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Also in This Issue Issue 581 June 2019 Newsletter from the National Steam Centre Rex Gotch displaying his engines at MSTEC rally Also in this Issue Stationary Engines at MSTEC Museum C &S T.E. follow up Waterous Wheels MSTEC Loco Build June 2019 STEAM SUPREME 2 We left Jo Lloyd’s previous Waterous Portable Engine restoration bulletin concerning “ The Battle of The Tubes” ( Jan SS 2019 ) with the comment “ Next job will be to clean up the tube plates ready for the new tubes – surely fitting them will be a more straight-forward task.” Well how wrong can you be ? It has now turned into The Battle of the Boiler . So while they regroup for this challenge they have got on with the wheels with a very satisfying victory. Last of the Tubes furnace elongates the slag particles. That this boiler was Jo Lloyd reports :- All was progressing well with getting wrought iron was demonstrated when trying to use a thickness the last of the tubes out of the Lloyd’s Waterous portable. gauge. The signal got reflected off slag incursions and it was Ross had cut nearly all the tubes off near the tube plate and not possible to get consistent thickness readings. removed them from the W e l d i n g boiler via one of the mud Wrought doors. Jo was making good Iron The progress knocking in the reason this is stubs left in the tube plates. ruled out is Then a very disappointing that during discovery was made. welding large Cracks in the Tube Plate slag The firebox end tubeplate is inclusions can poorly lit when you were form in the sitting in the firebox so Jo weld and at set up some extra lighting. the weld “Oh ….”. The extra light boundary. revealed five cracks in the This is known webs between the tubes in to lead to the centre of the firebox. failure, The cracks in th tube particularly if plate ligaments are the structure clearly visible once is subjected to high lighted with paint alternating marker. stresses. Welding is seen as a last resort in wrought iron in any application but is ruled out entirely In a boiler where This was disastrous as the boiler is made of wrought iron cyclical heating and cooling and pressure fluctuations mean ruling out welding repairs. The difficulty with wrought iron is the weld is subject substantial stress. that during manufacture slag layers get incorporated into the After researching possible alternative modern welding options structure. The rolling of the iron after it comes out of the and weighing up the implications of replacing the tube plate, June 2019 STEAM SUPREME 3 the boiler inspector was called in for his input. that has been proved by being in use before design registration Even if a suitable process could be found he strongly advised became mandatory. If you have a new design it has to against weld repairs on the grounds that the 5 existing cracks conform to today’s standards which rule out some things were an indication of the condition of the tube plate. His past which were acceptable historically. It would be cheaper to experience suggested that even if we successfully welded construct a new boiler with a welded fire box set on a these cracks others would inevitably follow. The prospect of foundation ring rather than reconstructing a “Z-ring” as putting in 170 tubes only to have the plate crack again made Waterous used but this and a change spacing out the firing us rule out this option. hole are enough for the boiler inspector to require new design A Replacement Tube Plate This meant removing the registration. The extra costs of new design registration must firebox which raised another set of problems in the inspector’s be balanced against the extra construction expenses of sticking opinion. He considered it would be extremely difficult to seal to the original design. Further research into costs is necessary along the rivet line at the junction of the old wrought iron and before this can be resolved. new steel. The old wrought iron was Meanwhile there much more malleable than modern are things to get steel and could be corked relatively on with. easily. His view was that it would leak The Front badly but we decided to further Wheels explore this option anyway. Surely of the Waterous leaks would eventually take up. had disappeared at The firebox had to be removed to get some stage in its at the tube plate but a new tube plate past and had been could be dished up and riveted into the replaced with old firebox before riveting it back into foreign wheels of the shell. Alternatively the whole much smaller firebox could be replaced with a new diameter welded steel one. Once it was riveted and back into the shell you would never totally different know and the junction between the style wrought iron and the steel would be more accessible if there Fortunately the original blacksmith forged front axle and were sealing problems. pivot remained Professional Help would be needed – this was beyond our After considering and rejecting several alternatives off vintage capability. We considered pulling the plug on attempting to agricultural machinery we decided that it would be an restore the boiler and running the engine off steam from interesting exercise to make new ones. another portable but decided that we would never be happy with that. We had already put a lot into it replacing the spark Basically the front wheels are smaller versions of the arrestor, cutting out all those tubes and on top of that our new existing rear wheels. Just how stylish the wheels are tubes had finally, after 7 months, landed in Australia. We were in it for the long haul. The next step was to contact Ken Ainsworth of Ainsworth Engineering, a company specialising in vintage steam restoration, to see what they could do. Rather to our surprise the answer was that they could do nothing. It was a condition of their insurance that they do not work on wrought iron boilers. Furthermore Ken felt that a repair like this was not advisable. He was not surprised about the cracking citing examples he had seen where the plate subject to extremes of heating and cooling showed signs of crystallisation. Our cracks were confined to the centre of the tube plate in the area subject to the most intense heat. Ken's advice was to make a totally new boiler to the old design. The amount of work involved in replacing the firebox is a substantial proportion of the cost of a full replacement boiler. With a new boiler the original boiler pressure would be became apparent once the rear ones were restored restored and the possibility of failure in the upper tube plate or The Hubs are quite complex but we found someone who shell eliminated. We had hoped to save as much as we could would make a CAD drawing of them relatively cheaply. We of the original boiler but practicalities won out. then intended getting them 3D printed to make a pattern for A New Boiler This can incur considerable expenses in casting. The foundry ruled out casting the spokes into the hubs getting a new design registered. This cost is eliminated if you and rim which was how they would have been manufactured use a “grandfathered” design. A grandfathered design is one originally so Ross would have to drill threaded holes into the June 2019 STEAM SUPREME 4 hubs to screw the spokes in. Our CAD man suggested having them CNC machined in China instead and got us a quote from a company he had used satisfactorily in the past. The advantage of CNC machining was that it eliminated the time-consuming job of setting up, drilling and threading the 48 spoke holes in the castings. While we were waiting for a quote from the foundry someone else suggested trying a machining company they had used near Bathurst. We were pleased to get back a quote that was cheaper than China. We gave them the job and were delighted with the result. The CNC ’d hubs from solid are certainly an impressive piece of work Now the Rims. We have had these cast to take the outer ends of the spokes. Ross is about to thread up the ends of rods for spokes. He will then put into practice skills learnt in his youth, replacing broken spokes on bicycle wheels. Once completed, tyres will be shrunk on over the rims. The centre of the hubs we had bored parallel, but the ends of the axle are tapered. The last step will be for Ross to machine a sleeve to fit the hub and reflect the cone shaped end of the axle. N e x t i t e m on the agenda will be replacing missing components of the feedwater pump. Plenty to fill retirement hours! S S S S S S SS S S SS S S S S SS S S On Clayton and Shuttleworth Traction Engines. Some of our more recent members may not be fully familiar with our Steam Museum’s Clayton and Shuttleworth traction engine so before we get to Rohan Lamb’s article ( page 6 ) about solving the mystery of who owned it and where it came from here is a bit of background on its current status. The Clayton and Shuttleworth engine is the machine in a totally dismantled state until recently in the South end of the Museum building No 12 It is a 1910, 8 hp compound engine and was brought for preservation by early MSTEC president Allan Robert after Dave Mickle located it for him in 1967.
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