draft form and is being circulated amongst those who know for comment or denigration as is relevant. Video recording of events continues.
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 Copper inner firebox with sample section removed for display. Whilst the tubeplate was in very good condition the crown and door had worn leaving only a quarter inch thickness in places. |
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 Saddle tank in made from stainless steel and provided with dummy rivets to match the original construction drawing. |
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 Cutting the foundation ring corner rivets to length. These are screwed into the foundation ring , then riveted over. |
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 The rivet head has to be white hot. |
 ........then formed with a riveting gun. |
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 Proper job! |
 Judy ready to receive the boiler. |
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 Meanwhile the job of caulking the stay heads continues……. |
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