 Mouse-over JACK > find the various sub-assemblies > click to view restoration work underway . |
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Running Gear |
Valve
Gear, Wheelsets & Crankpins, Axle Boxes,
Bearings & Horn Blocks , Suspension & Brake System |
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With the journals cleaned, the worst of the corrosion can now been assessed. The tell-tale, semi-elliptical pits have been caused by standing water entering the oil passages from the top of the axle boxes, whilst the overall pitting is the result of water being trapped between the bearings and the journals. The journals on the rear wheelset are less affected but they will follow the front set onto the wheel lathe for rebuilding and machining to correct specification. Meanwhile, the axle boxes and bearings have been cleaned, in preparation for dressing and refitting to their matching journals. | |
| With the wheelsets free, work commenced immediately on removing the axle boxes to check on their bearings and the state of the journals. The trailing journals and bearings are in good condition but the leading journals are pitted with corrosion and will require building-up and re-machining on a lathe. The leading bearings will require work to bring them back to the correct tolerances. Throughout the disassembly phase, all parts are carfeully recorded, described and sketched in the project book. | ||
| The loco was jacked-up further until the wheelsets were fully clear of the frames. The wheelsets were then towed out from underneath the loco where the axle boxes could be inspected. They, and the horn blocks, are in good external condition but the leading axle boxes have been affected by the ingress of water. The trailing axle box es still contain liquid oil. Those parts of the frame which have been obscured by the wheels, show the red paint applied by Farleigh Mill. The trailing wheelset can be seen with its lateral springing in place; later, the spring assembly can be seen separately. | ||
| With the valve gear removed, the loco was jacked-up and the axle boxes freed to move in their horn blocks. The trailing axle boxes released from their horn blocks quite easily, however, the leading ones required much work to free them from a bond of corrosion. The axles are locked solid in their axle boxes and will require much work to free and separate. Then, a critical examination of the journals will be made. | ||
| Both the fireman's and driver's side valve gear have been removed, photographed, labelled and stored, ready for the individual components' restoration later on. The crankpins, bearings , pistons and cylinders are all in excellent condition and show little use since their last overhaul. The slide-bars have been re-machined many times and may have reached the end of their lives. The brake shoes had bonded to the wheels but were eventually separated and removed. All wheels show a generous amount of tyre remaining. | ||
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Side-tanks, Bunker & Cab |
Side
Tanks, Coal Bunker, Cab
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| With the axles and bearings freed-up, the locomotive will be moved outside for the side-tanks to be removed. |
work not yet
commenced |
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Boiler, Smokebox & Firebox |
Boiler,
Smokebox & Firebox
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| When the side-tanks are removed, the boiler bands and cladding will be removed to gain access to the boiler for external examination. |
work not yet
commenced |
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Frame |
Frame,
Running Boards & Well-Tanks
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Work has commenced on restoring the interior and exterior of the well-tank, or more correctly, both well-tanks. Only when elevated, was it possible to see that the loco also has a forward tank, mounted between the cylinders; a flanged connecting pipe permitting one-way water supply to this tank indicates that it could be primarily for ballast purposes. A tapered brass washout plug has been used as a substitute for the real drain plug, whilst a wooden bung was found in one end of the connecting pipe. The bottom of one of the horn blocks reveals the number stamped by the builders; this loco is indeed, Krauss B/N 6063. |
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| Even before work starts on the frame, the loco is revealing secrets of its past work There are signs of where the Westinghouse Brake air-receiver rested on the driver's side running board, during the 1909-1929 Burrinjuck era. Under the running board is a 1950s-era Queensland Government inspection plate from the loco's time at Farleigh Sugar Mill. | ||
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Fittings |
Injectors
& Delivery Pipes, Fountain, Injector & Regulator Valves,
Safety & Clack Valves, Steam Pipes, Sand Boxes & Sand Pipes |
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| The steam pipes and safety valves have been removed, along with the dome cover. | ||
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JACK
is owned by the NSW Rail Transport Museum, which has leased the
locomotive to LMLR.
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