Work continues to progress on this project. The ashpan was rebuilt and put back on the locomotive. New grates were put in the firebox. A total of 28 superheater units were rebuilt and installed. This included pressure testing each unit to 1000 PSI. Considerable work was completed to the interior components to the smokebox. This included remaking the doors, the screen, and installing the exhaust nozzle. Staybolt caps were made and have been installed. Footboard brackets were cleaned and reinstalled. Work began on the floor supports for the cab. This involved removal, cleaning, repairing, and reinstallation. Injectors and turbine are in the process of being rebuilt. We hope to start rebuilding the cab.
Volunteers were also busy getting our operating locomotive in compliance with the new FRA regulations, which went into effect in January, 2001. A second water glass was installed and required special parts that were fabricated and fitted on the backhead. An emergency brake valve and tender water gauge were added to the tender. In addition to the above, yearly maintenance was completed. This included hydro and hammer testing all the air tanks, internal inspections of the firebox and dry pipe, drilling all the staybolts, and calibrating all the steam and air cab gauges.
In addition, the department increased the water capacity for 1630. The steam heat piping on the tender has been modified to allow a water connection between it and our auxiliary water car (ex-milk car GPEX 1021). The piping on the milk car also had to be modified to allow a connection at both ends. With 1630's tender holding 7500 gallons of water and the milk car holding 8000 gallons, the water capacity has doubled. This connection eliminates the need to drag a hose from the car to the tender and starting a gas engine pump. This process can only be done between runs. The water connection allows the milk car to "fill" the tender all the time (The water in both the tender and car will seek the same level as it drops). Another side benefit of the modification is that the engine crew can fill the tender from the ground. No longer will the crew have to drag the hose to the top of the tender to fill.
In October, 2001, the arch tubes (part of the firebox) were removed. These tubes will be used as patterns to make the same critical bends on the new tubes. Over the winter, the new arch tubes will be installed.
Currently, our operational 3-truck Shay is temporarily out of service for scheduled Federal Railroad Administration (FRA) maintenance. The flues have been removed from the boiler. The inside of the boiler has been sandblasted. New firebox grates and new boiler tubes need to be installed. Once these installations and other minor things are done, Shay #5 will be back in operation.
The drop table is a device that allows the removing of wheel and axle sets from under the locomotive and sits in a deep pit. The drop table mechanism has been taken apart for cleaning and repairing. New electrical components were ordered to replace the old ones. Once it is rebuilt, the table will be put into the pit and made operational again.
In late 1998, the department began an exploratory look at the possibility of this locomotive being operational again. After an inspection of the boiler, the locomotive was pressure tested. The test revealed that the lower half of the firebox sidesheets needed replacement while the rest of the boiler was sound. The boiler tubes were removed and the inside sandblasted. The Freight Car department replaced all the wood in the cab, including doors, windows, and ceiling. In the first half of 2001, the bottom half of the firebox sidesheets, called half sidesheets, were removed. With Union Pacific 428 the department's priority, work on it has progressed slowly.
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