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Canadian National Railways # 40

Survey Report Contents

Page

1 Summary 2

2 Conduct of the Project 4

3 #40 – Past, Present and Future 5

4 Frame 11

5 Wheels 16

6 Cylinders and Driving Gear 25

7 Valves and Valve Gear 31

8 Firebox 37

9 Boiler 45

10 Smoke-box 51

11 Cab and Upper Boiler Mountings 58

Appendix – Identification Marks 64

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1 Summary

This report sets out the findings of the artefactual research project carried country (two much older industrial locomotives, Samson and Albion, are A further substantive change occurred prior to its sale to the CVR in out on behalf of the Canada Science and Technology Museum (CSTM) in the collection of the Museum of Industry in Nova Scotia). 1903, when the GTR fitted smaller diameter driving wheels, apparently into the Canadian National Railways (CNR) steam locomotive #40. The to suit the higher tractive effort required for the timber haulage. In project was undertaken between October 2007 and March 2008. It In common with all long-life locomotives, it has been re-built and keeping with the very different economics of industrial railway operation, should be read in conjunction with the archival research project modified throughout its working life, and in preservation. Some the modifications undertaken during the engine’s 44 year service on the undertaken by Dr. David McGee that preceded this work. components, such as the main frame, are probably original, albeit without CVR appear to have been minimal. An overhaul did take place around identification that would confirm this fact. One exception is the forged 1925 however when new wheels were fitted to the truck and the tender, #40, built to the standard track gauge, was made by the Portland reversing arm on the right side of the locomotive which is stamped ‘233’, and the tender was fitted with a new tank. Company of Portland, Maine, and delivered to the Grand Trunk Railway the Portland Works number for #40. There may be others whose identity in November 1872. It continued in the railway’s service until the end of is yet covered in layers of paint. Its appearance in preservation was determined by the CNR when it took 1902, prior to sale to the timber haulage company, the Chaudiere Valley over ownership of #40 and undertook restoration, both in the St. Albans Railway (CVR), at the beginning of the following year. It remained in The key events in #40’s career began with its involvement in an accident shops of the Central Vermont Railroad in 1950, and in its Stratford shops the service of that company until c1947, and was subsequently acquired at Onondaga in 1873, which may have led to replacement of some in 1951. These overhauls were to prepare the engine for haulage around by the CNR to be exhibited in different parts of Canada during the 1950s. components. The locomotive was rebuilt in 1890, when a new boiler, Canada and to appeal to an audience keen to see an historic locomotive #40 was taken into the keeping of the CSTM in 1966, and since then has firebox and smoke-box were fitted, enabling the locomotive to burn coal from the 1870s. The Westinghouse brakes were removed from the been in store in the Museum’s Conservation Department. and probably replacing its spark arrestor stack with a plain vertical tube locomotive, but were retained on the tender. The locomotive therefore version. A number of other components, identified as being of GTR contains both operating and historic features which are inaccurate. The project was undertaken over the pit in the Department’s warehouse origin, were also to the rear of the Museum. Within the constraints of ten working days, it probably fitted at that The front of the engine in particular is erroneous. The stack is taller than sought to examine each component to ascertain its material, dimensions, time, or during another it was at the end of its working life on the CVR; the replica lamp shelf is identity, function and probable history. Basic data were first established, overhaul at the supported by uncharacteristic stays; the pilot seeks to represent an 1872 including centre lines for the boiler, cylinders and wheels, to which all railway’s Stratford, appearance in spite of subsequent changes; and the large ‘knuckle’ other components could be related. Photographs were taken of Ontario, shops. Air coupler is a 1950s operating requirement. components and assemblies, whilst the recorded dimensions were brakes charged by a subsequently used to prepare detailed drawings which are reproduced in Westinghouse pump The CSTM therefore has a number of options to consider regarding the this report. The project was undertaken with the full co-operation and were fitted, possibly in proposed restoration of #40. The options, which are listed in section 3, assistance of the Conservation Department staff, and was conducted with 1890, and were used range from ‘do nothing’ (but undertaking a good clean and re-paint), all due regard to health and safety practices. The findings of this project by the engine until the through to reversal of the later alterations and re-presentation of the are grouped under functional headings in this report, namely Frame, end of its operating engine into earlier working forms. This can only be achieved through Wheels, Cylinders and Driving Gear, Valves and Valve Gear, Firebox, service. modification of the artefact, including the replication of lost components. Boiler, Smoke-box, Cab and Boiler-top Fittings. In the context of curatorial best practice, and available budget, this will present the Museum with challenging decisions. CNR #40 over the pit in #40 retains much of the character and appearance of an early 1870s-built the Conservation American locomotive. As such, it is an important artefact, and worthy of Department workshop Dr. Michael R. Bailey and Dr. John P. Glithero March 2008 its place in the CSTM collection as the oldest main line locomotive in the

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2 Conduct of the Project

The project was undertaken in accordance with best industrial archaeology practices, as previously developed by The project was undertaken in five phases: the authors on the Samson and Albion locomotives for the Museum of Industry in Nova Scotia (1994), the so- 1. Component examination - to establish its material and likely date or era of manufacture, and its relationship called Braddyll locomotive for the Timothy Hackworth Victorian and Railway Museum (in north east England, to adjacent components to determine the phasing of modifications. Most components have been painted, now part of the National Railway Museum - 1996), and the Rocket locomotive for the British Science Museum/ apparently in the 1950/51 restorations prior to the locomotive’s exhibition around Canada. Stamped and National Railway Museum (1999). inscribed identification marks could therefore only be viewed by removal of the paint. This was undertaken on

selected components only, partly with the assistance of the Museum’s conservation staff. Time prevented The archival research work for this project was undertaken by Dr. David McGee on behalf of the Canada Science removal of all paintwork, and it is recommended that any restoration of the locomotive should make provision and Technology Museum. Dr. McGee’s report, and all appendices, drawings and photographs, were made for this removal with a view to a complete listing of all identification marks. Those marks that were seen were available to the authors at the beginning of this project. They have proved invaluable in developing an recorded and are listed in the Appendix to this report. Chalk was used to highlight the cast identification understanding of the locomotive’s appearance and probable history before work began, and in interpreting the marks, and to infill the inscribed marks to aid sighting and photographic recording. physical evidence during the research and interpretive phases.

Some assemblies were dismantled by the Conservation Services Officer to allow for examination of otherwise The Portland Engine Company’s archive of works books, drawings and photographs, retained by the Maine inaccessible components. These were the cylinder casing and cover, valve chest cover, check valve and Historical Society in their Portland premises, include detail component descriptions of its products recorded in its firebox washout plug, all on the left side of the locomotive. The smoke-box door was opened to allow ‘casting books’. In spite of this title, volume 15 of that series contains a comprehensive component description of inspection of its interior. The interior of the firebox and boiler were seen through the use of a borescope #40 as built, including forged, rolled, steel, non-ferrous and timber components, as well as cast iron ones. connected to a monitor. The images through the lens were recorded digitally for future reference. Frequent reference is made to this volume in this report, the citations foreshortened to ‘CB’.

2. Component measurement - to develop a better understanding of size, origin and relationship with other The component and elevation drawings identified by Dr. McGee have been used to provide evidence of components, and to enable detailed drawings to be prepared. Basic data for the locomotive were first component origin and to assist with detailed descriptions. Similarly, the Portland Company’s photographs, established, including centre lines for the boiler, cylinders and wheels, to which all other components could be together with those taken of #40 and sister locomotives in service, have also been used as further evidence of related. Plumb lines were used to obtain accurate centre lines from a rail-top datum. original and modified component appearance.

3. Component and assembly photography – to obtain a detailed visual record, including the relationship with The detailed examination work, which was carried out over the pit in the Museum’s Conservation Workshop, was adjacent components. It was necessary for the digital photographs to be taken from several different angles, undertaken with full regard to health and safety requirements and normal workshop practices. Hard hats and often in very restricted space due to the close proximity of other parts of the locomotive. The photographs suitable clothing and foot-wear were used. It had been established, before the project’s commencement, that the have proved invaluable in the preparation of this report, allowing further interpretation of each assembly, as boiler remained lagged with asbestos, which was well as with preparation of the drawings. exposed through partial corrosion of the cladding sheets.

To ensure a safe working environment, the Conservation 4. History interpretation - through consideration of all physical, measurement and photographic evidence. This Workshop Manager brought in specialist contractors to assessment has included the probable sequence of modifications to provide a comprehension of the likely secure the lagging, by application of both a sealant and phases in the locomotive’s career, in turn offering evidence with which the Museum may wish to consider its tapes. Further traces of what appeared to be asbestos restoration for public display. were noted in the ash-pan during the project. The need

for removal of all asbestos will be a particular 5. Report preparation - setting down the evidence and the conclusions, and providing detailed drawings and consideration for the locomotive’s proposed restoration. photographs to substantiate those views.

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3 CNR #40 – Past, Present and Future

3.1 History that some components identified with GTR marks, including those inscribed with #362, were replaced during these years. The following is a history of #40, as far as is known, incorporating both the archival evidence provided by Dr. David McGee in his 2007 report and the physical evidence recorded in the later chapters of this report. Second phase 1890 - 1902

First phase 1872 - 1890 Boilers and fireboxes on American-built locomotives before 1880 had a life of typically 15 years (John H. White, Jr., A History of the American Locomotive, Its Development:1830-1880, p.105). This was therefore consistent The locomotive was built by the Portland Company (works #233), and delivered to the Grand Trunk Railway with the replacement, after 18 years, of #40’s boiler and firebox in 1890, as recorded by the GTR eleven years (GTR) in November 1872 with the running #362. It was one of a batch of 22 standard gauge locomotives ordered later (CRHA, GTR Locomotive Stock List, January 1st 1901). This re-building of the locomotive would have by the railway at a time of its gradual conversion from the earlier 5 ft 6 in gauge. It was a 4-4-0 tender locomotive included replacement of other components, again identified with GTR marks, including those inscribed #362.

The new deep firebox was fitted with a brick arch, indicating that coal was then used rather than wood. A tubular, rather than spark arrestor stack, would probably have been fitted, and contemporary photographs of other GTR locomotives confirm the railway’s use of coal. The new parallel boiler, with a working pressure of 135 lb/in2, increased its starting tractive effort to 10,700 lb. It had its dome fitted to the first ring of the shell, whilst the bell was re- located over the firebox crown. The locomotive and its tender were Fig. 3.1 Works #254, completed April 1873 five months after #233, of similar appearance but with smaller driving wheels [Intercolonial Railway #66] (MHS 29-2a-28) equipped with Westinghouse air brakes, with 5 ft 6 in diameter driving wheels, each with 16 spokes and two balance weights. It had 16 in x 24 in probably at this time. The cylinders. Although the boiler pressure is not recorded, a pressure of about 100 lb/in2 is likely, which would have air pump was apparently provided 7,900 lb of starting tractive effort. It had a fire-grate area of 14 sq ft and a heating surface of c.912 sq ft. on its right side. The dome of the parallel boiler was fitted over the firebox crown, and the bell located over the leading boiler ring. Fig. 3.2 Works #253 as rebuilt for coal burning [GTR #379] (NAC 200781580)

The locomotive would have been employed by the GTR on main line passenger services and was apparently in In 1898, the railway undertook a re-numbering of its locomotive fleet, with #362 being re-allocated the number service in Western Ontario in 1873, when it was involved in an accident at Onondaga. There is no other known ‘40’. It is likely that it received at least one major overhaul at Stratford shops during or after that year as several reference to #40 until 1890. During this 18 year period of service, it is likely that the locomotive was taken into components are stamped ‘40’, some replacing a scored out ‘362’. A further re-numbering, due to be carried out in the railway’s Stratford, Ontario, shops for two major overhauls, apart from routine maintenance at other times. To 1903, had allocated the number ‘129’, but the locomotive being sold, second-hand, in January that year occurred aid re-assembly by the shop fitters, components were identified by cast, stamped or inscribed marks. It is likely before re-numbering took place. 7

Third phase 1903 - c1925 Fifth phase c1947 - 1966

In January 1903, #40 was sold to the Chaudiere Valley Railway (CVR) in Quebec, for the purposes of hauling The CVR abandoned its track, and probably its operations in 1947, but it is possible that #40 had been taken out of timber between Breakeyville and the banks of the St. Lawrence River. The locomotive’s driving wheels were service before this time. The replaced, apparently at that time, with others of 5 ft 2 in diameter re-assigned from another GTR locomotive. The Canadian National Railways (CNR) replacement wheels have 14 spokes and three balance weights. Following the modifications, the tractive effort of took over the line and, seemingly the locomotive increased to 11,400 lb better lending itself to freight duties than passenger operations. From #40, at about that time. Photographs photographic evidence, it is apparent show it to be either in use as a that the firebox was converted to stationary boiler or simply wood burning by the removal of its ‘dumped’, apparently in Charny yard brick arch and the fitting of a spark near Quebec City. arresting stack, and it is likely that this conversion was undertaken at the time of sale. The CVR retained Fig. 3.5 #40 out of service apparently in Charney Yard in 1949 (CMST Stephens the number ‘40’ throughout the 016139) locomotive’s service on the line.

Fig. 3.3 #40 in service on the CVR pre- In 1950 the CNR restored #40 as an historic exhibition locomotive at the St. Albans shops of the Central Vermont 1910 (CMST 670008SI – DM report, Appendix 6, Ref. 15) Railroad which it owned, for which purpose some modifications were No records of service on the CVR have been seen, but it is likely that its work programme was much reduced from made to offer the appearance of an that of its GTR duties, and that, in common with many industrial systems, its maintenance regime was 1872-built locomotive. A new considerably less stringent than for a main line operation. The surviving components suggest little replacement of wooden pilot with vertical struts was GTR components, and it probably went without a major overhaul until the mid 1920s, probably 1925. made. The height of its stack was

increased by a taller replacement Fourth phase c1925 - c1947 tube under the spark arrestor. In c1925 #40 was overhauled, its Fig. 3.6 #40 following restoration in 1950 truck and tender wheel-sets were (CMST 670008SI – DM report, Appendix all replaced, whilst its tender tank 6, Ref. 22) was replaced with a new straight- sided version, probably mounted In 1951 the locomotive was further refurbished and repainted in the Stratford, Ontario, shops for the purposes of on the same frame. At some time, exhibition all round Canada as part of the CNR’s ‘Museum Train’. For these long distance movements the possibly with this overhaul, a new locomotive was hauled within a longer train of braked vehicles, and a new ‘knuckle’ coupler was therefore fitted Westinghouse brake pump was to the front beam. Whilst the locomotive was un-braked for these movements, new air lines were fitted along the fitted to the left side of the smoke- length of the tender and locomotive, allowing it to be included within an otherwise fully braked train. A new air box. reservoir was fitted to the right side of the tender, whose brakes remained active. By 1960, #40’s sporadic career in the Museum Train had ceased and it was stored in the CNR yards at Richmond, Ontario. Fig. 3.4 #40 in service on the CVR c1925 (CMST 670008SI – DM report, Appendix 6, Ref. 16) 9

3.2 Present (1966-2008) Second Option - Return to its 1950 Restored Form

In 1966, the CNR donated the locomotive, with other vehicles, to the This option would reverse the alterations made in 1951 at the Stratford shops to allow #40 to be hauled around National Archives of Canada, but, by agreement, they were taken in by the Canada in the CNR Museum Train. It would thus require the removal of the ‘knuckle’ coupler and of the two air new National Museum of Science and Technology, the fore-runner of the brake lines fitted along the length of the locomotive and tender. The absence of the coupler would leave a space Canada Science and Technology Museum (CSTM). in the middle of the pilot requiring the manufacture and fitting of a replica coupling bar and bracket as can be seen in Fig. 3.6. Similarly, the transverse uncoupling lever would need to be replaced by one comparable with that Since taking ownership, the Museum has stored #40 without further removed in 1951. It is possible that one may be found amongst the collections of early 20th century rolling stock restoration, in its conservation workshops, and it remains much as it was elsewhere in Canada. restored in 1951.

Fig. 3.7 #40 in store with CSTM in 2007 (CSTM) Third Option - Return to its c1925 – c1947 form for static display

This option would allow the locomotive and tender to be returned to the form when last in service as a working locomotive for the CVR. In addition to the remedial work outlined in the first option and the alterations in the second option, the restoration programme would require the work undertaken in the St. Albans shops in 1950 to be 3.3 Future reversed, and certain replica components to be added: Should the CSTM pursue the restoration of #40 for public display, consideration would need to be given as to the · The fitting of an early type of ‘knuckle’ coupler, commensurate with one in use from 1925 or comparable form such restoration would take. There are seven options that could be considered: with that fitted to the tender. It is again possible that such a coupler may be found amongst other collections of early 20th century rolling stock. First Option - Continuation of its present form for static display · Removal of the replica pilot and its substitution by a new replica with horizontal ribs. The locomotive has not been cleaned or painted since the cessation of the Museum Train by the CNR in the 1950s. · Removal of all replica wheel-splashers and the two ‘Portland Stars’. This option would therefore require thorough removal of all dirt, grease and paint, prior to remedial work and re- · painting. It would also require the removal, under controlled conditions, of asbestos lagging round the boiler and Reduction of the height of the stack by the substitution of a shorter vertical tube beneath the spark waste asbestos present in the ash-pan. The boiler cladding sheets are corroded and would need replacing with arrestor. similar sheeting. · Replacement of the wooden replica lamp brackets with other, more robust, replica steel versions, thus allowing the removal of the two stays, now bolted to the smoke box door periphery. It is recommended that when paint is being removed by the conservation team, the further identification marks that are revealed are duly recorded, and that the Appendix of this report be supplemented with the additional · The 1950 replica lamp would need to be replaced by a replica of that latterly used by the CVR information. Additional consideration would need to be given to the fitting of a Westinghouse pump and bracket on the left side

It is also recommended that loose components, such as the ash-pan damper arms, and missing components, such of the smoke box, with all attendant pipe-work, together with all brake reservoirs, activating cylinders, operating as the eccentrics (if they can be found) are re-fitted. The opportunity also presents itself for damaged components arms and clasps. This would need to be preceded by a design study based on the evidence seen from surviving to be re-formed, and broken components repaired. It is not recommended, however, that worn components, such photographs (such as Fig. 3.4) and based on knowledge of locomotive braking layouts. Alternatively, the as the truck wheels, should be re-machined as these serve to illustrate an integral part of the history of the locomotive’s braking system could be omitted and the public informed accordingly when the locomotive is on locomotive. display. This option would allow the locomotive to be painted in one or other of the schemes adopted by the CVR as seen in surviving photographs, such as Fig. 3.4. Re-painting would be in the form of the CNR’s 1951 restoration, thus reproducing the scheme already present. 10

Fourth Option - Return to c1925 – c1947 working condition Sixth Option - Return to its 1890 – 1903 form for static display

This may be considered to be an option as it appears that the CNR may itself have considered this in 1950. The Although requiring further work beyond that considered for the fifth option, this option has the attraction of cylinders appear to have been re-bored and the CNR mud-hole plugs at the front end of the firebox suggest this presenting a locomotive of the former Grand Trunk Railway. The presence of 5 ft 2 in diameter wheels, rather was considered. No evidence has been seen that confirms that trial steaming was undertaken, but the existence of than #40’s original 5 ft 6 in wheels, would not be a major issue as a number of its sister locomotives were so a lead plug in the steam inlet space of the left side steam chest suggests that it has been put in due to a crack in the fitted, and the wheels date from the 1870s. chest or in the upper part of the cylinder itself. Such a feature would be unacceptable for steam operation and A faithful presentation of the locomotive from this era would, however, see it returned to coal burning form. were this option to be considered it would almost certainly require the casting, machining and fitting of a replica Although a replica brick-arch may be ignored for public display, a vertical tubular stack would be needed to cylinder and steam chest. The condition of the right side cylinder and steam chest is unknown. replace the surviving spark arresting one, again challenging curatorial standards. The boiler shell and firebox probably date from 1890, and their suitability as a pressure vessel to meet the rigorous requirements of today’s standards would require detailed consideration by a qualified boiler inspector. The Seventh Option - Return to its 1872 - 1890 form for static display condition of the axles would need to be established by qualified personnel using crack detecting equipment.

Although this was apparently in the mind of the CNR in 1950/51 when restoration was undertaken, this could not It is clear from severe wear noted on the wheels (Section 5.3) that the bearings and suspension are no longer be considered as a serious option, as so much of the locomotive differs from that originally built. Such suitable for the movement of the locomotive, and would need replacing. consideration would be better directed towards a complete replica locomotive based on what has been learnt from A modern braking system, acceptable to modern standards would be required, with due consideration regarding its this project, and hence without risk to the historic artefact that #40 now represents. appearance in relation to the locomotive’s mid-20th century appearance.

Fifth Option - Return to its 1903 – c1925 form for static display

Further reversal of modifications, beyond those of the second option, would be required to return #40 to its initial CVR operating appearance. In particular, the cab body, parts of which were probably renewed in c1925 would need to be reversed. Replica arched windows would be required replacing the rectangular ones now installed. However, this removal of components that were in situ during the working life of the locomotive would challenge present day curatorial standards and would require particular consideration.

The presence of truck wheels cast in 1924 would not be historically accurate, but they are of a similar form to those first installed and may therefore be acceptable.

If braking was to be considered, an earlier form of Westinghouse brake pump would be required on the right side of the locomotive. It may be possible to recover such equipment from other early 20th century locomotives now in preservation, but alternatively replication would be required.

The tender would need to be returned to its pre-1925 appearance by the substitution of a narrower tank with a flared top. The wheel-sets were probably fitted in 1925 and, being cast in 1915/6, may therefore be acceptable.

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4 Frame

The rear frame forgings are built up to form the leading and trailing axle-box horns, joined by upper and lower horizontal bars of 3 in and 2 in depth respectively. The upper bars are braced by rising diagonals to the front frame members, to which they are bolted, and continue to the rear of the frame, where they are braced by rising diagonals from the rear Fig. 4.1 Frame drawing for Portland shop #191-3 (Drawing #1423 now torn in two, but shown here digitally restored) horns.

4.1 Main frame arrangement Fig. 4.3 Left side mid-frame (rearward view), showing join of front and rear members

This arrangement provides no continuous buffing line, the rear of The Portland Company’s casting book (p.246) states that the frame design for shop #s 191-3 should be adopted for the frame being higher than the front beam (Fig. 4.1). This design #40. The drawing of #191-3’s longitudinal frames has therefore been compared with #40’s frames. They are of reflects the expectation that locomotives would normally haul typical North American forged iron bar form, which accord closely with the drawing. Their overall length their trains in a forward direction, and not tender-first, and thus exceeds the design length of 26 ft by ⅜ in, but this is in manufacturing tolerance and they may well be the original not be subjected to undue thrust from its front end. frames, or replacements to the same layout.

The left-side and right-side frames have each been forged in two parts. The front members, of 3½ in square section, have small downturns at the leading end, which are bolted to the front beam.

Fig. 4.4 Right side rear frame (forward view), At their rear, the showing rising diagonal from rear horn, and cross tie front frames terminate ahead of

the front driving

axle, being turned

down and bolted to the leading horn No horn stays are shown on Fig. 4.1, but the surviving stays on #40’s trailing horns, incorporating axle-box side members of the rear clearance adjustment, are likely to be original, or, if replaced, are of similar form. The forgings for the leading frames. axle horns, however, continue forward as diagonal braces (Fig. 4.3). These are bolted through the main frame together with the rear member braces, and with large blocks added to the underside. The overall depth of all

frame components at this junction is 10½ in. The trailing ends of these stays/braces are keyed and bolted to Fig. 4.2 Left side front frame member (forward view) brackets on the underside of the lower horizontal members. 13

4.2 Transverse Members

The longitudinal frame members are 42½ in apart, the same separation recorded for #40 when built (CB, p.246). Transverse members are bolted to them to form a secure framework.

The largest of these is the cast iron smoke-box saddle, the body of which is 2 ft 11 in wide and 2 ft 6 in long. The casting book entry for #40 (p.241) shows that the same design of saddle used for shop #152 was first adopted Fig. 4.5 Right side trailing axle horn-stay Fig. 4.6 Left side leading axle horn-stay (Drawing #1544). There is, however, some confusion between the radius of the saddle shown on this drawing and

the radius of the original smoke-box shown on Drawing #1462 (discussed in section 10.1). It is possible therefore There are two possibilities for this additional feature. One is that the original design was inadequate, risking that the original saddle has been replaced by a later casting of similar form to accommodate the change of radius. breakage or distortion of the frame in traffic for all locomotives so fitted. Some evidence towards this possibility is offered by #191-3’s frame drawing. A rough pencil sketch has been added to it in the form as described above, suggesting that this improvement was being considered by the Portland Company. It is notable that later locomotives were fitted with similar braces by the Company when built. The stays/braces may therefore have been fitted at the time of #40’s manufacture, or subsequently retro-fitted.

Fig. 4.7 Detail from Fig.1, showing pencil sketch for rising diagonal

Alternatively, it is possible that #40 had these forgings fitted following the Onondaga collision of 1873. #40’s Fig. 4.8 Smokebox saddle drawing for shop #152 (Drawing #1544) frame does not reveal any evidence of repair arising from the accident, or indeed any subsequent rough shunts that may have occurred. However, if the original forward frame members had been damaged by the “terrible force The base of the saddle is widened to 42½ in to fit within the frame, to which it is secured with horizontal bolts. smashing both engines to some extent” (Brantford Expositor report), and subsequently replaced, the frames may The base also sits on ¼ in deep shelves, uniting the undersides of the frame and saddle base, secured to both with then have been strengthened by the addition of the diagonal braces, perhaps undertaken by the Portland Company. vertical studs.

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The casting book (p. 246) records that #40 was 4.3 Rear-end and draw-gear erected with three forged frame-ties, but without dimension. The frame retains three The horizontal and rising diagonal members at the rear of the frames are forged to form a 6 in deep rear face. The ties, but all of different sections. One, of 2¼ in rear end of the locomotive is otherwise quite different from its arrangement when built. It x 1 in section at the mid-frame, is bolted to the was first fitted with a ¼ in thick wrought iron lower frame members just in front of the footplate (CB, p.250) which, being 4 ft 2 in firebox front-plate, its left side being cranked wide, was bolted to the rear frame members to align with the bolt. Another tie, of 2 in x and provided a rigid rear-end to the frame. A 1 in section, is bolted to the diagonal members small draw casting was bolted to the underside Fig. 4.9 Mid-frame cross tie (rearward view) at the rear of the frame (Fig. 4.14). Fig. 4.10 Leading frame cross tie and boiler bracket (rearward view) of this footplate (CB, p.242 - drawing #1846) The third tie, of 2¾ in by 1⅛ in section, is through which was fitted the draw-pin and the bolted to the rising diagonals at the leading end drawbar. This arrangement was dispensed of the rear frame members. Bolted to it is a with either through accident or failure, during plate iron boiler bracket, profiled and widened #40’s time with the GTR. Fig. 4.12 Original draw casting (Drawing #1846) with an angle iron on its upper edge to form a

saddle to support the boiler. The GTR replaced the footplate and draw

casting by a larger and more substantial draw Between the leading tie and the saddle casting casting, the full width of the frame. The is a ⅜ in thick wrought iron ‘spectacle’ plate casting, which includes the railway’s GTR (‘yoke’, CB, p.246), 14¼ in deep x 84½ in initials, is fitted over, and rebated within, the wide, bolted to the cast iron valve rocking horizontal frame members, to which it is shaft bearings (Section 7.5), which are, in turn, secured directly with vertical bolts. bolted to the frame. The plate is further

secured to the frame with hook bolts. It is unlikely that these would have been fitted Fig. 4.13 Right side frame (side view) with GTR Fig. 4.11 Spectacle plate (‘yoke’) (a) with boiler saddle (forward view) when #40 was constructed, and have apparently draw casting (b) with left side hook bolts (rearward view) been added in response to a potential weakness of the rocking shaft bearings. The casting incorporates a deep drawbar-pin bracket. The drawbar is a 4¼ in by 2½ in The ‘spectacle’ plate extends 17½ in either forging. The train-load is thus taken through side of the frame. The rear slide-bar blocks are the drawbar, pin and draw casting to the main bolted to the leading faces of the spectacles, frames. Safety chains are also fitted to the (Section 6.3). A plate iron boiler bracket is draw casting. also bolted to this plate, again widened with an Fig. 4.14 Drawbar bracket, pin and safety chain. angle iron to form a boiler saddle. Rear frame tie behind 15

4.4 Front end, pilot and draw-gear No evidence has been seen to determine when the GTR The 12¾ in wide front beam on #40 is of ‘sandwich’ construction, being wooden with iron or steel strengthening fitted ‘knuckle’ couplers to its rolling stock, but plates to front and rear. The beam, which Fig.4.18, taken in #40’s early years of service on the has probably been replaced during the life CVR, shows it fitted with an early form of the coupler. of the locomotive, was raised, probably by It also shows levers, transverse rod and arm for un- the GTR, to maintain a standard coupling coupling. It would therefore seem likely that this height when the 5 ft 2 in driving wheels arrangement was fitted by the GTR in #40’s later years were fitted. The frame-ends, which are of service on that railway. therefore bolted directly to the lower edge of the beam, are supplemented with paired Fig. 4.18 #40’s front beam, knuckle coupler and pilot pre-1910 (CMST 670008SI – DM, App. 6, Ref. 15 - detail) brackets. Fig. 4.18 also shows #40 fitted with a horizontal rib Fig.4.15 Right side frame and front beam pilot. Still fitted in c1925 (Fig.3.4), it had been (upward view) removed by c1949 (Fig.3.5). The replica wooden pilot,

When constructed, #40 was fitted with a ‘front draw casting’ (CB, p.242), but this is no longer present. Instead, a fitted in the 1950 restoration, portrays the 1870s substantial welded framework has been inserted into the front-end of #40, bolted to its main frames and front vertical rib form, but its depth is greater due to the beam. This auxiliary frame was probably raising of the front beam, to which it is hinged on the added during the 1951 restoration in the top. This allowed it to be raised to an upright position CNR’s Stratford shops. This was and secured for transit. Two vertical iron stays, with preparatory to #40 being hauled around forks, behind the beam, support the base of the pilot.

Canada as one of the vehicles in the Fig. 4.19 Replica pilot, coupling base and bar, with retained un-coupling lever (CMST 670008SI – DM, App. 6, Ref. 22 - detail) ‘Museum Train’. It allowed the draw- load to be transmitted from the centre The CVR’s lever arm un-coupler remained in place in 1950. However, the centre coupler now fitted to #40 is a coupler to the main frame members, standard American Association of Railroads (AAR) type ‘E’ ‘knuckle’ design. It is cast in two sections, the base without strain on the front beam. bolted to the front of the beam, and the knuckle itself attached to the base, in a mortise and tenon arrangement, and secured by a vertical pin. The cast steel unit has several identification codes including 5-51, presumably a casting

Fig. 4.16 Auxiliary frame (upward and date of May 1951, and hence fitted in the July restoration in Stratford shops that year. rearward view) The unit was undoubtedly fitted to meet the CNR’s Surviving drawings and 19th century operational requirements for the Museum Train. The photographs of #40’s contemporaries show that larger unit required a more robust un-coupler, and the they were equipped with a simple coupling bar CVR lever arm has therefore been replaced by a new and bracket on the front beam for local haulage transverse rod and lever arms, together with a bracket within station and yard limits. They were also and eyes on the top of the front beam. fitted with vertical rib wooden pilots.

Fig. 4.17 Frame front, coupler and pilot on shop #196, Fig. 4.20 Front beam with coupler base and ‘knuckle’ unit, delivered August 1871 (MHS Drawing #1960 – detail) transverse rod and lifting arms

16

5 Wheels 5.1 Driving Wheels The spokes and rim were The diameter of the original driving wheels was 5 ft 6 in (CB, p.247), with 5 ft 2 in castings (CB, p.241) and 2 in cast solid (CB, p.241). The thick tyres. They had 16 spokes and either two balance weights, or two full and two partial balance weights. A 5¾ in wide wheels are later pencil entry on page 247 suggests that the tyre thickness was 2½ in, a discrepancy probably explained by the secured to the axle-ends by tyre cone. In 1901, #40 was shown to have driving wheels of 5 ft 8 in diameter (GTR’s annual return of single 1½ in x ½ in keys. locomotive stock, 1.1.1901, p.2). It is likely that this discrepancy arose from the fitting of 3in thick tyres. The centres of the steel crank-pins are 12 in from the wheel centres, to accommodate the 24 in piston stroke.

Fig. 5.4 Cross-section of wheel, crank-pin and axle arrangement similar to #40 (Drawing #1460 for shop #227-30)

The original tyres were formed from steel imported from the German Krupp Company (CB, p.247). The surviving tyres are hardly worn and it is likely that new ones were fitted by the CNR, probably in 1951 prior to movement on the Museum Train. They are stamped with latter-day identification marks (see Appendix).

Fig. 5.1 16-spoke left side front driving wheel fitted to Fig. 5.2 14-spoke left side rear driving wheel as now fitted to #40 Portland shop #238 [Jan. 1873] (MHS 33-68 - detail) 5.2 Driving axles

The wheels now fitted to #40 are 5 ft 2 in diameter, with 4 ft 8 in castings and 3 in tyres. They have 14 spokes and The front and rear driving axles were forged to different specifications. A pencil entry in the CB (p.246) for #40’s three full balance weights. This was the wheel dimension of the second batch of locomotives for the GTR, driving axles records that they were forged in accordance with drawing #1425, which remains in the Portland Co. including shop #251-3 (CB, p.241). Each crankpin has been stamped “378” by the GTR, indicating that they were archive (Fig. 5.5). Whilst the wheel-seat and bearing journals are both 7 in diameter, the ‘shoulder’ diameters for originally fitted to #40’s sister locomotive the rear axle are 7⅝ in rather than 7½ in for the front. In addition, the rear axle shoulders are supplemented by of that number. GTR #378 was Portland cast iron collars acting as thrust rings to prevent undue stress on the shoulders that would arise when the shop #252, built in June 1873, and built locomotive travelled round track of a tight curvature. with 5 ft diameter wheels including 2 in tyres. Although the wheels date from However, in other respects the axles vary from drawing #1425. On the leading axle, the length of the central 1873, they were exchanged with #40 prior ‘waist’ between the two ‘shoulders’ is 3 in shorter than depicted. Also, whereas the rear axle diameter is shown as to sale to the CVR in 1903. being ½ in less than the front axle, there is actually no waist at all between the two collars. It is possible that either the axles fitted to shop #252 were forged to a variation of drawing #1425, or they were replaced by the GTR Fig. 5.3 Crankpin end for left side front driving at some stage. wheel, inscribed with GTR #378 18

Fig. 5.5 Drawings of front and rear driving axles (Drawing #1425 – detail)

sets was set by these wedges, their vertical adjustment being achieved by studs through the horn-stays, raised or lowered by nuts, and retained in place by lock-nuts.

Fig. 5.7 Right side front axle-box, with keep, wedge, and Fig. 5.8 Left side front axle-box, with half- bearing and under-felt adjusting stud, also showing severe wearing of the wheel-hub,

The condition of the suspension or the end-float of the axles was apparently very poor during #40’s travels around

Canada in the 1950s. The inner faces of the wheel-hubs and rims are badly worn through rubbing against the outer axle-box faces and against the firebox outer side plates, such action creating extraordinary friction and wear. Fig. 5.6 Driving axle comparison:

(a) Right side front axle (b) Right side rear axle, with collar The axle-boxes are 14 in square. The front axle-boxes and keeps, and possibly the rear ones also, may be

replacements fitted by the GTR after 1898, being stamped with the running #40. The bearings will also have been 5.3 Axle-boxes and bearings replaced from time to time. The CB (p.244) records that 12 ‘driver box brasses’ had been supplied with each The axle-boxes for the driving axles are each cast in two parts, the main bearing housing, described as ‘driver locomotive by the Portland Company when the locomotives were delivered. boxes’ in the CB (p.241), and the keeps housing the lubricant-distributing felt on the axle undersides, described as

‘sponge boxes’. They are kept in place with horizontal iron rods, retained in place by split pins. Cast iron wedges The brass or bronze bearings acted only on the upper part of the axles. The oil lubricant was fed by gravity from are fitted between vertical grooves in the axle-box sides and the tapered horn sides. The clearance of the wheel- small reservoirs on the tops of the axle-boxes, and topped up through funnels by the train crew. On the underside the oil was collected by the felt and re-distributed onto the revolving axles. 19

5.4 Suspension The rear-most spring hangers on the front spring-sets, and the The spring-sets are mounted on inverted ‘U’ form stirrups that are seated on the tops of the axle-boxes and pass foremost hangers on the rear sets, over the frame-bars. Each spring-set is formed of 13 steel leaves held within a cast iron strap. The original sets are shorter and fitted to ‘equalizing had 12 leaves (CB, p.246), but their 41 in length remains the same as built. levers’ that served to maintain

wheel/rail contact when operating

over poorly aligned track.

Fig. 5.11 Left side front spring-set, with Fig. 5.9 Left side front spring-set: rear spring hanger and forked-end (a) mounted on inverted ‘U’-form equalizing lever stirrup

Fig. 5.12 Equalizing lever as fitted to #40 (Drawing #1506)

(b) inverted ‘Y’-form spring hanger The CB (p.246) records that the drawing prepared for shop #191/2 There are three forms of spring hangers. The fore-most and rear-most ones are of inverted ‘Y’ form, straddling would be used for the equalizing the frame members. The fork ends are secured below the underside of the frame by pins acting under cast iron levers fitted to #40. The surviving blocks, which are separated from the frame by rubber inserts to absorb the spring hanger shocks. The front linen drawing (#1506) is included hangers are 10¼ in longer than the rear ones to accommodate the different frame profile. in the Portland Co. collection. The hangers are not original, the one-piece The levers are forged iron, 57 in forgings shown on the long, with forked ends for fitting to Portland Company’s the spring hangers. They are drawing having been constrained from upward replaced by hanger movement by, and rotate under, components bolted lugs fitted to pedestals which are together beneath the bolted to the frame. These two spring leaves. The left lugs, together with the front of the side front spring hanger locomotive, allows it to maintain a block has also been three-point suspension when replaced. That now travelling over poorly levelled fitted is a GTR casting. track.

Fig. 5.13 Left side equalizing lever, pedestal and lug Fig. 5.10 Spring hanger drawing, for frame and equalizing levers, as adopted for #40 (Drawing #1762) 21

5.5 Brakes Fig. 5.15 Right side brake fitting c1925 (CMST 670008SI – DM report, App. 6, Ref. 16 - detail)

#40 was not fitted with air-operated brakes when completed in 1872, such brakes being still in their infancy at that Operating arms and levers for both front and rear wheel-sets can be seen. A small plate frame is in view, bolted to time. Locomotives were retarded by counter-pressure braking, and held when stationary by screw-down brakes on the side of the main frame, which appears to offer an anchorage for the rear driver brake operating arm. Broken the tender. The Westinghouse brake was introduced for general application from the 1880s, and was generally off studs from this fixture can now be seen on the side of the frame (Fig. 5.13). employed by the 1890s. The GTR would no doubt have been an early user of the Westinghouse brake, although no evidence has been seen regarding dates of introduction. #40’s driving wheels may therefore have had air- The photograph of #40 out of service in c1949 (Fig.3.5) show that the brakes, and compressor, remained in situ at brakes fitted in the major overhaul of 1890, or on subsequent visits to the Stratford shops, as they had been fitted that time. The brakes were, however, removed in 1950, apparently in the restoration of that year, as shown in the by 1901 (GTR Locomotive Stock Return, 1.1.1901, p.6). photograph taken shortly afterwards (Fig. 3.6). The earliest photograph of

#40, in CVR service 5.6 Truck frame, suspension and axle-boxes sometime before 1910, shows an air-brake The original truck frame drawing activating cylinder and (#1490, relating to shop #232-5, operating arm for the driving but dated November 1874) is of the wheels on the left side of the same arrangement as that now locomotive. fitted to #40, but of a different pattern. The cast iron frame, which carries no identification marks, is Fig. 5.14 Left side brake fitting 6¾ in shorter than the 4 ft 8¼ in pre-1910 (CMST 670008SI – DM shown on the drawing. It is report, App. 6, Ref. 15 - detail) possible that the original frame was

damaged in the Onondaga accident There is a better view of the in 1873, and was replaced by the brakes in the c1925 GTR or a contractor at that time. photograph, showing the

right side brake gear, with

clasp brakes in view for both

driving wheels. Compressed Fig. 5.16 Truck frame for shop #232-5 (Drawing #1490) air appears to be fed through

a pipe to the air-brake Fig. 5.17 Truck frame top (forward cylinder from the direction view) fitted to underside of smoke-box of the cab. There is no view saddle of the compressor however, which was probably fitted to

the left side of the smoke- box (Section 10.2).

22

Although otherwise of different form, the 1874 drawing offers an insight into the form of swivel for #40’s truck frame. The weight of the The ends of the inner and outer locomotive’s front end is equalizing beams sit in grooves in carried through the bracket the top of the axle-boxes. The right bolted to the underside of the side inner beam is inscribed ‘LF’, smoke-box saddle. The truck presumably for ‘left front’ and has revolves around the bracket, thus been wrongly replaced by fitters and a 2 in diameter swivel pin at some time during the life of the extends through the casting locomotive. The axle-boxes rise and body, secured on the fall in horns bolted to the truck frame rails. underside by a key. The rear horn on the left side is cast with the GTR’s initials and is thus a replacement.

Between the bottoms of each pair of

guides are short hollow stays. The

front and rear horns on each side are Fig. 5.18 Truck frame underside (rearward view) with swivel pin similarly unified by long hollow

stays. The frame is bolted to two truck rails, 7 ft 3 in long, between the leading and trailing axles. On the underside of the rails are cast iron seats, into which sit the cast iron spring-set straps. The spring-sets each have 15 steel leaves, Fig. 5.20 Left side rear axle-box and inner the ends of which sit in ‘U’- equalizing beam

form hangers fitted under and A threaded bar is passed through the between paired forged iron bottom of the horn guides and the equalizing beams (‘equalling three stays (‘truss pipes’ - CB, levers’ – CB, p.246). These p.241), bolts on the end of which draw the assembly together to provide a rigid frame. Although the left side long distribute the front-end weight pipe stay is un-identified, the right side one is cast with the GTR’s initials, indicating that the railway had replaced between the two axle-boxes it. It has also been repaired with a two part bolted collar at some stage. on each side. Fig. 5.21 Left side rear horn assembly, stays and axle-box

The axle-boxes are two part castings, similar to those described for the driving wheels, with the main bearing

housings and the under-side keeps (‘sponge boxes’) held in place by iron rods. There is no provision for taking up Fig. 5.19 Right side spring-set, clearance. They are, however, 7 in wide to accommodate the spreader grooves on both sides. None has any with hanger and paired equalizing identification marks. beams

The four bearings are brass or bronze, and again will have been replaced during the life of the locomotive. An indication of their longevity, however, can be gained from the right side front axle bearing which is stamped ‘40’, thus indicating its replacement after 1898, and probably whilst still in GTR ownership. Bearing lubrication was 24

again using oil, fed through small funnels into reservoirs on the tops of the axle-boxes. Oil carried round the axle 1950s movements in the CNR’s Museum Train’, was not preceded by attention to these wheels. journals was retained and re-distributed by the felt housed in the keeps. Fig. 5.24 Left side front wheel, with tread groove

5.7 Truck wheel-sets

#40 was built with 30 in diameter solid cast iron The design of the original axles for #40 is shown on the contemporary drawing (#1445). They tapered from the wheels, (CB, p.241). From contemporary centre to the shoulders, over which were fitted cast iron thrust rings. Both axles now on the locomotive are of photographs of sister locomotives, they were later form, however. As part of the two truck wheel-sets, they probably date from 1924/5. cast with the Portland Company’s name and pattern details around the rim.

Fig. 5.25 Truck axle, with cast iron collars, fitted to shop #229-245 in 1872 (Drawing #1445)

Fig. 5.22 Truck wheels of shop #238 (MHS 33-68)

However, #40 is now fitted with 27½ in diameter Davis tyre-less steel wheels of high manganese composition, cast by American Steel Foundries. The wheel casting dates are all 1924. It would be likely therefore that they were fitted Fig. 5.26 Leading truck axle of different formation in 1924 or 1925 during #40’s overhaul.

5.8 Wheel-Guards and ‘Portland Stars’

Fig. 5.23 Right side front wheel, with cast dates and Wheel guards were fitted to both driving and truck wheels when #40 was completed by the Portland Company origin (CB, p.250). However, #40 had none when in service with the CVR (Figs. 5.14 and

5.15). Replica wheel-guards were fitted to all In spite of their high manganese content, and the wheels in 1950 during the restoration carried hardening of the tread surface, the wheels have out by the St. Albans shops. At the same significant grooves in them, indicating many time replica ‘Portland Stars’ were fitted miles of travel without turning. This contrasts between the driving wheel-sets on both sides. with the driving wheels, suggesting that the This appears to be an endeavour by the shops 25

to re-create the appearance of #40 when first built.

Fig. 5.27 Right side view of replica wheel guards and ‘Portland Star’

25

6 Cylinders and Driving Gear

6.1 Cylinders

#40’s two outside cylinders were cast with a 16 in bore and 24 in stroke, in accordance with Portland Company’s

drawing #1187

(CB, p.241). The

surviving drawing, date

stamped 1878,

refers to later

locomotives, and

is likely therefore to be a copy of an earlier drawing, Fig. 6.4 Cylinder end casings originally fitted to #40 (Drawing #1768) Fig. 6.5 Left side rear end cylinder casing Top: front End; Bottom: Rear end the design being first used for shop The left side front end casing was removed during the survey, #153/5. giving access to the cast iron cylinder end cover. The cover is not of the same form as that shown in cross-section in drawing

#1187, and has apparently been replaced at some stage. The rear Fig. 6.1 Cylinder cross-section and end views for 16” x24” locomotives (Drawing #1187) end casing was not removed, but the rear end cover and piston #40’s cylinders appear to be of the same design as these drawings. They may therefore be the original ones, or rod gland is presumed to be of similar design to that shown on replacements of similar design. #40 was originally fitted with brass sheet cylinder casings (CB, p.251), but these drawing #1187. were later dispensed with, probably by the GTR. Simple steel sheet casings are now fitted around the cylinders. Fig. 6.6 Left side front cylinder end cover

The left side cylinder end cover was removed to allow access to the cylinder bore itself. Although there are some

longitudinal scratches, the bore shows very little wear from a nominal 16½ in, suggesting that it had been re-bored

from the original 16 in either: · By the CVR prior to withdrawal from service in 1947, or

· By the CNR in 1950, in anticipation of #40’s return

Fig.6.2 Right side cylinder casing of shop #272 Fig. 6.3 Right side cylinder casing and front end cover to steam. (MHS Memory Network, #5898) The first option seems unlikely because of the expense for The front cast iron cylinder end casings are different from those first fitted to #40. The original casings (‘cylinder the CVR. Further research is therefore recommended to head casings’ - CB, p.242) were cast in accordance with drawing #1768. The present front end covers are flat determine whether the CNR contemplated a return to steam ended, with brass dome nuts, whereas when first made they had dished ends and more ornate hexagonal brass for #40 during the 1950 restoration at St. Albans shops. nuts. The rear end casings are of the same form and measurement. Fig. 6.7 Lower part of cylinder bore, with corrosion traces 27

6.2 Pistons and Piston Rods 6.3 Cross-heads and slide-bars

The left side piston is absent. Both pistons were probably removed by the CNR during the 1950 or 1951 The original cast iron cross-heads were different from those now fitted to #40. They incorporated side-arms restorations to reduce resistance when being which drove the boiler feed-pumps hauled in the railroad’s Museum Train. It is (Section 9.1). They were cast just possible that they were retained by the according to drawing #1777 (CB, CNR in order to be re-united with #40 at some p241). stage, and a check of the Museum’s inventory and stores from 1967 is recommended. The cross-heads now fitted were cast by the GTR, the left side confirming As built, #40 was fitted with 5 in deep pistons this by the railway’s initials. to a design shown on drawing #1765. The

drawing shows a form of piston ring using

steam pressure to close them on the cylinder

bore. The casting book (p.241) calls for

‘solid’ pistons with ‘Dunbar packing’, a

reference to a form of piston developed by the engineer, Henry D. Dunbar of North Hartland, Fig. 6.11 Original cross-head design for #40 Vermont. (Drawing #1777)

The GTR cross-heads are each 17⅜ in long overall and 11⅜ in wide over the two slides, the same as the original Fig. 6.8 Piston cross-section and face (drawing #1765) design. They are 7¾ in deep at the front

The original 2⅝ in diameter piston rods were made of Low Moor iron, from the Yorkshire Ironworks of that name end to accommodate the piston rods, (CB, p.246). Drawing #1458 was used for their manufacture. Although no doubt similar in form, the surviving reducing to 4 in at the rear end. The drawing of that number, dated 1875, is for a 2¾ in diameter rod for a 17 in cylinder. Both ends were tapered, tapered ends of the piston rods are respectively to fit the pistons and cross-heads. The right side piston rod is stamped ‘40’, whilst the left side rod is retained in the cross-heads by tapered unstamped. Brass drip-feed piston rod oil pots are mounted on brackets on the piston rod glands (Fig. 6.12 [a]). iron keys secured by split pins.

The straps of the connecting rod leading ends are fitted over the cross-head pins, and retained in place by two gib-head keys and a tapered wedge (Section 6.4).

Fig. 6.9 Piston rod design (Drawing #1458) Fig.6.10 Right side piston rod detail, stamped ‘ 40 R’ Fig. 6.12 Left side cross-head (a) Top (rearward view) (b) Bottom (forward and upward view) 28

The original slides, on each side of the cross-heads, were 2 in deep between the slide-bars (drawing #1777). Fig. 6.16 Slide-bar Those now fitted are 1½ in deep, lubrication and have ½ in deep gib-ended (a) Original oil pots on Portland shop #246 (MHS brass sliders on their upper and 33-95 - detail) lower faces. The slides and

sliders have punched fitters’ (b) Left side outer oil pot, identification markings. with GTR stamp

Bowl-shaped oil pots were probably first fitted on top of each of the four slide-bar sets (CB, p.244), as shown in Fig. 6.13 Left side cross-head outer the early photograph of Portland shop #246. However, four straight-sided oil pots, stamped ‘GTR’, are now fitted, slide and sliders and mounted on side brackets enclosing the slide bars (Fig. 6.12 [a]).

6.4 Connecting Rods

The connecting rods (‘main connections’ - CB, p.246) were forged to 84¾ in bearing centres. The rods now fitted retain this dimension, and are both stamped ‘40’. The left side rod is also stamped ‘362' suggesting that it, at least, is either original, or a GTR-forged pre-1898 replacement in the same form.

Fig. 6.17 Left side connecting rod fitted to Portland shop #246 (MHS 33- 95 – detail)

Fig. 6.14 Drawing #1180 (dated 1879) showing slide-bar arrangement

The 50 in long steel slide bars (‘slides’) are not those originally fitted, the top slide being ‘fish-backed’ unlike the parallel bar shown in drawing #1180, dated 1879. There are four

per side, providing the upper and lower sliding faces for both Fig. 6.18 Left side connecting rod fitted to #40 (a) Leading end (b) Trailing end slides. Their original 2 in separation has been increased by The 4¼ in deep rods are fitted to both cross-head pins and leading driving wheel crankpins with ‘U’-form straps 9/16 in to accommodate the increased slide/slider depth, achieved

by spacers over the slide bar end blocks. The rear blocks of the enclosing two brass half-bearings. The rods are deepened from 315/16 in to 4⅜ in at their ends for the bearing and slide bar sets are secured to the spectacle plate with bolts. strap fittings. The straps are secured to the rod-ends with two gib-head keys, between which is inserted a tapered wedge. The wedge is secured, both by a split-pin below the strap and by a set screw inserted through the side of Fig. 6.15 Left side front slide bar block, with spacer the rod. The ends of the straps are also secured by bolts through the rods. 29

It is likely that the bearings, and probably the straps, will have been replaced on one or two occasions during the working life of the locomotive. All the half-bearings are stamped ‘40’, however, thus dating them from at least 1898.

Fig. 6.19 Left side driving wheel pin with Fig. 6.22 Prime-Alemite grease nipple lubricator connecting and coupling rod ends, bearings fitted to all connecting and coupling rod bearings and strap

6.5 Coupling Rods

Fig. 6.20 Glass walled oil pots fitted to Portland shop #246, Fig. 6.21 c1925 view of #40’s right side driving (MHS 33-95 – detail) wheel pin and straight-side oil pots with lids (CMST 670008SI, DM, App. 6, Ref.16)

The bearing lubrication may originally have been straight-sided oil pots with lids and glass walls, similar to that fitted to shop #246. Similar fittings apparently remained in place around 1925.

A later form of grease lubrication has been added to #40’s bearings. This patented ‘Alemite’ system of grease nipples for use with a pressure-gun, was made by the Prime Company of Milwaukee, Wisconsin. The nipples are Fig. 6.23 Original design for the coupling rods (Drawing #1582) screwed into a steel block which is welded onto the connecting rods. The photograph of #40 after its 1950 The original coupling rods (‘parallel rods’, CB, p.246) were forged to 7 ft 6 in bearing centres (Drawing #1582). restoration (Fig.3.6) shows that oil pots remained in use on the driving motion. It is therefore likely that the grease Although this dimension is confirmed on #40’s rods, these are not parallel, but are tapered from 5 in deep at each lubrication was added by the CNR in the 1951 restoration, prior to #40’s haulage as part of the ‘Museum Train’. end to 5¼ in at the centre. Although it would appear that they have been replaced at some stage, removal of 30

paintwork at the ends of the rods may reveal identification marks to determine The pull-rod moves a vertical lever, to the rear of the right side cylinder, fitted to a transverse operating rod that their period of manufacture. The rods, which are deepened from 5 in to 7 in at moves through an arc. At the two ends of this rod are tappets which push on the valve stems. their ends, are fitted over both driving wheel crank pins and incorporate two half brass bearings. The bearings are held in place by a tapered wedge, secured beneath the rods by split pins, and by a stud inserted through the side of the rod. The oil lubricating pots for the bearings have again been replaced by Alemite nipples.

Fig. 6.28 Right side, forward facing view between the frames, with Fig. 6.29 Left side control lever and drain vertical lever and operating rod cock arm

Fig. 6.24 Left side coupling rod Fig. 6.25 Parallel coupling rod fitted to Portland shop #238 (MHS 33-68 – detail) The brass drain cocks have vertical threaded pipes screwed into the underside of the cylinder bores. Activation of

the cocks released water and steam through rear-facing ports. 6.6 Cylinder Drain Cocks

The cylinder drain cocks on Portland built locomotives were operated by levers fitted to the right side hand-rail, which rotated a quarter-turn in brackets fixed to the boiler-top mountings. The rail passed through the front of the cab to a driver’s control handle. The lever activated movement of the drain cocks, including the left-side pair via a transverse rod. This lever and hand-rail arrangement was later abandoned, probably by the GTR, in favour of a separate pull-rod passing through the cab front beneath and outboard of the hand-rail. #40’s rod has been badly bent in recent years.

Fig. 6.30 Left side front drain cock Fig. 6.31 Left side rear drain cock Fig. 6.26 Portland shop #316 with hand- rail and lever operated drain cocks (MHS 33-71 – detail)

Fig. 6.27 Right side drain cock pull-rod

31

7 Valves and Valve-Gear

7.1 Eccentrics and Eccentric Rods 7.2 Link Motion

The reciprocating motion of the valves was driven by cast iron eccentrics fitted to the leading driving axle (CB, p.241). They and their cast iron straps were made to drawing #1674. The 3 ft long forged iron eccentric rods were made to drawing #1622 (CB, p.246).

Fig. 7.1 Eccentric design (Drawing #1674) Fig. 7.2 Eccentric rod design (Drawing #1622) Fig. 7.4 Link, block and lifting pin (Drawing #1535) Fig. 7.5 Right side link assembly

The eccentrics, straps and rods are now absent, apparently removed by the CNR in 1950/1 to reduce friction and ‘Stephenson’ link motion is fitted to #40. The forged links are similar to those depicted in drawing #1535, and maintenance requirements when #40 was moved in the ‘Museum Train’. A member of the Bytown Historical their radius of 52⅝ in, is recorded in the casting book (p.246). They are both stamped ‘362’, confirming that they Society recalls that these components came to the Museum with #40 in 1967. They may therefore remain in the date from before 1898; the left side one also being stamped ‘40’. The cast iron die blocks (‘link blocks’ - CB, Museum stores, and could be re-fitted when opportunity allows. p.242) and forged lifting pins, however, are of different formation, and appear to be replacements. They have no identification marks. The leading axle reveals witness of the missing eccentrics. A key remains in place on the right side, whilst The lifting links were witness of another key on the same side, but closer to the axle-box, reveals that raised and lowered by the eccentric was re-located at some stage. A similar duplication is present on forged reversing arms the left side. Indentations in the axle from the set screws, adjacent to the keys, (‘reverse arms’) fitted to reveal several re-fittings the reversing shaft of the eccentrics, a (‘reverse shaft’ – CB, characteristic feature of a p.246 – Fig. 7.14). long-life locomotive.

Fig. 7.6 Reversing shaft, reversing arms and

counterbalance piston rod Fig. 7.3 Left side leading axle (forward view)

(a) eccentric key (b) witness of key and set screws nearer the axle-box 33

7.3 Link Counter-balance 7.4 Reversing Gear The link counter-balance was in the form of a spring rather than a weight (CB, pp.242/6 – drawings #1608/9). A The driver adjusted the links, for reversing and cut off, by the reversing lever (‘Reverse lever’, CB, p.246) fitted spiral steel spring, enclosed within a cast iron cylinder, pushed on a piston, and the piston rod pushed a lever on on the right side of the cab. Whilst the reversing lever is similar to that depicted on drawing #1463, the release the reversing shaft. handle has been replaced and fitted to the rear of the lever. It has a spring to ensure engagement of the locating The rod was forged lug in the required cut-off notch. There are no identification marks to determine when this replacement was fitted. in two sections with There are eight notches for forward travel and six for reverse. The quadrant is braced to the side of the wooden adjusting nuts. wheel-arch of the rear right driving wheel, whilst the lever fulcrum pin unit is bolted to the top of the frame. Where it passes through the spectacle plate, to which is bolted the counter-balance cylinder, the rod is forged to a square section.

Fig. 7.7 Counter-balance cylinder, piston and rod (Drawing #1609)

The leading end of the cylinder is braced to the rear of the smoke-box saddle by a forged iron rod. There are no identification marks and the components, which may be original, closely relate to the drawing.

Fig. 7.10 Reversing lever and quadrant as built (Drawing #1463) Fig. 7.11 Reversing lever and quadrant

The lever movement rotated the reversing shaft via the reversing rod and reversing arm. The 11 ft 5 in long, forged iron reversing rod (‘Reverse rod’, CB, p.246) is cranked before passing through the cab front, to provide clearance along the right side of the boiler behind the driving wheels.

Fig. 7.8 Counter-balance piston rod and adjusters Fig. 7.9 Counter-balance cylinder and brace (rearward view) Fig. 7.12 Right side, with reversing rod and arm behind front driving wheel Fig. 7.13 Top of reversing arm, showing shop #233 (forward view) 34

The reversing arm (third of the three ‘reverse arms’, CB, p.246), transmits the reversing rod movement to the reversing shaft. Its forked top is

cranked outwards to avoid the boiler. This original component is stamped ‘233’, the only example of

#40’s Portland Co. shop number to have been found on the locomotive during the project.

The 2⅛ in diameter forged reversing shaft (Fig. 7.6) turned in

large cast iron brackets bolted to

both the forward frames and rising diagonals of the rear frames. They carry no identification, but appear

to be of the same formation shown on drawing #1449, and may date Fig. 7.16 Rocker and rocker box (Drawing #1636) from the year of construction. Fig. 7.14 Reversing shaft and reversing arms (Drawing #1449) The valves were driven from the outer rocker arms by two-part forged valve rods (CB, p.247), which were ‘bright’ rather than painted when built (Fig. 7.24[a]). Unlike the pinned joint first used, the 4 ft 3 in long, 1½ in diameter,

main rods are now joined with the valve ‘stems’ by collars, and retained in place by wedges. The valve stems, 7.5 Valve Drive forged with the valve bridles (‘spectacles’), are fitted through the cast iron steam chest glands and brass bushes, and are only 22 in long to allow for their The die blocks transmitted the reciprocating action of the links to the valve rods via ‘rockers’ (CB, p.241). The removal (CB, p.241/4/6). Although not two rockers are integrated castings dismantled as part of the project, it is evident, incorporating inner and outer arms and from comparison with drawing #1187, that the rocking shaft (drawing #1636). The shafts original glands have been replaced. are housed in cast iron ‘rocker boxes’, which are bolted to the spectacle plates Fig. 7.17 Left side valve rod and stem (a) Rear end driven by rocker arm (Section 4.2) and frames. The right side (b) Front end with valve rod, stem and collar rocker box is a GTR casting. Although similar in form, the left side is not identified. The boxes are centrally located over the frames, rather than offset as depicted on drawing #1636. Oil pots fed lubricant to the rocker shaft. Fig. 7.15 Right side rocker box and rocker 35

7.7 Steam Chests

The cast iron steam chests, 22¼ in wide x 23¾ in long, are fitted to the upper faces of the cylinder castings with studs, which extend through to the covers, to enable the steam chest units to be bolted together. Copper gaskets have been inserted into grooves around the periphery of the upper faces of the steam chests. The chests incorporate brass guides in their front face to accommodate bridle spindles, contradicting the casting book (p.241) which states that the chests were to be cast without one. The left side, and probably the right side, bridles, however, have no spindle, and it would seem that they replaced earlier bridles that incorporated this feature. These modifications indicate that the steam chests are not original. Although it is possible that they have been substituted from another locomotive, it is more Fig. 7.18 Steam chest and cover, with balance valve and valve stem gland (Drawing 1187 – detail) likely that they are GTR replacements. 7.6 Slide Valves and Bridles The front steam inlet has been The rectangular cast iron slide valves are ‘balanced’ to reduce the down-force and hence friction. Steam was blocked with lead, suggesting a released through a central hole into the cavity on the top of the valve. The cavity was sealed from the rest of the repair method for a crack in the steam chest by four interlocking steel bars whose upper faces slid on the underside of the steam chest cover. To steam chest or cylinder casting. maintain the seal the bars sit on

springs within the periphery of the Fig. 7.20 Left side steam-chest, with lining and lead plug in front steam passage valves. Their arrangement is similar

to that shown on drawing #1187 (and The cast iron steam-chest covers are of the same form as shown on drawing #1187. They have an overall chamber #1619, not reproduced). The left with four exit holes at each end for distribution of cylinder lubrication oil either side of the valves. side cylinder’s valve face was only Vacuum relief ‘snifting’ valves are fitted in the tops of the steam chest covers for air inlet when the locomotive is partially visible during the project, coasting (Fig. 7.23). and it was not therefore possible to Such valves were not confirm the 1¼ in steam passage and shown on drawing #1187, 2¾ in exhaust passage shown on nor referred to in the drawing #1187. casting books, and

therefore appear to be a Fig. 7.19 Left side valve and bridle later fitting.

The valve bodies are enclosed by the bridles forged with the valve stems. Both the valves and bridles are replacements. The left side valve, cast by the GTR, is stamped ‘362’ and ‘40’, indicating casting before 1898, and re-machining after that date. The bridle is only stamped ‘40’, suggesting that it might have been fitted new after Fig. 7.21 Steam-chest cover (a) top side (b) underside 1898. 36

Brass cylinder-oil cups were fitted on brackets on both sides of the firebox crown, although only the left side cup The steam chest side and end casings were originally sheet brass, in common with the cylinder covers, whilst the remains. It has no identification mark to indicate if it is an original or later fitting (CB, p.245). Oil flowed down tops were of cast iron (CB, pp.242/251). The casings now fitted are similar, but formed of sheet steel for the side to the steam chests through copper pipes fitted alongside the boiler and underneath the cladding, the heat reducing walls. By comparison with contemporary locomotives, the cast iron lids are of a different pattern, and were its viscosity. Oil entered the steam chests through top-mounted inlet valves (‘studs for oil pipes with valves’ - CB, probably replaced when the snifting valves and cylinder-oil valves were fitted. p.245). In the absence of identification marks, the age of the surviving brass steam chest fittings is unknown, but Fig. 7.24 Steam-chest casing: they are more robust than those first employed (Fig. 7.24 [a]). (a) Original form (Shop #176) (MHS – un-referenced) (b) Left side casing on #40

Fig. 7.22 Left side cylinder-oil cup on firebox crown

Fig. 7.23 Left side steam chest cover, with ‘snifting’ valve, oil inlet pipe and valve

37

8 Firebox

8.1 History 8.2 Inner Firebox #40’s boiler was replaced in 1890 (GTR Loco. Stock Book 1st Jan. 1901, p.2). However, for locomotives in main The surviving steel firebox is similar, but not identical to the first example shown in drawing #1462. Its depth is line service, the life of an iron firebox was only about three years, and steel about 15 years, assuming good water characteristic of a wood-burning box, but there is evidence of its being used for burning coal at some stage. It is (John H. White, Jr., A History of the American Locomotive, Its Development:1830-1880, p.105), and the firebox internally 56 in long and 33 in wide may already have been replaced before at the bottom, giving a grate area of that date. The first firebox had been 12.8 sq ft. It is c65½ in high from made from Yorkshire-supplied Low the base of the foundation ring. Moor iron plates (CB p.249). However, Above wheel-height, the box widens drawing #1462, for shop #226-245, states out. that it was fitted with a steel box. The tube-plate is drilled for 144 x The tube-plate was ½ in thick, whilst 2 in diameter boiler tubes, two more the remaining plates were ⅜ in. The than shown in 1872 (CB, p.251). firebox was made for wood-burning, being deep and without any brick arch The plate is flanged and riveted to that would have been required for the side-plates and crown-plate. efficient combustion of coal or anthracite. The four corners below the Fig. 8.2 Firebox tube-plate shoulder-line are reinforced with The outer firebox shell plates (‘sides of Fig. 8.3 Side-plates, with shoulders and brick arch studs angle-irons, wider at the bottom to shell, top of shell and waist plates’ reinforce further the foundation ring. [CB, p.249]) formed a ‘straight’, that is The shoulders show evidence of parallel, rather than tapered configuration caulking to maintain pressure-tight with the boiler shell. The wrapper joints. plates were also ⅜ in thick, and made The inner back-plate is also flanged from ‘BBS’ iron plates, without and riveted to the side-plates and stating their origin. crown plate. The oval fire-hole has

Fig. 8.1 Original firebox end and side views (Drawing #1462 - detail) a maximum height of 14 in, and a maximum width of 15½ in. The historian, R.F. Corley had suggested (1967 Report, p.1), without reference, that #40 was ‘adapted’ to burn coal during its time on the GTR (McGee Report, p.19). However, the surviving photographs of #40 in its CVR There are matching diagonal rows of days (McGee Report, Appendix 6, Photos.15-19) confirm that it was then a wood-burner. three cut-off studs, protruding from

It is now apparent from examination of #40 that its firebox has survived from GTR days, and that it was, indeed, both side-plates below the shoulder lines. These are the remains of cross-bracing for a brick arch, which was adapted for coal-burning as Corley had suggested. It is probable that the box is the same as that fitted in 1890, a fitted to allow coal burning during GTR service. The arch was probably removed when #40 was sold to the CVR remarkable achievement for a steel firebox, even assuming service using soft water. in 1903. 38

The crown-plate, which has a centrally fitted fusible plug, has ten transverse crown stays. These forgings are each Two brass washout plugs are fitted on the right side, just above the inner firebox crown, but only one is similarly fitted to the plate with eight rivets. fitted on the left side. The plates have been reinforced around the plug holes.

Fig. 8.7 Left side washout plug

(a) Plug fitted

(b) Plug removed

Fig. 8.4 Crown-plate (a) interior view with fusible plug (b) water-space view with transverse stays

8.3 Firebox Shell The weight of the rear end of the boiler and firebox is taken on both upper and lower frame bars through four The diameter of the firebox shell, where joined with the boiler barrel, is 4 ft 2¾ in. Its steel plates are lap-riveted brackets on each side. Each is fixed to the sides of the firebox shell plates by four studs and nuts, and has sliding to the barrel and to each other with single rows of rivets. The shell is separated from the inner box by a 3 in water surfaces both above and below the frame bars to provide for firebox space. The stays may have been replaced during the life of the firebox, but those now fitted appear to be in good and boiler expansion. order. The relatively deposit-free stays and rivets indicate a soft water environment during #40’s operation on the CVR. Two brackets on each side have

also been fitted to the shell, by

studs and nuts, to support the wooden running boards (Fig. 8.6).

The left side shoulder of the shell has been badly worn by the spring and hanger of the rear driving wheel, presumably during its 1950s ‘Museum Train’ operation. The axle-box misalignment (Section 5.3) has resulted in the spring-set being too close to the shell.

Fig. 8.8 Left side leading support

brackets Fig. 8.9 Left side plate wear Fig. 8.5 Water space with stays Fig. 8.6 Left side firebox shell plate

39

8.4 Upper Back-plate and Fire-hole

A cast iron hood is bolted to the back-plate above the fire- hole. The casting, which incorporates oil can restraints, includes ‘GTR’ lettering, and probably dates from the fitting of the new boiler in 1890.

Fig. 8.12 Fire-hole and hood (also showing the blow-down rod hinge and handle outline)

Fig. 8.10 Upper back-plate The back-plate is flanged outwards around the fire-hole, and a steel ring is riveted to both this flange and the The steel back-plate is flanged and fitted to the firebox shell by a single line of rivets. There are 26 longitudinal flange of the inner back-plate. The fire-hole door jamb, incorporating upper and lower hinge brackets, is a casting stays fitted between the back-plate and the smoke-box tube plate, and a double row of short stays to the inner fitted to the back-plate, around the flange ring, by studs and nuts. The bottom left of the casting has a protruding firebox back-plate around the fire-hole. Three washout plugs are inserted just above the lower longitudinal stay catch with which to engage the door latch. line. At the top of the back-plate is a redundant hole that has been filled with a plug. There is a cut-off stud to the The fire-hole door has a cast iron ring incorporating upper and lower lugs fitted to a hinge. There is a catch to left of the lower try-cock, probably used for fitting a steam deflector/water run-off tray and downpipe. engage with the upper lug when the door is open. It is formed as a half circle and fitted to the hinge bracket. In the upper centre of the back-plate is the throttle rod gland with a circular flange. To its lower left side, the Within the door ring is a cast iron baffle-plate rotating about a horizontal hinge, which is bolted to the outer ring throttle handle pivot mounting is fitted to the back-plate (Section 9.4). Above this bracket, and in the same arc, is sides with brackets. The baffle-plate, which controlled air-flow into the firebox, incorporates an upper vent for a similar, but redundant mounting suggesting that the throttle handle could be rotated clockwise if required. minimum flow. Rotation of the plate to increase air-flow was undertaken by a vertical iron or steel handle bolted to a lug on the vent. A catch to retain the baffle-plate, in both its closed and 45 degree positions, is fitted to the Two methods of measuring the water level are fitted to the back-plate: a sight-glass fitting on its left side and three top of the door-ring with a bracket. try-cocks on the right. The sight-glass fitting, with brass steam, water and drain-cocks, and copper drain-pipe, is

complete, except for the glass itself and its protector. All The door-latch is bolted to the left side of the three cocks have different forms of circular iron handles, ring and protrudes below the door to engage in suggesting replacement at different times. The drain- the catch. Its handle is on the left (stoker’s) cock is stamped ‘PENBERTHY PAT. 1.12.26’. The side. Penberthy Company, founded in 1886, specialised in water level gauges and pumps. The patent date suggests The baffle plate incorporates the ‘GTR’ initials, that it was fitted from about 1927 by the CVR. The try- and probably dates from 1890. cocks are un-identified, and may be older. Fig. 8.13 Fire-hole jamb and door Fig. 8.11 Sight-glass drain-cock with patent date 41

8.5 Lower Firebox with crude notches to engage with the footplate, offering only fully open or closed positions. They are forged to A 3 in wide forged foundation ring is riveted to the firebox inner and outer shell plates. Five mud-hole plugs and avoid conflict with other components beneath the footplate. The rear damper handle is routed between the rear a blow-down valve are inserted above the foundation ring. The three plugs in the front plate are brass and transverse frame bar and the rear driving axle. It is connected to a pin forged as part of the reinforcing bar on the initialled ‘CN’. It would seem that they were inserted by the CNR, perhaps in 1950/1, but the reason for this is left side of the damper door. unknown and no evidence has been seen that suggests that the railway was then contemplating steaming #40.

The other two plugs are inserted in the corners of the back-plate. The cast iron blow-down valve body has a flange fitted to the back-plate with studs and nuts. The tapered quarter-turn valve has a 7½ in long cast iron lever operated by a 40 in long operating rod that passes through the draw casting and footplate in front of the fire-hole

door (Fig. 8.12). To avoid fouling the fire-hole . door when open, it had a hinged handle by which Fig. 8.17 Fig. 8.18 Fig. 8.19 Fig. 8.20 it was lifted to activate the blow-down valve. Both handles descending Front damper bell-crank and Front damper operating arm with hanger-bracket Fig. 8.14 Lower back-plate, blow-down valve and rear damper door The valve body has a GTR pattern number, through draw casting rear damper handle (rear end - forward view) (front end - rearward view) (upward view) (side view) + rear damper handle Fig. 8.15 Lower front-plate and front damper door whilst the lever has the railway’s initials cast

on it, these components probably dating from The bottom of the front damper handle is fitted to a bell-crank lever, the fulcrum of which is fitted to a bracket 1890. bolted to the rising diagonal at the rear of the frame. The lower end of the bell-crank is fitted to the fork-end of 34½ in wide x 11 in deep iron or steel damper the front damper operating arm which passes along the length of the ash-pan on its left side. To steady it, the arm doors are fitted to the front and rear of the ash- has been located through a hanger bracket, bolted under the frame, originally installed to accommodate the feed pan, regulating air-flow through the fire-grate. water pipe, and made redundant on the removal of the crosshead feed pump (Section 9.1). The operating arm is Each has two hinges fitted to the firebox plates by bolted to a right-angle arm which is, itself, bolted to the front face of the damper. single studs and nuts. The hinges are fitted to the doors with two bolts and nuts. The rear damper On both sides of the firebox hood is a quarter-turn handle and quadrant. The handles are attached to vertical shafts door has a slot on the left side to allow for the that rotated within cast iron extension wings of the hood rocking-grate arm to pass through. The more itself. The shafts drop to the lower back-plate where they vulnerable left side of the door is reinforced by a bar, turned through a right angle above the slot and secured by turned in brackets fitted to the plate with studs and nuts bolts and nuts. (Fig. 8.14). Fork-ended levers, pinned on the bottom of the The doors were opened and closed by forged shafts, which would have been bolted to horizontal rods, are handles routed through the left side of the now left redundant. It is not clear what these handles footplate and through a slot cut in the left side of operated, but it is possible they opened the injector water the draw casting. The handles are forged inlet valves (Section 9.5).

Fig. 8.16 Dismantled rear damper handle with notch Fig. 8.21 Backplate view with quarter-turn handles and quadrants 43

8.6 Rocking-Grate and Ash-pan A rocking-grate was fitted to the firebox, probably when the locomotive received its new boiler in 1890, and from The ash-pan is 71 in long, 34¼ in wide and 10¾ in deep. The bottom and two side steel plates are riveted when coal apparently became the normal fuel. The fire-bars themselves are now absent, but the cast iron fire-bar together with angle irons to form a trough. Both ends of the bearers on each side of the firebox remain in place. The continued presence of the bearers indicates that the bottom plate, which are reinforced with riveted steel bars, are rocking-grate remained in use during #40’s turned up by 2½ in to retain the ash. The sides of the fabricated CVR service when it was burning wood. ash-pan trough are riveted to external angle irons, which are fitted to the underside of the foundation ring with studs and nuts. The bearers are slotted into three brackets,

which, apparently bolted to the underside of the foundation ring, protrude into the fire area to receive the bearers. The centre bracket on the right side is broken. The bearers were cast by the GTR.

Fig. 8.22 Left side fire-bar bearer and brackets (rearward view)

The fire-bar clusters were connected to a forged rocking arm, the forward and backward movement of which would rotate them within ‘U’-form pivots to break up clinker from coal deposits and otherwise shake ash into the ash-pan. The rocking-arm, positioned on the left-side of the ash-pan, passes through the slot in the rear damper- door. It is cranked to align it with a vertical lever, to the bottom of

which it is pinned. The forged lever has, as its fulcrum, a pin bolted to the diagonal frame member. The lever is cranked and taken up Fig. 8.25 Right side of ash-pan (rearward view) Fig. 8.26 Underside of ash-pan (forward view) into the cab through a slot in the draw casting.

Fig. 8.23 Rocking lever and pin Fig. 8.24 Rocking arm and lever

45

9 Boiler

9.1 History

#40’s boiler was replaced in 1890 (GTR loco. stock book, 1st Jan. 1901, p.2). From the evidence discussed about The boiler was fed by two x the firebox (Chapter 8), it is most likely that the boiler barrel now on #40 has not since been replaced, and is that 2 in diameter brass water- installed in 1890. pumps (Drawing #1614). They The barrel of the original 1872 boiler was formed of two rings, 4 ft diameter on the front ring and ¾ in greater on were bolted to the spectacle the rear ring (Drawing #1462). The plates and driven by the cross- rings were single lap riveted together, heads (Section 6.3 and Fig. with double rivets for the longitudinal 6.11). seam. The barrel contained 142 x 2 in diameter iron tubes (CB, p.251 +

drawing #1462). No tube ferules are shown in the CB, suggesting that the original tubes were fitted with a tube

expander. The dome was placed over Fig. 9.3 1872 boiler feed-water the firebox crown. The iron steam pump (Drawing #1614) pipe is shown as 5 in diameter in CB, p.251, but 6¾ in on drawing #1462. The feed-water pipes were routed from the tender between the ash-pan and the wheels, and were supported in

hanging brackets bolted under the frames. The boiler-feed check valves, fitted to the sides of the boiler at waist Fig. 9.1 1872 boiler barrel (Drawing #1462 height, had similar ornamentation to the water-pumps (Drawing #1737). – detail)

Boiler lagging for locomotives that were contemporary to #40 was ⅞ in thick pine covered by ‘Russian sheet iron’ cladding, the sheets retained in place by brass bands (McGee, Appendix 3). The CB does not confirm the pine for #40, but does record that eight x 3in wide brass bands were fitted.

Fig. 9.2 (a) Shop #272 (GTR #255) of 1867 showing Russian iron cladding and brass bands (b) same view – colour tinted (Photo. MHS 33-66) (Photo. Maine Memory #5898) Fig. 9.4 Right side water pipe hanging bracket Fig. 9.5 1872 check valve (Drawing #1737) 46

9.2 Barrel With the cladding and lagging remaining in place, the boiler barrel could only be viewed from the inside using a working pressure of 135 lb/sq in (GTR loco. stock book, 1st Jan. 1901, p.2). borescope. It has two rings, of ½ in thick steel plates, which are lapped with two rows of rivets. The plates The cast iron whistle stem, which is identified as being of GTR origin, has a are reinforced around the left and right side check- control valve screwed on to the top. A short lever, which was bolted to the valve, valve holes. has been removed, but remains loose by its side. It was operated by a cord or light rope from the cab. Steam passed into an iron chamber and escaped through The boiler diameter is 4 ft 2 in (first ring) and 4 ft 3in a peripheral gap in its upper face and into the whistle’s inverted brass bowl. The (leading ring), or 2-2¼ in larger than the original bowl is secured to an upright stem from the steam chamber by a hexagonal nut. barrel. There are 144 x 2 in diameter steel tubes (Section 8.2) which are 11 ft long providing 817 sq ft of heating surface. The front tube-plate is riveted to Fig. 9.9 Whistle the front boiler-ring by an angle iron. The steam dome casing has the same form and ornamentation as that originally fitted to #40 in 1872. It is

Fig. 9.6 Interior view of lap-riveted plates and tubes therefore probable that it was re-fitted over the new dome in 1890. The dome casing used for shop #121 of 1864 was apparently also used for #40 (CB, p.242 + Drawing #1848). There is asbestos sheet insulation wrapped around the It has a cast iron plinth which is barrel, which, in turn, is covered by five steel cladding probably bolted to the boiler barrel, sheets. These sheets, which are profiled around the although this was not viewed due to steam-dome and the sand-dome, are secured by six the cladding. A cast iron lower steel bands. The bands are tightened by adjustable ornamentation ring is fitted over the clips on the underside of the barrel. The sheets have plinth’s upper flange. A wrought wasted through in places to reveal the lagging. iron or steel barrel casing is fitted

Fig. 9.7 Left side cladding and bands over the ring’s upper flange, and this is mirrored at the top by a cast iron upper ornamentation ring. The 9.3 Steam Dome, Safety Valves and Whistle cast iron cover is fitted into the The replacement boiler in 1890 would have included a new dome, housing the steam ‘riser’ and throttle valve, upper ring, to which it is secured which was positioned above the rear barrel ring rather with four peripheral bolts. than above the firebox crown, as shown for the Fig. 9.10 Dome casing for shop #121 Fig.9.11 Dome casing (forward view) original boiler. Into the dome’s flat cover is bolted a (Drawing #1848) steam whistle flanked by two safety valves. The The casing is topped by an ornamental brass casting, which is fitted over the casing cover, and secured with four safety valves are unidentified, but may well be bolts. The surviving casing has a slightly different profile from that shown on drawing #1848 for shop #121. The contemporary with the boiler. They are a variation of CB (p.245) records that the brass casing adopted for #40 in 1872 was the same as that for shop #128/133, and it the standard American automatic ‘pop’ valve. They may therefore either reflect a change made by the Portland Company in that year, or a later substitution, perhaps in would have been set to lift at the boiler’s stated 1890. The casing has crudely cut notches to the rear of the upper and lower rims, to allow for the routing of the Fig. 9.8 Dome cover with safety valves and whistle column whistle-cord. These may have been added during service on the CVR. 48

9.4 Throttle Valve 9.5 Injectors and Check-Valves

The driver’s forged flat bar throttle handle, on the firebox back-plate, is pivoted at the bottom. The bottom of the Two water-feed injectors were fitted to #40, probably in 1890. A brass manifold is mounted to the rear of the handle is pinned to a two-part swing- firebox crown. It is fitted over a steam pipe and secured, through a flange, to the crown plate by four studs and link, which allowed it to move in an brass nuts. A master valve to open/close the steam supply was controlled by a top-mounted turn-handle. The arc, and which is, in turn, pinned to a manifold has three steam exits, namely left and right side injector feed pipes, and a rear-facing feed for the smoke- mounting on the back-plate (Section box blower pipe (Section 10.5). 8.4). Three-quarters of the way down Control valves, with top-mounted turn-handles, fed steam to the the handle is a pin, the underside of injector feed pipes. These 1½ in diameter copper pipes are routed which is attached to an extension to a brass throttle rod sleeve. The sleeve is down the sides of the firebox, through the rear wheel cover decking, to fitted over the end of the throttle rod the underside of the injectors located just to the rear of the trailing

and secured with a key. wheels.

Fig. 9.12 Throttle handle Fig. 9.14 Firebox crown steam Fig. 9.13 Throttle regulator segments manifold The upper end of the throttle handle was forged to a round section to assist Fig. 9.15 Left-side injector steam pipe (inner) and water the driver’s grip. The degree of feed pipe (outer) throttle opening could be accurately

regulated by two integrated brass

segments with ratchet engagement. A The upright left and right side injectors are bolted, through flanges around the horizontal water inlet pipes, to locking arm with five teeth, fitted to hanging brackets bolted to the rear of the cab end footplate casting (Section 11.1). The cast brass injector the handle, engaged in notches in the housings include GTR identification, and may therefore date from the 1890 re-boilering. upper segment, according to the

degree of throttle movement. It is The cast brass water-feed pipes are threaded for coupling with the held in place by a spring which was tender hoses. The pipes incorporate tapered quarter-turn valves, withdrawn and released by a lever with square nuts on top which were turned by extension rods. pinned to the throttle handle. The lower segment rotates with the pin according to the throttle rod’s forward and Although the rods are absent, it can be determined from their backward movement. The segments are stamped ‘GTR’ accompanied by both ‘360’ and ‘40’, the former being alignment that it would not have been possible for them to have scored through. The arrangement thus dates from pre-1898, and probably from the 1890 re-boilering. been operated from the footplate because of obstructions,

particularly the fall-plate. It is therefore probable that the taps The throttle rod passes through a brass gland in the back-plate flange. A brass outer ‘stuffing box’, for packing were turned by linkage from the quarter-turn rods fitted to the adjustment, is bolted to the flange. The throttle valve itself would be fitted to the steam pipe where it exits the firebox back-plate (Section 8.5 and Fig. 8.14) although the dome. The original throttle valve was a balanced poppet type (CB, p.241), by then the most widely used form of geometry of the links is unknown. throttle on North American locomotives. A later form of balanced poppet valve was no doubt fitted in 1890, but time constraints did not permit dismantling the dome to determine its exact form. Fig. 9.16 Left side injector, hanging bracket and water inlet pipe 50

The injector overflow 9.6 Steam Pressure Gauge pipes are directed An ornate and early steam pressure gauge is mounted above the rear of the firebox crown. The back of the gauge outwards from the is bolted to a column, the bottom end of which is threaded and injector housings. screwed into the top of the cube-shaped blower manifold (Fig. The quarter-turn 9.14). This manifold is itself fitted to the rear of the main steam overflow taps have manifold (Section 9.5 above). That the small manifold has been square nuts on the top installed is indicative that the column could, at some unknown which were turned by stage, have replaced a steam feed pipe serving the back of the extension rods from steam gauge. the rear of the cab, with handles located A replacement steam line has been provided from a hole tapped above the wheel into the firebox crown to the right of the main steam manifold. cover deckings. A lever-handled tap has been inserted, feeding a ⅜ in diameter copper pipe. The pipe, with an intermediate spiral, is fitted to

the bottom of the gauge. Fig. 9.20 Steam gauge and steam feed tap and pipe Fig. 9.17 Left side injector, overflow pipe, Fig. 9.18 Left side overflow tap handle tap and extension rod (Rearwards view) The face of the gauge is inscribed:

UTICA STEAM GAUGE CO Water was lifted under pressure into the feed-water delivery pipes fitted to the top of the injector housings. The UTICA N-Y 1⅝ in diameter copper pipes are routed to the boiler check valves along the boiler, under the running boards (Fig. 35724 9.15). The check valves were E.A. WOOD PATENTED JAN 30 1865 inserted into the leading ring at

the boiler waist line. The check The gauge could have been fitted to #40 in valve holes are reinforced, and 1872, and transferred to the new boiler in incorporate threaded bosses for 1890. Alternatively, it could have been the valves. Unlike the original transferred from another locomotive at any check valves (Fig. 9.5), the stage in #40’s life. It is even possible that the surviving cast brass valves have gauge was inherited by the CNR and fitted to top-mounted turn handles to #40 in 1950/51 prior to it forming part of the shut off steam should the check Museum Train. valves malfunction.

Fig. 9.19 Left side check valve Fig. 9.21 Steam gauge dial and inscribed face

51

10 Smoke-Box and Chimney Stack

10.1 History

The replacement of #40’s boiler in 1890 would have been accompanied by a new smoke-box and chimney stack. The spark arresting fittings within the broad bonnet on top of the stack were The original smoke-box shell (‘smoke arch’) was made from ⅜ in plate iron, 30½ in wide (CB, p.249, but 30¼ in in three sections, a base, slightly wider than the stack itself, an angle ring on drawing #1462). It was riveted to the boiler through a 1¼ in x 2½ in and an inverted cone. These were all of cast iron (CB, p.242). No drawings forged ring, and to the front casting by a 2 in square section ring (CB, have been seen to indicate the actual design of the original arrestor fittings, p.247). Smoke-box plates were vulnerable to corrosion, and sometimes but the accompanying drawing of shop #s 362 and 370 of 1880, provides a had shorter lives than boilers. It is therefore possible that the shell was useful indication of their layout. replaced before 1890. The smoke-box front, together with its bulbous door, its handle and hinge brackets, The CB, p.247, also states that “one set of smoke lock valve gear” was were made of cast iron (CB, provided for #40. No drawing has been seen to explain this component, but p.242). The hinge was forged it would appear that the locomotive crew had the means to vary the smoke (CB, p.247). The interior of the ejection from the stack. Photographs of contemporary locomotives do not show any external views of control apparatus for this valve gear. door was fitted with a ⅛ in iron

plate that served as a Fig. 10.5 Cross-section of spark arrestor fittings for shop #s 362/370 (Drawing #1181) replaceable heat shield to protect the door (CB, p.250). 10.2 Smoke-box Shell

Fig. 10.1 Smoke-box for shop #226-245 Fig. 10.2 Smoke-box front and door The shell is formed of a steel plate rolled into a cylinder of 51¾ in outside diameter. In clock-face terms, as seen (Drawing #1462 – detail) adopted for #40 (Drawing #1831) in front view, it is secured to the saddle (Section 4.2) at ‘25 past’ and ‘25 to’ the hour with eight bolts on each side. At waist height on both sides, the shell is further secured to the leading ends of the longitudinal frame From the photographs of the locomotives built by the Portland Company in the 1860s and 1870s, it is apparent members with 2 in diameter braces. These are forged to incorporate triangular brackets riveted to the shell that there were three basic types of ¼ chimney stack and spark arrestor. It waist, with rectangular lower ends bolted to the frame. The smoke-box shell is riveted over the end of the boiler is very likely that #40’s original stack shell. and spark arrestor was similar to that

fitted to its sister locomotive, shop #238. It is also likely that this would

have been replaced by a plain stack in 1890 when coal burning was

apparently adopted (Section 8.2).

Fig. 10.7 Left Fig. 10.4 Plain stack as later fitted to shop side rearward #253, GTR #379, converted to coal burning view of shell (Photo. NAC 200781580)

Fig. 10.3 Original stack, spark arrestor and bulbous smoke-box door as photographed Fig. 10.6 Right side forward view of shell on sister locomotive, Shop #238, GTR #364 (Photo. MHS 33-68) 53

The shell has been fitted with several components during its life, some of which survive, whilst others have been Westinghouse pump brackets and exhaust pipe hole: removed. The bolts and studs of The Westinghouse brake pump was re-positioned during its service on the CVR to the upper left side of the the latter have been cut off on smoke-box. It was mounted on a vertical bracket, turned inwards at the top, and riveted top and bottom to the the outside of the shell, and smoke-box shell. The photograph of #40 in c1949, following withdrawal from painted over. Their residual service, shows it to be a typical form of Westinghouse pump, with the jacketed lengths have been left in place steam cylinder at the top and the air pump below. inside forming plugs to maintain The exhaust pipe from the steam cylinder was normally passed through the the smoke-box vacuum. All the smoke-box shell to allow for steam discharge up the stack. The plugged hole studs and bolts have been in the side of the smoke-box, near the upper bracket traces, is the probable examined to identify the location location for the exhaust pipe. of each fitting. Some of the

fittings are common to both left Fig. 10.11 Left side - Westinghouse brake pump (Photo. CMST, Stephens 016139 - detail) and right sides, others apply to one side only. Headlamp platform brackets:

The headlamp platform was supported by curved brackets bolted to the upper Fig. 10.8 Left side smoke-box shell perimeter of the smoke-box on either side of the chimney stack. The c1949 interior, with studs and bolts photographs (CMST, Stephens 016138 and 016139) show that the headlamp identified platform had been removed by the end of #40’s working life (Fig. 10.27). Petticoat pipe brackets: However, two bolts, on both left and right sides, remain in situ (Fig. 10.7). Left and right side diagonal brackets are bolted to the upper shell close to the perimeter Fig. 10.12 Headlamp platform and brackets (Photo. CMST 670008SI – detail) of the chimney stack hole. The 10 in diameter iron or steel pipe, flared to 18 in at the base, directed the exhaust blast up the chimney. The gap below the stack created the Footsteps: vacuum to draw hot gases through the tubes. The brackets are extended as vertical Matching horizontal pairs of cut off studs can be seen on both sides of the smoke-box above waist height. It is strengtheners for the pipe. Front and back vertical stays, with adjustment slots, are possible that, at some stage, these were fitted to secure footsteps to allow the crews easier access to the lamp. No bolted to the base of the flare and secured to the bottom of the shell. The blast pipe photographic evidence has been seen to confirm this suggestion however. beneath cannot now be seen as the bottom of the smoke-box is filled with debris. Smoke-box braces: Fig. 10.9 Petticoat pipe with diagonal brackets and stays The braces fixed to both left and right sides of the smoke-box each have three rivets (Fig.10.7). The same rivet Hand rail supports and stay brackets: patterns may be seen on the inside of the shell. Also evident on the inside, however, in the same position on both Left and right side leading hand rail supports are rods forged into eyes for the hand rails sides, are the remains of earlier clusters of four rivets in a diamond form. These were apparently once used for an (Section 11.7). The threaded ends of the supports are fitted through the shell and earlier form of brace, and match those formerly used on Portland-built secured with nuts. locomotives (Fig. 10.3). This indicates that the GTR perpetuated this form of brace after the 1890 boiler replacement, but that they had been replaced, either Left and right side stay brackets were not fitted to #40 when first in service with the by the GTR or the CVR, prior to the earliest (pre-1910) photograph of #40. CVR (Fig. 10.12), but were fitted following the c1925 restoration. The brackets, which

are riveted at an angle, were used to secure the pilot when raised to an upright position. Fig. 10.13 Pre-1910 view of smoke-box braces (Photo. CMST 670008SI – detail) Fig. 10.10 Left side leading hand rail with support, and stay bracket (downwards view) 54

10.3 Smoke-box Front and Door 10.4 Steam Pipes

The 51¾ in diameter cast iron smoke-box front is stepped out from the shell with progressively deepening The steam pipe from the throttle (Section 9.4) is flanged on the inside of the front tube plate. Studs fitted to the concentric rings of reducing diameter. The outer ring forms flange extend through the plate. The steam a flange which is bolted to a 2 in square section iron ring manifold, on the outside of the tube plate, is riveted to the inside of the smoke-box shell. The inner ring, correspondingly flanged and, fitted over the around the 36 in diameter smoke-box opening, incorporates studs, is secured with nuts. 16 lugs which are threaded to receive the closing bolts for the door. The overall depth of the front casting is 3¼ in. The cast iron manifold has left and right side steam exits which are also flanged and, with Incorporated on the right side of the casting (left side of intermediate packing, is bolted to the flanges locomotive) are the upper and lower hinge brackets. The of the two steam pipes. letters GTR are cast in the lower bracket, indicating the

origin of the casting, and it is likely that this dates from the Fig. 10.17 Steam manifold 1890 re-boilering.

Fig. 10.14 Smoke-box front The two 5 in diameter cast iron steam pipes are routed from the manifold to the steam chests around the periphery The cast iron door has a register which is a close fit inside the smoke-box opening. Its outer ring, with 16 lugs of the smoke-box just ahead of the front tube plate. Their lower ends, which are fitted over the ends of short housing the closing bolt holes, faces on to the inner ring of the smoke-box front. An interior iron or steel heat intermediate steam pipes, have lugs cast in the base. Long iron studs with threaded ends, fitted into the floor of shield is fixed to the door with bolts, and separated from it with spacing nuts. The convex door has an overall the smoke-box, are passed through the lugs and tightened with nuts depth of 2¾ in. to ensure a steam tight fit over the intermediate pipes. The short cast iron intermediate pipes pass through the floor of the smoke-box to In the centre of the door is fitted a cast number plate showing ‘40’ and an outer ring. The casting incorporates a the saddle casting below. Within the saddle, the steam is directed bracket at the back through which it is outwards to the steam chests (Section 7.7). bolted to the door.

The door casting incorporates the upper

and lower hinge brackets. They are however each reinforced with three rivets. The casting again incorporates the

letters GTR, and it is likely that it also

dates from the 1890 re-boilering.

The hinge itself is a 1 in diameter iron rod with a forged head.

Fig. 10.16 Smoke-box door hinges

Fig. 10.18 Left side steam pipe Fig. 10.19 Plan view of saddle with exhaust and steam passages Fig. 10.15 End view of smoke-box door, with heat shield (Drawing #1544 – detail)

56

10.5 Blower From the evidence of all the 20th century photographs, however, the The blower in the smoke-box is controlled by a steam valve within the cube-shaped brass housing, fitted to the locomotive’s stack shaft was about a third of the present height throughout rear of the main steam manifold (Sections 9.5 and 9.6). It has a its CVR operation. The spark arrestor bonnet appears to be that which was round handle for control by the driver on its right side. When open, fitted to #40 throughout its CVR operation. Its lower casing is a forged iron steam feeds to the smoke-box through a copper pipe. This is routed inverted cone, at the base of which an internal and external collar has been around the right side of the fire box before being turned, under foot riveted. The internal collar is forged with two legs which are riveted to the board level, to run along the length of the boiler and covered by the front and rear of the stack to stabilise the bonnet. lagging to minimise heat loss.

Fig. 10.20 Blower valve above the fire box crown Fig. 10.23 Stack and bonnet as fitted pre-1910 (Photo. CMST 670008SI – detail)

The 60 in diameter vertical-sided body of the bonnet is riveted to the vertical lip of the cone. On its upper edge is The pipe is exposed between the front of the boiler and its entrance into the riveted an internal ring that forms a jamb for the lid. A lug to engage with the bonnet latch is riveted at the rear. smoke-box, which it enters through a flanged sleeve fitted to the shell by studs

and nuts (Fig. 10.6). The sleeve, which protrudes into the smoke-box, has a The bonnet’s lid, with a hinge at the front, is formed of an threaded extension, now broken, to which is fitted the interior blower pipe. This outer iron ring and radial ribs to a central hub. It is pipe is routed to the underside of the petticoat flare, being secured to the bottom covered by an open-weaved mesh of an unknown of the smoke-box by a clip held by studs and nuts. It was not possible to see the material. A hinged latch, riveted to the ring at the rear, is blower ring itself within the flare to determine its exact form, but it is assumed adjustable to secure the lid in a closed, or two open that it is a standard form of ring with peripheral exit holes. positions. Time prevented examination of the spark deflector interior fitting, but it is assumed that it is much Fig. 10.21 (a) and (b) Blower pipe feeding into petticoat flare in accordance with that shown in Fig. 10.5.

10.6 Chimney Stack Fig. 10.24 Bonnet (forward view) The overall height of the stack is 74½ in from the smoke-box crown. Its cast iron plinth is saddled to sit directly on the smoke-box shell. It The bonnet was probably fitted by the GTR just prior to #40’s sale to the CVR in 1903, to allow for its conversion is fitted with six studs around the periphery and secured with nuts both back to wood burning. It would appear that the bonnet had been recovered from another, probably withdrawn, on top and, with washers, within the smoke-box crown (Fig.10.17 - locomotive at that time. Some sister top). The casting incorporates four stud housings with which to secure locomotives made for the railway by the the stack itself. It also incorporates the letters GTR at the rear, Portland Company were fitted with this form of probably dating it from the 1890 re-boilering. bonnet, but they had smaller dimensions. The bonnet may therefore have been recovered from The 16 in diameter, 28½ in high shaft has a forged ring riveted around a locomotive built by another manufacturer, or it its base. It incorporates four lugs through which studs are fitted to was possibly one built by the GTR itself. secure the stack to the plinth. It dates from the St. Albans renovation of 1950, and appears to fulfil a need to portray #40 in a 19th century Fig. 10.26 Bonnet fitted to Portland shop #176, GTR #134 (Photo. CMST McQuinn 004169) appearance when on exhibition. Fig. 10.25 Bonnet fitted to Portland shop #272, GTR #255 (Photo. MHS 33-66) Fig. 10.22 Plinth and shaft (forward view) 57

10.7 Headlamp and Platform In the latter years of #40’s operation on the CVR, its oil headlamp and ornate platform were replaced by an electric lamp which was supported by two iron or steel brackets, bolted to the top of the smoke-box shell and cantilevered forwards.

In 1950, for the locomotive’s restoration, the St. Albans workshops removed the electric lamp and provided a replica oil lamp, in the form of those used by the GTR in the 19th century, with ‘40’ shown on the front and two sides.

Fig. 10.27 Electric lamp in c1949 (Photo. CMST, Stephens 016139 - detail)

The replica platform and brackets are of lightweight timber form, the weight of the lamp being born by two cantilevered brackets bolted just in front of the stack plinth, possibly those formerly used for the electric lamp. In 1951, the CNR additionally provided two diagonal steel braces, giving further support to the platform during #40’s movements with the ‘Museum Train’. These were bolted to the leading corners of the platform and, at their lower ends, to two of the closing bolts on the smoke-box door (Fig. 10.14).

Fig. 10.28 Replica headlamp and platform, with unbolted brace

58

11 Cab and Upper Boiler Mountings 11.1 Cab Supports

The cab body is supported, at the sides by two vertical wrought iron plates (‘side boards’, CB, p.250), and at the Unlike the original design, however, the ‘I’-section bottoms of the castings are extended towards the locomotive’s rear by two cast iron brackets. The lower edges of the side plates are secured at the rear by bolts to the outer sides centre line, below footplate level, as far as the central buffer. They fit over the rear end of the draw casting and of the draw casting, which sits are rebated to accommodate the short vertical ends of the locomotive’s two main frames (Section 4.3). They are over the upper frame members secured to the ends of the frame and the draw casting with studs and nuts. (Section 4.3). Forward of the draw casting, the plates have cut- outs around the rear spring-straps.

Fig. 11.1 Left side support plate and bracket

The upper edges of the plates are riveted to angle irons which support the timber planking forming the cab seats and running boards (Section 11.3). The rear edges of the plates are riveted to the front faces of the cast iron brackets. The brackets, identified by the letters ‘GTR’, are replacements of the original Portland castings (Drawing #1427 originally adopted for shop #s191/2,

described as ‘long pattern’ in CB, p.242). Although Fig. 11.5 Left side bracket with draw casting, frame end and central buffer similar in function, they are different in detail from the (upwards and rearwards view) originals. The brackets support the rear ends of the

cab seats/running boards. Grab handles for the crew Fig. 11.4 Right side bracket (fall-plate raised) to mount/dismount the footplate are bolted to the underside of the brackets and the cab sides. 11.2 Cab Floor and Fall-Plate

The floor is formed of longitudinal timber planks laid on top of the draw casting. An iron sheet under the fire-hole Fig. 11.2 Original bracket design (Drawing #1427) door protects the timber. An iron band is laid across the timbers towards the rear and secured to them with screws. At the leading end of the cab floor there are left and right side iron boxes, covering the rear driving wheel spring- Fig. 11.3 Right side bracket sets, which are fitted alongside the cab seat side-support plates. The right side box also encloses the reversing lever pivot (Section 7.4). To their rear similar, but wooden, boxes provide storage space.

The steel fall-plate has two hinge brackets riveted to its leading face. Their forked ends are hinged to two eye bolts, fitted in the rear of the cab support brackets, with nuts and bolts.

Fig. 11.6 Cab floor and fall-plate 60

11.4 Cab Body 11.3 Cab Seats and Running Boards Photographs of locomotives contemporary to #40 show a number of variations of style around a basic cab design. 2 in thick wooden planking is placed on top of the cast support brackets, and the angle irons riveted to the tops of #40 was stated to have been originally fitted the side supports, to which they are bolted. The with a cab similar to that fitted to shop #s191-3 planks form seats for the cab, and their forward (Drawing #1501, CB, p.252). However, the extensions serve as the main running boards surviving cab, although similar in layout, has (‘runboards’, CB, p.252). The planks were several differences from that shown on the probably replaced in the 1920s; their overall width drawing. It might be #40’s original cab now exceeding that seen pre-1910 (compare Figs. modified over time, or a replacement cab off 11.12 and 11.14). On the right side, a leather-topped another locomotive. Its overall dimensions are wooden storage box, which is screwed to the planking, would have served as a seat for the driver. 70½ in long, 99½ in wide over the cab walls, and 54 in high from the running boards.

Fig. 11.7 Right side cab seat Fig. 11.11 Cab design for shop #s191-3, adopted for #40 (Drawing #1501) The running boards extend 9 ft 11 in beyond the cab at boiler waist height, reducing from three planks wide to two Fig. 11.12 Cab front and left side pre-1910 (Photo. part way along. On both sides they are supported by, and bolted to, two forged iron brackets. The rear brackets CMST 670008SI, McGee Ref. 15) are bolted through the firebox wrapper plate. The forward ones are made up of two iron sections which are bolted to the boiler plate. Clips for supporting the The earliest, pre-1910, photograph of #40 boiler water-feed pipes are shows a bowed roof profile and window bolted to the underside of pattern unlike that of drawing #1501. the running boards. However, it had the same form of roof and window pattern of its sister locomotive (shop #238) photographed in the late 19th century.

Fig. 11.9 Left side main The surviving cab still has the same formation running board and rear as #238, but has been modified since pre-1910, support bracket (underside possibly arising from replacement of decayed and rearwards view)

Fig. 11.8 Left side main running board (rearwards view)

At the leading ends of the main running boards, further boards are provided, but 10 in below them to allow passage for the water-feed pipes and access to the check valves. These 5 ft long forward running boards are also supported by forged iron brackets bolted through the boiler shell.

timbers.

Fig. 11.10 Left side main and forward running boards 61

Fig. 11.13 Cab front and left side of shop #238 (Photo. MHS 33-68) Fig.11.14 Cab front and left side (a) Right side (b) Left side pre-1925 (Photo. CMST 670008SI, DM Ref. 16) The original cab front (CB, p.242) was a 4 ft wide cast iron plate with a semi-circular bottom, that sat over the The doors both open outwards with hinges screwed to the corner posts. There are no door frames, and jambs are firebox crown, and which had two “square windows” (Drawing #1501). It was flanked by left and right side nailed to the corner posts, stanchions and roof timber. wooden frames and doors. The surviving cab front is of wooden construction, with the exception of a pair of The doors have small iron handles at mid-height and wrought iron or steel plates. These together have a variable-opening restraints for ventilation at the top. semi-circular bottom edge, seating over the firebox These take the form of iron bars fitted to hinges on the crown, with the horizontal upper edge 7 in above. upper door panels. The left side bar has been fitted to a

The plates are bolted to two stanchions and a cross- slider with a tightening handle, and with freedom to rail. Above the cross-rail are two fixed rectangular move along an iron bar bolted to the cab side. The right windows, separated by a central plank. The assembly side slider is, however, absent, and a replacement hook is topped by a slender rail. has been fitted, perhaps in 1950. Fig.11.19 Left side door restraint (disconnected)

Fig. 11.15 Cab front (exterior) The front roof beam, with a curved top, sits over the whole cab front assembly, and is anchored on the inside with Fig. 11.16 Cab front (interior) two diagonal wrought iron stays (Fig. 11.16). The stays are fixed at the lower ends to the firebox crown with

Holes in the right side plate allow passage of the studs and nuts. Their upper ends, which are threaded, are fitted through angled eye brackets and secured with nuts. operating rods for the cylinder drain cocks (lower), The cast iron eye brackets include the pattern number 713 in the style of the GTR, indicating their pre-1903 origin. and the sand box (upper). Two further holes adjacent There are two holes in the roof beam, one on the left side for the bell-cable (section 11.5), whilst that on the right to the latter suggest that it has been re-positioned on side, for the whistle-cord, has been enlarged at some stage. two occasions. The change probably arose because of The left and right cab sides are all-timber and have been modified by the CVR, probably in the 1920s re-fit. They the proximity to the injector steam pipe following its are formed of two corner posts joined by a beam up to roof height, and bottom planks inserted between the corner installation, probably in 1890 (Section 9.5). This posts. The planks are reinforced on the inside with top and bottom railings, and on the outside by steel plates, and suggests that the front plates, and perhaps the whole cab, pre-date the fitting of the injector. drawn together by exterior round-headed bolts and interior nuts. The plates replaced the former beading (Fig.

The cab front, extended over the left and right platforms to the corner posts, has doorways with 11½ in high sills. 11.12). Horizontal grab rails have been fitted to the upper exterior of both sides (Fig. 11.14). The corner posts, stanchions and sills are bolted to the platforms by interior corner angle irons shared with the side The sides are secured to the platforms by interior panels. The 35¼ in high, 17 in wide doors, with lower beaded panels, corner angle irons, shared with the front and rear have different upper profiles. The right side door has an arched cab structures. Their tops are secured by wrought window top, whilst that on the left side is horizontal. Both windows iron stays, bolted to both the beams and corner were originally arched, but posts, which pass down through the platforms to the left side top was replaced which they are bolted on their underside. The right by the CVR sometime after rear corner post has a tubular holder probably for 1925, possibly following the driver’s notices.

decay to the upper Arched side windows, in place before 1910 (Fig. woodwork. 11.12), were also replaced by the CVR in the 1920s.

Between the beams and the lower panels fixed

square windows are in place at the front ends. Fig. 11.17 Cab doors: Fig. 11.18 Cab front, with arched door windows - 62

Sliding windows occupy the rear ends when closed. They slid in top and bottom guides along the length of the underside of the side beams. These were probably fitted in the restorations of 1950/51. sides. Handles and two guard-irons are fitted to the sliding windows. Fig. 11.24 Right side ornamental roof bracket Fig. 11.20 Cab left side interior The 24⅜ in wide re ar cab ends are each formed of corner posts and 11.5 Bell-Pull and Bell inner stanchions joined by cross-rails at the bottom and mid-point. A bell-pull communication system was used by early railways, including the GTR. A cable from the train passed The tops of both left and right sides are formed of, and united by, an through a hole in the centre of the rear roof timber and through a similar hole in the rear roof support. After arched beam, also serving as a roof support. A horizontal iron grab passing through this hole the cable was diverted to the left around a sheave screwed into the front face of that handle is bolted to the rear face of the beam. The upper parts of the beam. The cable continued forward under the units are fitted with fixed arched windows, and the lower parts have cab roof and exited through a hole in the cab beaded panels. The cab ends are bolted to the platform with interior front beam (Fig. 11.16). The cable was fitted to corner angle irons, shared with the cab sides. the bell lever, and could be operated by the train The tops of the grab handles for mounting/dismounting (Section 11.1) conductor or by the stoker. are bolted to the corner post lower sides. The handles curve round the Fig. 11.25 Rear roof support with cable route and platforms, which are recessed to assist grabbing (Figs.11.12-11.14). she ave (rearwards view)

Fig. 11.21 Right side rear cab end Fig. 11.26 Bell-pull cable run fitted to Portland shop The cab roof is arched, rather than being pitched from a central apex as shown on drawing #1501 (Fig. 11.11). It #246 (Photo. MHS 33-95) is supported by three arched beams, above the cab front and rear ends, and another mid-way between. The roof is cantilevered rearwards from the cab, and is stiffened by a frame-work of two longitudinal side beams and a rear arched transverse timber.

Fig. 11.22 Cab roof profile (forward view)

The ornate cast iron bell cradle was originally fitted on the leading boiler ring, the bell-pull cable passing to the Fig. 11.23 Cab roof (rearward view with door removed) left of the steam dome and sand box. With the re-boilering in 1890 the bell cradle was re-positioned to the firebox The roof is formed of tongue and grooved planks, crown, to which it is fitted probably from the 1920s re-fit, and covered in felt. The with studs and nuts. By sides only have a 3 in overhang, compared to the larger comparison with the bell pre-1920’s overhang (Fig. 11.12). A hatch is located in cradle photographed on sister the middle of the roof. It has a door of similar form to the locomotive, shop #238, the roof itself, with front-end hinges. cradle appears to be an original casting. Within the cantilever framework, storage boxes for flags, Fig. 11.28 Bell assembly on shop track detonators and other equipment have been fitted on #238 (Photo. MHS 33-68) both left and right sides (Fig. 11.21). Ornamental roof brackets are bolted to the rear of the cab ends and the Fig. 11.27 Bell, holder, lever and cradle 63

The cast iron bell-holder has a shaft which swings in bearings in the upper cradle arms. The shaft protrudes on the wheels just above rail level. They are held in place by clips bolted to the frame. left side, to which the lever is keyed. These also appear to be original, but the brass bell has no identity to determine its origin, and the original diamond-top finial (Fig.11.26) has been replaced by a round brass one. Fig. 11.31 Left side sand feed pipe

11.6 Sand Box 11.7 Hand Rails

The sand box is fitted over the leading boiler ring. Its form resembles that of the steam dome (Section 9.3). It has a 3 ft 4 in diameter cast iron plinth which is probably bolted to the boiler barrel, although this was not viewed due to the presence of the cladding. A cast iron lower ornamental ring is fitted over the plinth’s upper flange. A cast iron barrel is fitted over the ring’s upper flange, and this is mirrored at the top by a cast iron upper ornamental ring. A sheet brass casing (‘ornament’, CB, p.245) surrounds the barrel.

The cast iron convex cover is fitted over the upper ring, to Fig. 11.32 Right side hand rail rear end which it is secured with four peripheral bolts. In the centre of the cover there is a filling hole, into which fits a The left and right side 1½ in diameter iron hand rails have been inserted through eyes in iron supports fitted along cast iron lid. The sand box is probably original, although the length of the boiler, and into end holders bolted to the cab front plates. The three rearmost supports on each the lid appears to be a replacement for one with a diamond side have threaded horizontal rods fitted to the cast bases of the bell-holder, steam dome and sand box. The fourth finial (Fig. 11.26). supports at the leading end, have threaded ends, which are fitted through the smoke box shell and secured with nuts (Fig. 10.10, Section 10.2). Fig. 11.29 S and box (forward view)

Fig. 11.30 Sand discharge control rod and lever

The sand discharge control handle in the cab (Section 11.4 – cab front) is at the end Fig. 11.33 Right side hand rail as fitted for cylinder drain cock operation on shop #316 (Photo. MHS 33-71)

of a control rod which is routed along the top of the boiler (Figs. 11.15 and 11.16) to The right side hand rail used to rotate a quarter turn in the eyes, a link at the forward end opening and closing the the right of the steam dome. The rod is fitted to a sand discharge control lever cylinder drain cocks (Section 6.6). The leading support was then fitted into the plinth of the chimney stack. This which passes through a slot on the right side of the plinth. The sand discharge arrangement was set aside and the rod fixed, probably by the GTR, at which time the forward support was re-fitted valve, with approximately 20 degree to the smoke box. movement, is incorporated within the plinth. Lamp brackets remain fitted to the leading ends of the hand rails on both sides. They would have been fitted by the GTR for displaying colour lights in accordance with its operating regulations. Sand feed pipes exit the plinth on the left

and right sides. The upper pipe ends are

secured through flanges which are fitted to the plinth with studs and nuts. The pipes Fig. 11.35 Colour are routed diagonally from the dome to a light lamp fitted to point in advance of the leading driving lamp holder on shop 64

#253 (Photo. NAC 200781580)

Fig. 11.34 Left side lamp holder Appendix - Identification Marks (1) No. Description Location Material Mark Identification No. Description Location Material Mark Identification Frame Cylinders and Driving Motion E21096 C.S.F.L. AAR HT E50 FR1 'Knuckle' Coupler Front Cast steel Cast CY1 Piston rod Right side Forging Stamped 40 R C SF 5 -51 FR2 Rear draw casting Centre Cast iron Cast GTR 115 CY2 Crosshead Left side Cast iron Cast GTR

Wheels CY3 Crosshead Right side Cast iron Stamped 40

W1 Front driving wheel - crank pin Left side Steel Stamped LD 378 CY4 Crosshead slide top Left side Cast iron Stamped 7

W2 Front driving wheel - crank pin Right side Steel Stamped RD 378 CY5 Crosshead slide bottom Left side Cast iron Stamped 8

W3 Front driving wheel - balance weight Left side Cast iron Cast F CY6 Crosshead slide top Right side Cast iron Stamped 4

W4 Front driving wheel - balance weight Right side Cast iron Cast F F CY7 Crosshead slide bottom Right side Cast iron Stamped 3

W5 Rear driving wheel - crank pin Left side Steel Stamped LT 378 CY8 Crosshead bottom slider Left side Brass Stamped 8

W6 Rear driving wheel - crank pin Right side Steel Stamped RT 378 CY9 Outer slidebar lubrication pot Left side Brass Stamped G.T.R

W7 Rear driving wheel - balance weight Left side Cast iron Cast F CY10 Inner slidebar lubrication pot Left side Brass Stamped G.T.R Co

W8 Rear driving wheel - balance weight Right side Cast iron Cast F CY11 Outer slidebar lubrication pot Right side Brass Stamped G.T.R

W9 Rear driving wheel - tyre Left side Steel Stamped C A 25 30 52 9 CY12 Inner slidebar lubrication pot Right side Brass Stamped G.T.R

W10 Rear driving wheel - tyre Right side Steel Stamped C A 25 30 52 9 CY13 Connecting rod - little end bearings Left side Brass Stamped L 40 on both

W11 Front driving axle - box Left side Cast iron Stamped 40 LD CY14 Connecting rod little end - lubrication grease pot Left side Steel Stamped PRIME ALEMITE PAT'D 1265

W12 Front driving axle - box keep Left side Cast iron Stamped 40 LD CY15 Connecting rod - little end bearings Right side Brass Stamped R 40 on both

W13 Front driving axle - box Right side Cast iron Stamped 40 RD CY16 Connecting rod little end - lubrication grease pot Right side Steel Stamped PRIME ALEMITE PAT'D 1265

W14 Front driving axle - leading spring-hanger Left side Forging Inscribed RF CY17 Connecting rod - big end Left side Forging Stamped L362 L 40

W15 Front driving axle - leading spring-hanger block Left side Cast iron Cast GTR 304 CY18 Connecting rod - big end brasses Left side Brass Stamped 40 L on both

W16 Truck - truck rail Left side Forging Inscribed LR CY19 Connecting rod - big end brasses Right side Brass Stamped 40 R on both

W17 Truck - inner equalizing beam Right side Forging Inscribed LF CY20 Coupling rod - leading end brasses Left side Brass Stamped L 1 on both

W18 Truck - rear horn Left side Cast iron Cast GTR CY21 Coupling rod - leading end brasses Right side Brass Stamped R3 on both

W19 Truck - rear horn Right side Cast iron Inscribed RB RB CY22 Coupling rod - trailing end brasses Left side Brass Stamped L 2 on both

W20 Truck - truss-stay Right side Cast iron Cast GTR 219 CY23 Coupling rod - trailing end brasses Right side Brass Stamped R 4 rear only

W21 Truck - front axle bearing Left side Brass Inscribed LF LF 2 3 Cab and Boiler Top Fittings

W22 Truck - front axle bearing Right side Brass Stamped 40 1 CA1 Cab front diagonal stay bracket Left side Cast iron Cast 713 7 - 25'16. DAVIS 11 - 15 - 24 A.S.F. W23 Truck - front wheel outer face Left side Cast steel Cast CA2 Cab front diagonal stay bracket Right side Cast iron Cast 713 PRO. PAT 7 - 25'16. DAVIS 11 - 15 - 24 A.S.F. W24 Truck - front wheel outer face Right side Cast steel Cast CA3 Cab support bracket Left side Cast iron Cast GTR 19 GTR PRO. PAT TAPE 7 - 25'16. DAVIS 4 - 22 - 24 A.S.F. W25 Truck - rear wheel outer face Left side Cast steel Cast CA4 Cab support bracket Right side Cast iron Cast GTR 18 PRO.PAT 7 - 25'16. DAVIS 5 - 6 - 24 A.S.F. W26 Truck - rear wheel outer face Right side Cast steel Cast CA5 Bell - bridle Left side Cast iron Cast F PRO. PAT TAPE A.N. 1918 W27 Truck - rear wheel inner face Right side Cast steel Cast W 4012 CA6 Bell - bridle Right side Cast iron Cast F

CA7 Bell - stand Centre Cast iron Cast F Appendix - Identification Marks (2) No. Description Location Material Mark Identification No. Description Location Material Mark Identification Firebox Valves and Valve Gear

FB1 Firebox protection plate Centre Cast iron Cast GTR V1 Expansion link Left side Forging Stamped L 362 L 40

FB2 Firehole door Centre Cast iron Cast 111 GTR V2 Expansion link Right side Forging Stamped R 362

FB3 Firebox - rocking grate bracket Left side Cast iron Cast GTR 13L V3 Reversing shaft bracket Left side Cast iron Stamped L 362 L 40

FB4 Firebox - rocking grate bracket Right side Cast iron Cast GTR 13R V4 Reversing arm Right side Forging Stamped 233

FB5 Firebox - blow-down valve housing Centre Cast iron Cast 62 V5 Rocker box Right side Cast iron Cast 46 GTR

FB6 Firebox - blow-down valve lever Centre Cast iron Cast GTR 38 V6 Rocker arm pin Left side Cast iron Stamped L 362

FB7 Firebox -frontplate - three mud hole plugs Centre Brass Cast CN V7 Rocker arm pin Right side Cast iron Stamped R 362

Boiler V8 Valve bridle Left side Forging Stamped 40 L

B1 Injector - body Left side Brass Cast 7 GTR V9 Valve Left side Cast iron Cast GTR 139

" " " " Stamped 99 on water feed flange " " " " Stamped 40 L L 362

B2 Injector - body Right side Brass Cast 7 GTR Cab and Boiler Top Fittings

B3 Injector - tender water feed valve flange Left side Brass Stamped 99 CA1 Cab front diagonal stay bracket Left side Cast iron Cast 713

B4 Injector - tender water feed valve flange Right side Brass Stamped 77 CA2 Cab front diagonal stay bracket Right side Cast iron Cast 713

B5 Injector - steam feed pipe Left side Brass Cast GTR CA3 Cab support bracket Left side Cast iron Cast GTR 19 GTR

B6 Injector - steam feed pipe Right side Brass Cast GTR CA4 Cab support bracket Right side Cast iron Cast GTR 18

B7 Injector - boiler water feed valve Left side Brass Cast 67 CA5 Bell - bridle Left side Cast iron Cast F

B8 Injector - boiler water feed valve Right side Brass Cast 67 CA6 Bell - bridle Right side Cast iron Cast F

B9 Injector operating valve Left side Brass Stamped [Indecipherable] CA7 Bell - stand Centre Cast iron Cast F

B10 Injector operating valve Right side Brass Stamped ASBESTOS PACK[?]

B11 Sight-glass drain valve Left side Brass Cast PENBERTHY PAT. 1.12.26

B12 Regulator lever Centre Brass Stamped GTR 362 40

B13 Regulator quadrant Centre Brass Stamped GTR 362 40 UTICA STEAM GAUGE CO UTICA B14 Steam gauge Centre Brass Engraved NY 35724 B15 Whistle - bowl Centre Brass Stamped 05

B16 Whistle - steam pipe Centre Cast iron Cast GTR

B17 Safety valve body Left side Cast iron Cast 8

B18 Safety valve body Right side Cast iron Cast 8

B19 Dome cover - flange Left side Cast iron Cast F

B20 Dome cover - flange Right side Cast iron Cast F Smoke Box and Chimney

S1 Smokebox door hinge - fixed Front Cast iron Cast 21 GTR

S2 Smokebox door hinge - opening Front Cast iron Cast 6A GTR S3 Chimney saddle Centre Cast iron Cast 16 GTR