OTHER RESTORATION WORK
These photos document some of the steps that went into restoring number 113 to active service -- and that go into keeping her active. Over time, we will add more and more to this page, both to offer an education into the process and also -- as with this whole Web site -- as a "thank you" to the many people whose dedication and skills make it all possible.
In these two photos by Vince Labert, our volunteer machinist has installed a grinding tool to repair the holes through which a pin will secure the renewed tender drawbar. Unlike the cars of a train, which join with couplers (making the assembling and unassem-bling of trains safe and easy), a locomotive and its tender join with a semi-permanent -- and very strong -- drawbar. All of the locomotive's pulling force gets tranmitted through the solid steel bar.
The jacketing on a steam locomotive does more than look good: It protects the boiler from the weather, and most importantly it protects the lagging, or insulation, which wraps the boiler barrel and steam chests. Although remarkably inefficient machines thermally (only about 6% of the heat value in the coal 113 burns actually goes to moving a train), steam locomotives do benefit from their lagging, keeping in some of the hard-won heat of the fire (hard-won through all of the fireman's hard work!).
When 113 first left Pennsylvania, she still wore jacketing, but it got removed in her time in Delaware and unfortunately scrapped, so we could not use the old pieces as patterns for the new. It will take a lot of work to make the couple of dozen patterns, in corrugated cardboard, and then a lot more work to make the jacketing, out of 18-gauge steel, with all of its curves, bends, cut-outs, and holes. But the locomotive sure will look better, and her fireman will work just a little less hard!