Fowler 8766 Boiler Overhaul Progress

Fowler 8766 Boiler Restoration: A Detailed Look

The journey to bring the 2-ft gauge John Fowler 0-6-0TT, works number 8766, back to operational condition is a complex and meticulous process. Built in 1900, this locomotive is a cherished part of Pete's Hobby Railway collection. This report details the significant progress made, particularly focusing on the critical boiler overhaul, a vital step in its restoration.

Initial Assessment and Tube Extraction

Following a previous inspection in September 2018, a decision was made to prepare 8766 for a more thorough boiler inspection. The initial assessment by the Boiler Inspector was positive, but an internal examination, especially of the front and rear tubeplates, was deemed necessary. This led to the challenging task of removing all 75 tubes from the boiler. Matt and Rhys, with assistance from Ben, undertook this arduous job, involving considerable effort and some ingenuity. Initially, the condition of the tubes seemed promising, but upon removing the top manhole cover, it was discovered that water ingress had caused significant corrosion, leading to large rust holes in several tubes. These tubes were not cooperative and had to be cut into pieces within the boiler barrel for extraction. The process of collapsing the tube ends within the tubeplates was notably slow and painstaking.

Navigating Access Challenges

With the boiler standing vertically, accessing the firebox interior proved difficult. To facilitate the extraction of the rear tubes, a strategic decision was made to turn the boiler onto its side. This was achieved on Monday, August 27th, using T-Line's crane to gently roll the boiler. Before this manoeuvre, the diamond-stack funnel was removed, providing a valuable opportunity to inspect its internal components closely. Once the boiler was safely supported on its side, a gazebo was erected to offer protection from the sun and any unexpected rain, creating a more conducive working environment.

Internal Boiler Condition and Preparatory Works

Matt's comments highlighted the significant amount of dirt and scale found within the boiler after the tubes were removed. The sheer volume of debris raised questions about how the locomotive could have possibly raised steam previously, suggesting it would have been a very poor performer under load. Beyond the tube removal, extensive preparatory works were undertaken on various bearings, revealing that the 1965 mill overhaul had left much to be desired. Stripping the sheeting from the cylinders exposed an unpleasant environment for spiders, and instead of the anticipated asbestos packing, deteriorated timber strips had been used. Rhys took on the bulk of the dirty work, diligently cleaning the locomotive's frame, rods, wheels, axle boxes, and any other component that could be covered in dirt, oil, and grease.

Detailed Preparatory Works

Matt provided further details on the extensive preparatory work carried out:

• Reconditioning of the axle boxes.
• Reconditioning of the brasses in the side-rods and preparation for remetalling.
• Thorough cleaning of all rods and valve gear linkages.
• Rubbing the frame back to bare metal in preparation for painting.
• Rubbing the wheels back to bare metal in preparation for painting.
• Accurate measurement of journals and crank pins.
• Ordering of white metal for bearing repairs.
• Removal of loco springs for cleaning and subsequent painting.
• Preparation of drawings for the manufacturing of new pins and bushes.
• The steam turret was removed and dispatched to Wagga Iron Foundry for essential repairs.
• Manufacturing of new big end wedge bolts.

Historical Context and Operational History

Evidence suggests that the Fowler 8766 may have only operated for one or two seasons following its 1965 overhaul. An undated photograph indicates a head-on collision with a diesel locomotive, which resulted in significant damage to the cab end, leading to its premature withdrawal from service. This incident left the Hudswell Clarke 0-6-0 tender locomotives as the sole steam power on the CSR Victoria Mill fleet. The condition of the bogie tender is also a major concern, being severely rusted through, necessitating a complete rebuild of the water and fuel-carrying areas above the frame. Historical examination of similar Fowler tank locomotives from the early 1900s reveals a design featuring a semi-circular floor extension bolted to the main frame, with open fencing to protect the crew. New side tanks, designed to accommodate a small coal bunker, were manufactured many years ago for the Weavering Light Railway at Loftus. It's noteworthy that while these earlier Fowler locomotives typically featured a round-top boiler, 8766 was fitted with a new square-firebox boiler in the late 1930s. Should funding permit in the future, the rebuild of the tender remains a possibility.

Boiler Inspection and Future Prospects

The Boiler Inspector returned on Thursday, October 25th, primarily to conduct ultrasonic testing of the front and rear tubeplates. Fortunately, no cracks were detected, and the boiler is expected to be fit for its original working pressure of 160 psi. However, it's important to note that the locomotive will not be operated at this maximum pressure, as it exceeds the requirements of Pete's Hobby Railway. Despite some pitting on the boiler barrel and around the firebox, sufficient metal thickness remains to allow for a full operating ticket. The Hunslet locomotive was also inspected at the same time and received a pass for another year of operation. An order has been placed for new boiler tubes, a significant investment of approximately $5,000, although the delivery date remains uncertain. Repairs to the steam turret are currently underway at a local foundry in Wagga. Additionally, replacement safety valves for the dome need to be sourced, along with a standard stuffing box for the throttle rod to pass through the firebox. While the Fowler's wheels are slightly hollow due to its operation on lighter rails than the 60-lb rails used at PHR, re-profiling is an additional expense that cannot be accommodated at this time. Similarly, although some volunteers favour restoring the locomotive to its original tender-tank configuration, it will return to service as a tank engine only for now. The tender rebuild, if it proceeds, would be a separate and substantial undertaking.

Brake Systems and Couplings

Another area for consideration is the braking system. Currently, the locomotive is equipped only with a hand-brake that acts on four of the six driving wheels. The engine crew would greatly appreciate the addition of a steam-operated brake. The question of couplings also remains to be addressed. Replica builder's plates for "John Fowler 8766" are already in hand.

Chassis Identification Mystery

A curious discovery was made when the main frame was stripped back to bare metal. The number "8735" was found stamped above each of the six horn-blocks, designated L1, L2, L3, R1, R2, and R3. Assuming 8735 is a builder's number, it belongs to a 0-6-0T 2-ft gauge locomotive also built in 1900 for the Geraldton Divisional Council in Queensland, for use on their tramway at Innisfail. The Innisfail Tramway was taken over by the Queensland Government in July 1914, and 8735 became No. 1 on the Innisfail Tramway roster. According to "The Innisfail Tramway" by John Armstrong and G. H. Verhoeven, 8735 was condemned and written off in October 1925. The possibility exists that the frames were swapped during construction, a small mystery whose answer may never be definitively known.

Next Steps and Operational Testing

The immediate next steps involve the remetalling of various bearings, followed by the reassembly of the wheels into their axle-boxes on the main frame. Once the wheeled frame is assembled, it will be placed on the track using the T-Line crane. With the assistance of the Ruston diesel, the locomotive will be pushed and pulled along the line to identify and rectify any potential issues. Given that the locomotive previously navigated a tight 45-ft (13.7m) radius Y-point at Loftus, it is anticipated that the curves on Pete's Hobby Railway, which currently measure around 18 metres, will not present any problems.

Paint Scheme Considerations

The perennial question of the final paint scheme remains. During Pete's last sighting of the locomotive at CSR's Victoria Mill in 1965, the side tanks and tender were painted a light green, with a black underframe, boiler, and smokebox. A stylised "PERTH" name was painted on the side tank below the open cab. Currently, Pete favours a gloss black finish all over, with red lining, but is open to persuasion if suitable funding for an alternative scheme becomes available.

Call for Information

A request made in the previous Progress Report for an explanation of the various identification numbers stamped into the rods, motion, and wheels has gone unanswered. The hope is that someone out there possesses the definitive answer to this query.

This concludes the latest progress report on the Fowler overhaul. Special thanks are extended to Matt for providing the additional detailed notes that enrich this report.

Cheers,
Pete SM Loftus

Frequently Asked Questions

Q1: When did Fowler 8766 get a new boiler?
While the report details the extensive overhaul and preparation for a new boiler, it does not specify the exact date a completely new boiler was fitted. It mentions that the locomotive received a new square-firebox boiler in the late 1930s, and the current work focuses on restoring the existing one.

Q2: What was the cost of the new boiler tubes?
An order has been placed for new boiler tubes, costing approximately $5,000.

Q3: What was the original working pressure of the boiler?
The boiler is expected to be fit for its original working pressure of 160 psi.

Q4: What is the current status of the tender?
The bogie tender is in extremely poor condition, rusted through all around, and requires a total rebuild of the water and fuel-carrying areas. This is a separate, major undertaking.

Q5: What are the next immediate steps in the restoration?
The next steps include the remetalling of various bearings and the reassembly of the wheels into their axle-boxes on the main frame. Following this, the wheeled frame will undergo on-track testing.

Comparison of Boiler Repair Services

The provided text also includes information from a company offering steam boiler repair services. While not directly related to Fowler 8766's specific work, it offers insight into the broader field of steam locomotive boiler maintenance.

What's New in a Plastows Boiler?

The information regarding the Plastows boiler highlights modern advancements and rebuilds in the steam engine world. Key improvements include:

• Improved Porting: Addressed "breathing issues" in the cylinder block.
• New Boiler: Built slightly longer than standard, with extra tubes to improve steaming and increased pressure to 175 PSI (from 150 PSI).
• Mechanical Overhaul: Included re-machined crankshaft eccentrics and big ends, bushed and re-pinned little ends, re-machined main bearings, work on differential bevel gears, reconditioned steering assembly, and a new third-speed gear for quicker road speeds.
• Modern Materials: New vulcanised tyres, new pipework, new pressure gauge and gauge glass fittings.
• Comprehensive Testing: Passed full hydraulic and steam tests.

This contrasts with the ongoing, more traditional restoration of Fowler 8766, which is focused on returning a historic machine to service using as much of its original structure as possible, while adhering to safety and operational standards.

If you want to read more articles similar to Fowler 8766 Boiler Overhaul Progress, you can visit the Mechanical category.