Documenting the work that led to #113 returning to steam in 2013, these photos give some sense of the scope of the work -- and the less-than-ideal conditions under which that work got accomplished. Plainly, this project has attracted VERY dedicated people!
Four photos © Ed Kapriskie
In these images from 2009, we see #113 on her track in Minersville, in the "shop" where much of the work took place. The smokebox front on the ground indicates ongoing work in the boiler. With the cab removed, one can see the dozens of staybolt caps that protect the ends of the bolts that connect the boiler's outer wrapper sheets with the inner firebox sheets; at the top of the backhead (above the clamshell firedoors), the throttle lever extends from the center of the boiler towards the engineer's position at the right. Above all of the staybolt caps, the rivet heads indicate the ends of the boiler braces; the braces and the staybolts together hold everything together against the steam pressure in the boiler -- originally a maximum of 200 pounds per square inch, now 185 (to help prolong the life of the boiler).
On the inside of the firebox, one sees the other end of the staybolts -- hundreds and hundreds of them -- that hold the firebox sheets and the outer wrapper together. This photo looks from the firebox door towards the front of the boiler; the 208 2"-diameter tubes and 34 5-1/2" flues will fit into the holes in the tube sheet. The firebox grates will rest on grate supports at Bob Kimmel's knee level; just past his foot, one sees the rear fireman's-side drive wheel.
The cab required extensive work, and it went to a fabrication shop; only the roof and part of one side remain of the original sheet metal.
The tender tank needed complete replacement, and Oaks Welding in Buck Run, just a few miles north of Minersville, built the new one, to the original specs, of course.
We transported the original tank to Oaks so they could measure it. In this photo by Bernie Perch, we see the new tank almost completed next to its pattern.
Photo © John Oross
What does it take to restore a steam locomotive?
On Number 113, work included:
Front tube sheet replaced
1/3 of firebox side sheets replaced
All of firebox door sheet replaced
900+ flexible staybolts replaced and caps
Several hundred appliance studs replaced
New steam fountain
Some new plumbing to injectors
New washout plugs and appliance holders--new patterns
New parts for check valves--new patterns
New crosshead oilers--new patterns
New builders and number plates and others--new patterns
Two types of new grates--new patterns
All sorts of parts had to be scrounged: throttle arm assembly,
power reverse, bell, cylinder cocks, injectors, reverse quadrant,
air compressor, headlights (one original), original number plate.
60% of cab is new.
Tender tank is completely new.
New tender leaf springs, patterns made for spring clips
New tender steps--new patterns
New interior boiler braces
New mud ring rivets
New stack and base from new pattern --"lost styrofoam" process
Many patterns made for small gasket rings, etc.
New pins for locomotive and tender draw bars
New CNJ-style three-chime step-top whistle; whistle bowl from Western Locomotive Supply, new pattern for bell (photo above)
Finish work on throttle
Finish installing superheaters
Install smokebox nozzle and screens
Install insulation and boiler jacket
Install valve spools
Install main rods and some valve gear rods
Install air compressor
Install lots of small accessories
. . . and lots more that we haven't thought of right off!
Over 50,000 volunteer hours have gone into the restoration. Volunteers have come from Baltimore, parts of Virginia, and the nearby Pocono Mountain area of Pennsylvania. Currently, about 20 active members help to restore and operate CNJ #113.
Thanks to Bernie Perch for this summary.
Three photos © Bernie Perch