Saturday 5th November 2016.
Another attempt was made to remove the rear wheels and axle from the horn guides. We had welded 125 mm x 125 mm x 19 mm angles with gussets to the frame above the adjustable wedges so that we could push the wedges down thereby releasing the axle boxes in the horn guides letting the wheels come free. Unfortunately the Porta Power seal badly leaked meaning little pressure could be exerted on the wedges.
A plea, is there a Dubs 1415 follower who could lend us a Porta Power with a 125 -130 mm long piston over a weekend we would be extremely grateful. I am sure a footplate ride once the loco is restored can be arranged in return for your generosity.
You can get hold of me through the contact details.
The drain cock rod and levers have been test fitted so as to locate the taper pin holes for drilling. I have ordered a No 6 taper reamer and will have to buy taper pins from Champion Products when next in Melbourne. This Company is the only one I have found where I can buy taper pins.
Builders Photo
Builders photo depicting sister engine #1414
Saturday, 22 October 2016
The lead up to todays work day was one of anticipation with the possibility of finally removing the rear driving wheels however rain, rain and more rain kept us in doors so its was a good time to clean components.
We started with brake block mounts, these are separate from and bolt to the brake hangers, where there was paint, beneath the cast iron the metal looked as cast. All four have now been cleaned. These have been prime coated.
Next was the turn of a connecting rod and an eccentric rod, After removing the paint and rust a belt sander was used to see if these 1880's rods could be polished enough to leave them bright. The right side connecting rod is badly pitted on the face side and may not be able to be polished because of this pitting. We also had a go at an eccentric rod.
In the photo below there are from the top, an eccentric rod, two connecting rods and two vale rods the valve rods connect between the valve cross head and the 1 to 1 rocker arm.
The last photo is the right side of newly fabricated drain cock shaft with two of the levers fitted to its keys and one of its bearings mounted.
Sunday, 9 October 2016
October 9th 2016.
Two 125 x 125 x 19 angle iron brackets with gussets have been fabricated. These will be attached to the frame to give hold fast point so that a porta power can be used to push on the rear wheel axle box wedges to release the rear driving wheels from their respective horns.
Some of the area behind the left rear cylinder has been needle gunned, cleaned and a coating of rust preventative applied.
Three brake hangers, one brake block holder have been cleaned and prime coated.
The right valve chest lid stripped of old paint and rust.To be primed coated
The running surfaces of the right and left expansion links cleaned and polished. The expansion link blocks were tried in each link, amazingly wear is minimal.
Two 125 x 125 x 19 angle iron brackets with gussets have been fabricated. These will be attached to the frame to give hold fast point so that a porta power can be used to push on the rear wheel axle box wedges to release the rear driving wheels from their respective horns.
Some of the area behind the left rear cylinder has been needle gunned, cleaned and a coating of rust preventative applied.
Three brake hangers, one brake block holder have been cleaned and prime coated.
The right valve chest lid stripped of old paint and rust.To be primed coated
The running surfaces of the right and left expansion links cleaned and polished. The expansion link blocks were tried in each link, amazingly wear is minimal.
Sunday, 25 September 2016
Saturday, 24 September 2016
24th September 2016.
Today has been filled with success with the removal of the left and right valve buckles and the right side valve rocker, brackets and bearings.
D SLIDE VALVE DESCRIPTION
1 - Valve Seat.
2 - Steam Ports.
3 - Cavity cast into the valve.
4 - D Slide Valve.
5 - Steel Buckle.
6 - Cavity, provides communication between the Steam and Exhaust Ports.
Today has been filled with success with the removal of the left and right valve buckles and the right side valve rocker, brackets and bearings.
D SLIDE VALVE DESCRIPTION
1 - Valve Seat.
2 - Steam Ports.
3 - Cavity cast into the valve.
4 - D Slide Valve.
5 - Steel Buckle.
6 - Cavity, provides communication between the Steam and Exhaust Ports.
Monday, 19 September 2016
Inveresk Saturday 17th September 2016.
The left hand valve chest cover was removed to see whether we could remove the valve buckle and D slide valve. We believed the tail rod may have screwed into the buckle but this is not the case. We noted that the tail rod had been cut and re welded close to the buckle. Further investigation noted there could be a bronze bush in the end of the valve gland. We are making a split piece to go around the tail rod shaft to try and push this bush out.
The left hand one to one rocking lever outer and inner brackets were removed and the rocker passed through locomotive frame.
Some needle gunning of the frame has begun.
The left and right expansion link blocks were cleaned on the wire brush. These are another interesting design from Dubs, the blocks are in two halves split on the vertical axis and are held tightly together in the link by the tension on the tapered bolt.
The left and right valve levers were cleaned, one has a slight bend which will be straightened.
Sunday 18th September,
The components I have had de-rusting in molasses were removed, pressure cleaned and placed in phosphoric acid solution to when removed leaves a protective coating on the surfaces. The last drain cock lever was so treated. These components have been prime coated.
The one to one rocker shaft was cleaned using a plastic type stripping wheel which removes rust paint and dirt, There is some pitting on the inner bearing surface but not enough to be turned in a lathe.
The rocker bronze bearings were cleaned, these were found to be in very good condition.
The sand dome actuating levers were cleaned and primed, new clevis pins fitted.
Now to find a way to embed a slide show again now blogger no longer supports the previous method of insertion.
The left hand valve chest cover was removed to see whether we could remove the valve buckle and D slide valve. We believed the tail rod may have screwed into the buckle but this is not the case. We noted that the tail rod had been cut and re welded close to the buckle. Further investigation noted there could be a bronze bush in the end of the valve gland. We are making a split piece to go around the tail rod shaft to try and push this bush out.
The left hand one to one rocking lever outer and inner brackets were removed and the rocker passed through locomotive frame.
Some needle gunning of the frame has begun.
The left and right expansion link blocks were cleaned on the wire brush. These are another interesting design from Dubs, the blocks are in two halves split on the vertical axis and are held tightly together in the link by the tension on the tapered bolt.
The left and right valve levers were cleaned, one has a slight bend which will be straightened.
Sunday 18th September,
The components I have had de-rusting in molasses were removed, pressure cleaned and placed in phosphoric acid solution to when removed leaves a protective coating on the surfaces. The last drain cock lever was so treated. These components have been prime coated.
The one to one rocker shaft was cleaned using a plastic type stripping wheel which removes rust paint and dirt, There is some pitting on the inner bearing surface but not enough to be turned in a lathe.
The rocker bronze bearings were cleaned, these were found to be in very good condition.
The sand dome actuating levers were cleaned and primed, new clevis pins fitted.
Now to find a way to embed a slide show again now blogger no longer supports the previous method of insertion.
Sunday, 4 September 2016
Saturday 3rd September 2016.
More progress with the removal of the left and right expansion links from the rocking levers by using a jacking screw and a little heat. The expansion links at first look appear to be in very good condition.
The sander valves and actuating rods were removed from the cast iron sand dome. After all these years of working in sand numerals which look like part numbers for the casting are still visible on the valves.
On the locomotive frame all we have left to remove are the trailing wheel set, the left and right D slide valves and buckles and four spring hanger pins.
We are unsure how to remove the D slide valves from the buckles as there is not enough clearance to lift the buckle and slide the valve out.
The tail rod in front of the buckle is part of the casting. It might be that the rear rod screws into the casting however most people with years of steam experience do not think this is likely. The valves must come out some how.
Parts of the old running boards and the cab footplate has been removed and will be replaced with new metal.
More progress with the removal of the left and right expansion links from the rocking levers by using a jacking screw and a little heat. The expansion links at first look appear to be in very good condition.
The sander valves and actuating rods were removed from the cast iron sand dome. After all these years of working in sand numerals which look like part numbers for the casting are still visible on the valves.
On the locomotive frame all we have left to remove are the trailing wheel set, the left and right D slide valves and buckles and four spring hanger pins.
We are unsure how to remove the D slide valves from the buckles as there is not enough clearance to lift the buckle and slide the valve out.
The tail rod in front of the buckle is part of the casting. It might be that the rear rod screws into the casting however most people with years of steam experience do not think this is likely. The valves must come out some how.
Parts of the old running boards and the cab footplate has been removed and will be replaced with new metal.
Thursday, 11 August 2016
Sunday, 7 August 2016
Saturday 6th August 2016
This Saturday stubborn pins, the drain cock actuating lever and rod, the removal of rear driving wheels were the aim.
The Successes
Two rear left and right upper spring hanger pins drifted out.
The drain cock actuating shaft was cut in two places, the inner lever removed and the rods drifted out of their guides.
The Failures
The leading wheel left and right front spring hanger pins still seized after many attempts with the drift and 7 Kg hammer.
The right rear valve rocking lever pin shows no sign of moving, here we are trying ease it with penetrene and tapping the pin to see if it will eventually move.
It would be very nice if we had a magnetic base drill or even a loaner to bore out the pin centres.
The rear driving wheels are still solid in the horn guides with the wedges stuck fast. It appears the method that freed the front driving wheel wedges is unlikely to work here, that was with a large drift and a very large sledge hammer. I think these wedges need the force of a porta power set up to shift them. Once again we do not have this equipment.
We also have to make a some sort of adaption which looks a bit like a stud driver to force the centre pin from the expansion links.
This Saturday stubborn pins, the drain cock actuating lever and rod, the removal of rear driving wheels were the aim.
The Successes
Two rear left and right upper spring hanger pins drifted out.
The drain cock actuating shaft was cut in two places, the inner lever removed and the rods drifted out of their guides.
The Failures
The leading wheel left and right front spring hanger pins still seized after many attempts with the drift and 7 Kg hammer.
The right rear valve rocking lever pin shows no sign of moving, here we are trying ease it with penetrene and tapping the pin to see if it will eventually move.
It would be very nice if we had a magnetic base drill or even a loaner to bore out the pin centres.
The rear driving wheels are still solid in the horn guides with the wedges stuck fast. It appears the method that freed the front driving wheel wedges is unlikely to work here, that was with a large drift and a very large sledge hammer. I think these wedges need the force of a porta power set up to shift them. Once again we do not have this equipment.
We also have to make a some sort of adaption which looks a bit like a stud driver to force the centre pin from the expansion links.
Saturday, 30 July 2016
A few things have happened since the last post, small in the big picture of things but never the less important,
Plans for a new boiler are being drawn.
A dfx file was drawn which allowed a new reverser quadrant to be lazer cut and put into store.
Enough Celery Top pine has been donated to make all the cab window frames.
A Fantastic Donor will purchase two new clack/feed check valves.
We now have a bell shaped whistle.
An "A" frame sandwich board should be available from Monday 8th of August.
I have expressed previously the difficulty in getting some components to separate because they seem to be welded together by rust. Today we finally removed the left side valve rod. The right side is a different proposition. The pin that joins the valve rod to the 1 to 1 lever is seized solid in the centre section of the joint. I don't know how we are going to overcome this because its not in a position where you can use a porta power or similar.
We still have about 12 stubbornly seized components to deal with.
The exhaust steam pipes from the cylinders have been removed and blanks bolted to the flanges.
The valve rod gland followers have been removed for cleaning out the oil reservoirs and polishing.
Plans for a new boiler are being drawn.
A dfx file was drawn which allowed a new reverser quadrant to be lazer cut and put into store.
Enough Celery Top pine has been donated to make all the cab window frames.
A Fantastic Donor will purchase two new clack/feed check valves.
We now have a bell shaped whistle.
An "A" frame sandwich board should be available from Monday 8th of August.
I have expressed previously the difficulty in getting some components to separate because they seem to be welded together by rust. Today we finally removed the left side valve rod. The right side is a different proposition. The pin that joins the valve rod to the 1 to 1 lever is seized solid in the centre section of the joint. I don't know how we are going to overcome this because its not in a position where you can use a porta power or similar.
We still have about 12 stubbornly seized components to deal with.
The exhaust steam pipes from the cylinders have been removed and blanks bolted to the flanges.
The valve rod gland followers have been removed for cleaning out the oil reservoirs and polishing.
Tuesday, 12 July 2016
I am excited that a very kind person has developed the design to enable a pattern to be made so as to cast the Builders Plates for Dubs 1415.
It is hoped that the pattern will be manufactured by a 3D printer. If you have a 3D printer that could do the job and are willing to print this pattern could you contact me at dubs1415@gmail.com
I thank the design sponsor for a very nice piece of work.
Sunday, 3 July 2016
3rd July 2016
I know posts are too few between, for this I apologise. Having been away for on holiday which incidentally included the magnificent Ipswich Railway Workshops in Queensland has slowed things down.
I have spent many hours chasing up costings, when you think you have listed everything there is something else to consider.
The axle boxs have been removed from the leading driving wheels, both the condition of the journals and brasses are in reasonable condition considering this locomotive has sat in the open for about 75 years. The journals and eccentrics were lightly cleaned up with strip emery cloth coated with Denso grease and covered with Denso tape.
The reversing lever and reach rod have been removed,The lever was badly twisted and bent and had the quadrant welded to it, the weld was ground off, the rod straightened with a fair bit of effort. It now waits to be cleaned and prime coated. The reverser's fulcrum foot is having its eyes reamed. The quadrant will be renewed for which a drawing has been completed for laser profile cutting.
The fire bars were knocked from the carriers so that the radius of the fire box corners could be found. This was achieved by bending a piece of soft solder into the corner. The firebox tube plate is in very poor condition, I will take some photos when I remember to take my camera.
The weigh bar shaft has been has been removed, the bearings cleaned and greased, once again the condition of these are very good.
We still have several stubborn components to remove these being,
The Trailing Driving Wheels.
The Expansion Links from the 1 to 1 rockers,
The Drain Cock actuating lever which we have had a couple of goes at.
Several Driving wheel spring pins.
Removal of pins from the Valve rods.
Removal of the wheels from the Pony trucks.
On the plus side all the pony truck spring hangers have been cleaned and primed,
The hand brake column and mechanism have been repaired, cleaned and primed,
New components have been made for the fire hole door, these have been fitted.
Taper pins for the collars were bought from Champion Products in Victoria. This is the only place I have found that sell them.
Unfortunately the biggest set back to this project has been that if you wish to donate to this project I have been unable to establish the means which would enable you to do so. I see that it is highly important that any money donated to this project be easily identified from monies going into general revenue. Frustratingly I have often been tempted to use my own Paypal account but that would not be ethical so please any of you who might like to make a donation to this project you will need to contact the Don River Railway at donriver@donriverrailway.com.au or 61 (03) 64246335
We will soon be looking for steel for the rear buffer beams, foot plate and running boards.
I will when possible continue provide from my own finances what I can.
The axle boxs have been removed from the leading driving wheels, both the condition of the journals and brasses are in reasonable condition considering this locomotive has sat in the open for about 75 years. The journals and eccentrics were lightly cleaned up with strip emery cloth coated with Denso grease and covered with Denso tape.
The reversing lever and reach rod have been removed,The lever was badly twisted and bent and had the quadrant welded to it, the weld was ground off, the rod straightened with a fair bit of effort. It now waits to be cleaned and prime coated. The reverser's fulcrum foot is having its eyes reamed. The quadrant will be renewed for which a drawing has been completed for laser profile cutting.
The fire bars were knocked from the carriers so that the radius of the fire box corners could be found. This was achieved by bending a piece of soft solder into the corner. The firebox tube plate is in very poor condition, I will take some photos when I remember to take my camera.
The weigh bar shaft has been has been removed, the bearings cleaned and greased, once again the condition of these are very good.
We still have several stubborn components to remove these being,
The Trailing Driving Wheels.
The Expansion Links from the 1 to 1 rockers,
The Drain Cock actuating lever which we have had a couple of goes at.
Several Driving wheel spring pins.
Removal of pins from the Valve rods.
Removal of the wheels from the Pony trucks.
On the plus side all the pony truck spring hangers have been cleaned and primed,
The hand brake column and mechanism have been repaired, cleaned and primed,
New components have been made for the fire hole door, these have been fitted.
Taper pins for the collars were bought from Champion Products in Victoria. This is the only place I have found that sell them.
Unfortunately the biggest set back to this project has been that if you wish to donate to this project I have been unable to establish the means which would enable you to do so. I see that it is highly important that any money donated to this project be easily identified from monies going into general revenue. Frustratingly I have often been tempted to use my own Paypal account but that would not be ethical so please any of you who might like to make a donation to this project you will need to contact the Don River Railway at donriver@donriverrailway.com.au or 61 (03) 64246335
We will soon be looking for steel for the rear buffer beams, foot plate and running boards.
I will when possible continue provide from my own finances what I can.
Saturday, 23 April 2016
It has been some time since the last post, this time has been spent trying to unsieze the main driving wheel axle box's in the horn guides. Over three quarters of century of being in the open caused the axle boxs to be frozen by rust and seemingly unmovable. Spraying with diesel (cheaper than propriety products) eventually saw a little penetrate. The taper wedge adjusting bolts were slackened off. Last weekend saw the the right hand wedge move and this weekend the left hand wedge bolt finally moved with the assistance of a a flat punch and a 7 kilogram hammer. The easing of the wedges increases the gap between the horn guide and the axle box faces which allowed the wheels to be lowered to the track.
The next steps to be taken will be to dismantle the axle boxes from the axles and by the looks of it these may need gentle persuasion?
The trailing driving wheels axle boxes and horn guides are in worse condition so the team are not expecting their release to be easy.
The front and rear pony trucks have the same problem with the axle boxes seized in the guides, since removal they have been soaked at every opportunity in diesel in an effort to un-seize them, as yet no luck so a change of tack has been facilitated using Plasticine to build walls at the ends of the axle boxes and fill the wells between these with White Vinegar. It is hoped that this will de-rust between the horn guide faces and the axle box guide faces and allow the axle boxs to be removed.
Today the reconditioned firebox door was fitted to the boiler to enable the best position of the operating lever to be established.
The next steps to be taken will be to dismantle the axle boxes from the axles and by the looks of it these may need gentle persuasion?
The trailing driving wheels axle boxes and horn guides are in worse condition so the team are not expecting their release to be easy.
The front and rear pony trucks have the same problem with the axle boxes seized in the guides, since removal they have been soaked at every opportunity in diesel in an effort to un-seize them, as yet no luck so a change of tack has been facilitated using Plasticine to build walls at the ends of the axle boxes and fill the wells between these with White Vinegar. It is hoped that this will de-rust between the horn guide faces and the axle box guide faces and allow the axle boxs to be removed.
Today the reconditioned firebox door was fitted to the boiler to enable the best position of the operating lever to be established.
Friday, 4 March 2016
Friday February 26 2016
Today Cranes Combined lifted the Tanks, Bunker, Boiler, Pony trucks, and put the frame on stands to allow the driving wheels which are siezed in the horn guides to be worked on. For safety the wheels have been chained to the frames. Now work can begin needle gunning the frame, replacing corroded angle irons, running boards and other components.
Interestingly the boiler weighed 3.5 tonnes, the frame, cylinder and wheels weighed approximately 5.5 tonnes.
Work days are of a Saturday, there is plenty to do for those who are interested .
February 14th 2016 On this day Cross Heads, Pistons and Rings were removed, In the rear cylinder casting that holds the piston rod packing there is a split gun metal piston rod guide that had to be removed so that the tapered end of the piston and rod can be pulled through. This was achieved by splitting a piece of automotive exhaust pipe, taping it to the piston rod and pushing it down the bore to force the gun metal guides out. The piston and rod was then easily removed. The piston rings were wider than expected than what is shown in the drawing, One ring broke during removal, on inspection a small defect was observed in the break. The Regulator Valve, mounted high in the steam dome was as expected difficult to remove but persistence prevailed.
February 6th 2016 Some components have been de-rusted in a Molasses bath, treated and painted, for 1880's vintage they look pretty good. On inspection both cylinder bores are in good condition being parallel the full length. A cross head jacking screw was turned up at the Don River workshop and was used to split both cross heads from the piston rods. These are now ready for overhaul.
February 14th 2016 On this day Cross Heads, Pistons and Rings were removed, In the rear cylinder casting that holds the piston rod packing there is a split gun metal piston rod guide that had to be removed so that the tapered end of the piston and rod can be pulled through. This was achieved by splitting a piece of automotive exhaust pipe, taping it to the piston rod and pushing it down the bore to force the gun metal guides out. The piston and rod was then easily removed. The piston rings were wider than expected than what is shown in the drawing, One ring broke during removal, on inspection a small defect was observed in the break. The Regulator Valve, mounted high in the steam dome was as expected difficult to remove but persistence prevailed.
February 6th 2016 Some components have been de-rusted in a Molasses bath, treated and painted, for 1880's vintage they look pretty good. On inspection both cylinder bores are in good condition being parallel the full length. A cross head jacking screw was turned up at the Don River workshop and was used to split both cross heads from the piston rods. These are now ready for overhaul.
Sunday, 10 January 2016
A busy period was spent between Boxing Day 2015 and 4th of January 2016 getting Dubs 1415 ready to dismantle it into components by crane. Many parts were welded together by rust but others were surprisingly removed with ease. The brake spreaders were seized solid, the only decision being was to oxy cut through the spreaders to release them.
The left and right valve chest covers have been removed and replaced.The right side valve seat face is shiny, the left valve face has surface rust caused by the missing front valve spindle gland. A new gland will require the services of a pattern maker so that a new gland can be cast as will patterns for new little and big end bearings.
The left and right rear cylinder drain cock holes were plugged and several litres of diesel poured into the valve chests which then run into the cylinders.
The following have been removed
Smoke box steam pipes.
Brass steam dome cap.
Left and Right forward eccentric rods.
Three brake hangers, the other is seized on the pin.
Four brake block mountings.
Two Pony truck pivot pins and caps.
Two Pony truck main pivots.
Rear Pony truck horn stays.
The hand brake assembly.
Eight horn stay bolts.
The rear brake beam.
All bolts that secure the smoke box to the frame.
Left and right expansion brackets.
Welded on plate over the regulator gland hole.
Weigh bar shaft oil cups
Front ash pan damper.
One rear pony truck spring.
Fire hole door.
The left and right valve chest covers have been removed and replaced.The right side valve seat face is shiny, the left valve face has surface rust caused by the missing front valve spindle gland. A new gland will require the services of a pattern maker so that a new gland can be cast as will patterns for new little and big end bearings.
The left and right rear cylinder drain cock holes were plugged and several litres of diesel poured into the valve chests which then run into the cylinders.
The following have been removed
Smoke box steam pipes.
Brass steam dome cap.
Left and Right forward eccentric rods.
Three brake hangers, the other is seized on the pin.
Four brake block mountings.
Two Pony truck pivot pins and caps.
Two Pony truck main pivots.
Rear Pony truck horn stays.
The hand brake assembly.
Eight horn stay bolts.
The rear brake beam.
All bolts that secure the smoke box to the frame.
Left and right expansion brackets.
Welded on plate over the regulator gland hole.
Weigh bar shaft oil cups
Front ash pan damper.
One rear pony truck spring.
Fire hole door.
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