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Locomotive JACK - keep mousing-over to show a sub-assembly, then click. Running Gear Frame Frame Side-Tanks, Bunker & Cab Boiler, Smokebox & Firebox Fittings Fittings Fittings Boiler, Smokebox & Firebox
Mouse-over JACK  > find the various sub-assemblies > click to view restoration work underway .
 
Locomotive JACK  arrived by road from the Rail Heritage Centre at Thirlmere, on 24 September, 2008. A few days later, work commenced on dismantling the running gear, in preparation for the loco's complete restoration to operational condition. The updates below are arranged in descending order of work performed — the most-recent updates appear at the top — within each sub-assembly.
On 16 May, 2011, the Office of Environment & Heritage (State Government of NSW), gave LMLR permission to proceed with 'Project No. HRW/2012/632' — the Ministerially-approved heritage grant to assist LMLR in returning Locomotive 'JACK' to operating condition. Upon meeting critical project milestones, funding under the grant will be made available to LMLR, on a (approximately) dollar-for-dollar, co-contribution basis. The Office has accepted the Manager of LMLR as the Project Director and, the Chairman of the NSWRTM's Curatorial Committee as the Project's Heritage Specialist.

LMLR thanks the locomotive's owner, NSW Rail Transport Museum, together with the Mayor of the City of Lake Macquarie and the Member for Lake Macquarie (State), for their enthusiastic written support of its heritage grant funding application. LMLR also recognises the State Government's important contribution to the preservation of the State's industrial heritage, through the display of special project signage — for the duration of the restoration — now located at the entrance to the Railway and on the locomotive itself.

view larger image of the project signage

  Running Gear

Pistons, Valve Gear, Wheelsets & Crankpins, Axleboxes,
Bearings & Horn Blocks , Suspension & Brake System
     
The Krauss builder’s number ‘5963’ was revealed when the hand-brake lever and counterweight were cleaned. This particular number is a mystery, because ‘5963’ was a builder’s number carried by a 760mm-gauge locomotive built by Krauss at its Linz (Austria) factory and not the München-Sendling (Bavaria) factory where 610mm-gauge JACK was built. The last two digits, ‘63’, match the last two digits of JACK’s builder’s number, ‘6063', so it's now thought that a number-stamping mistake was made at the time of these brake components' manufacture.
Braking System
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8 The loco is back on its wheelsets and fully passed its first rolling test with several low-speed circuits of 'The Main' whilst being towed by Malcolm. The loco was then taken down 'The Branch', near to the Engine Shed, for removal of the side-tanks, bunker and cab.
     
7
With the wheelsets and most of the frame below the running-board restored, the time came to reunite the locomotive with its wheelsets. A delicate operation ensued, where the axleboxes were carefully lined-up with the hornblocks whilst the locomotive was progressively lowered on its timber workshop stys. Back on its wheels, the loco can now be freely moved for the first time in more than 45 years; ready for the removal of side-tanks, cab and boiler cladding.
 
6
Wire-brushing of the wheelsets revealed that one set is from sister loco ROBIN (B/N 5870) whilst the other is from ARCHIE (B/N 5945). The pitting found on the journals has been filled with weld, ground, then painstakingly filed-down by hand, followed by hand-linishing for a perfect fit with the bearings. The bearings themselves needed no work and have been refitted to their axleboxes. Complete again with bearings and axleboxes, the restored wheelsets now look better than they probably have in 100 years.
   
5
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 axleboxes, 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 axleboxes and bearings have been cleaned, in preparation for dressing and refitting to their matching journals.
   
4
With the wheelsets free, work commenced immediately on removing the axleboxes 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 carefully recorded, described and sketched in the project book.
   
3
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 axleboxes could be inspected. They, and the horn blocks, are in good external condition but the leading axleboxes have been affected by the ingress of water. The trailing axleboxes 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.
   
2
With the valve gear removed, the loco was jacked-up and the axleboxes freed to move in their horn blocks. The trailing axleboxes 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 axleboxes and will require much work to free and separate. Then, a critical examination of the journals will be made.
   
1
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.
 

  Side-tanks, Bunker & Cab

Side Tanks, Coal Bunker, Cab
     
The cab floor was corroded, as was some of its supporting steelwork, so replacements for each have been manufactured. Similarly, the side-tanks which are known not to be the 1908 originals, are being re-manufactured from new cut and rolled steel plate, seen loaded on the Railway’s petrol-hydraulic transporter, Gofer.
Cab Floor & Side-Tanks
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1 The invaluable front-end loader was pressed into service again, this time for the removal of the loco's side-tanks, bunker (on the fireman's side), toolbox (driver's side), cab components and chimney. With unimpeded access to the cab's interior, an opportunity was taken to remove the non-original floor, making the rear section of the frame and cab support structure accessible.

  Boiler, Smokebox & Firebox

Boiler, Smokebox & Firebox
     
Upon removal, the loco’s ashpan was found to have suffered extensive corrosion damage. Using the old one as a template, a replacement ashpan box has been carefully fabricated from new steel. The old one will be labelled and stored for future reference.
Ashpan Re-building
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The boiler’s front tubeplate has now been more closely examined and may require repair. A long-term build-up of cinders in the smokebox, has caused corrosion of the lower parts of the front tubeplate and blastpipe. For professional assessment and potential repair, the boiler has departed to a nearby boilermaker’s workshop.  Meanwhile, using the old one as a template, a new blastpipe has been manufactured in 316 Grade stainless steel.
Boiler & Blastpipe Repairs
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3 Most of the 74 boiler tubes were in good condition, however, the lower tube ends at the smokebox were badly corroded as is the lower front tube plate; the result of a build-up of moist ash. Notwithstanding that, the Restoration Project Plan calls for the replacement of all tubes, which was achieved by slitting the tube ends, collapsing the ends, then driving the tubes from the rear tubeplate, through the front tubeplate.
     
2 Prior to the boiler lift, the heavy smokebox door was removed. Then, with the boiler at easy work height on stys, the rivets holding the smokebox to the boiler barrel, were ground off outside and then inside before the two assemblies separated. The pre-restoration Condition Assessment had already identified the smokebox as being beyond repair, so a new smokebox will be rolled.
     
1 The removal of the boiler cladding revealed rockwool insulation underneath and a largely unaffected external surface to the boiler barrel. Then it was on to the task of releasing this 1942-manufactured boiler from the loco's frame and lifting it onto its timber workshop stys. The absence of the boiler made removing the ashpan assembly much easier.

  Frame

Frame, Cylinders, Running Boards & Well-Tanks
     
Following completion of the loco’s well-tank repairs and restoration, work resumed on the rest of the frame, including repairs to the front coupler, coupling box and buffer beam. The smoke box saddle has been de-riveted, the boiler supports and brake wayshaft cleaned and repaired. Along the way, expansive corrosion has been removed and repairs effected with new steel plate where essential.
Frame Restoration 3
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Both well-tanks were treated to extensive cleaning, corrosion removal and treatment, primer-sealing and dry-sealing. A new, front steel wall was welded into position on the leading well-tank, to replace the in-service, accident-damaged original. Whilst working underneath, at the rear of the frame, a steel girder was discovered with the wording ‘MAXHÜTTE’ rolled into it – a reference to the original Bavarian supplying steelworks, Eisenwerk-Gesellschaft Maximilianshütte.
Well-Tank 3
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6 The leading surface of the front buffer beam has been restored but the entire assembly needed to be removed to gain access to the forward well-tank, to enable proper repairs to the in-service-era accident damage.
     
5 The locomotive shows signs of being involved in an accident during its in-service life; the forward well-tank being punctured in the process (see below). Repair work continues on the drawgear, with the straightening and repair of the coupling, brackets and compression-spring mechanism.
 
4 Whilst the locomotive has been without its wheels, restoration of the frame has concentrated on those areas which would become inaccessible upon return of the wheelsets. Wire-brushing has been the chosen method for sympathetic paint removal, with needle-gunning reserved for tight areas on castings. Krauss builder's numbers have appeared everywhere, including on the smallest of components like the safety chain hooks. The number '1877' came into view in two places on the right-side expansion-link bracket; this being the same as the number stamped on the frame's Queensland Government brass plate. A coat of primer and an initial coat of engine black, complete this stage of the frame's restoration.
 
3 Both well-tanks have been wire-brushed and treated with high-quality corrosion-resistant paint. The balance pipe was found to be badly corroded and will need to be replaced between the flanges. Meanwhile, the forward well-tank was found to have been patched, following some collision damage in service; the drawgear having been pushed back into the leading panel of the forward well-tank. A repair patch will be necessary for this tank to function as designed.
 
2 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.
 
1 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.
 

  Fittings

Injectors & Delivery Pipes, Fountain, Injector & Regulator Valves,
Safety & Clack Valves, Steam Pipes, Sand Boxes & Sand Pipes
     
1 The steam pipes and safety valves have been removed, along with the dome cover.
 
 

 

 

 
JACK is owned by the NSW Rail Transport Museum, which has leased the locomotive to LMLR.
 
 
 
 
 
 
 
 
 
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