Frame assembly completed!

Progress photos by Rob Bishop

Trial fit of front dragbox 

(The front frame stretchers are offset; the coupling is in the middle of the buffer beam!)

Drawbeam assembly ready for the paint shop

The lay shaft is a huge lump of steel which runs across the full width of the loco at the front. It is static and the two prominent ‘bearings’ in the frames support the fixed shaft. The rotating component is the ‘sprocket sleeve’. This is the layshaft. The sprocket sleeve sits on the left hand (polished) end. The milled flat on the shaft feeds oil to the Sumet metal (bronze) bearings fitted inside the sprocket sleeve.

The sprocket sleeve

The sprocket sleeve itself

The splined sprocket sleeve carries the large gear wheel, driven by the gearbox, the drive chain sprocket & the transmission brake drum. While the drive chain sprocket is machined to fit the splines the gear wheel and transmission brake are secured by keys. To re-gauge the loco the position of the drive sprocket can be varied by inserting different spacers onto the sprocket sleeve.

When first built the frames on KS4415 were continuous on both sides. Making the front section of the frames removable makes a lot of sense when it comes to installing the sprocket sleeve onto the layshaft. Dave High ponders how to make the sling slide through the footplating. Was the frame modification made in 1929 to facilitate re-gauging to 3’ for use at Castlederg?

The spectacular Thrackway washer which secures the layshaft to the end bearings.

The sprocket spindle before & after. 

(Gearbox still to restore. Transmission brake pads to re-fit)

All wheels turned

Chains delivered

Felt seals manufactured for axleboxes

Axleboxes assembled & fitted to the radius rods. 

(The hind wheelset is on the left, this has only one chain sprocket 

which is on the other side, out of camera shot)

A chance for the wheelsets to shine and re-create two images from "15/- change".  

(Unlike the "15/- change" images, the sub frames have already been attached to the main frames. 

The hollow box section in the spring clamps was a temporary measure to hold the axleboxes level while the chain tension was being adjusted)

With the springs fitted and the box section removed the wheelsets do their own thing 

as Matty Wolstenholme & Ed Ford propel them towards the frames.

Having briefly shone, the wheelsets become accustomed to life in the shade.

The clevis which attaches the rear radius rod to the frame. 

(This section of frame replaced as part of the restoration)

Dragbox installation

Big nuts. 

Although the project  uses imperial fastenings, 

the modern dragbox has been assembled with metric set screws.

Chopper coupling fitted

The ‘split face’ chopper couplings are recovered old units, similar in appearance those fitted in early 1929. Ultimately the loco will be fitted with side chains too.

Brake gear erected; the brake blocks have subsequently been fitted.

The completed frame assembly.
 The handbrake stanchion bolts to the cast iron cab floor, 

which is supported by two further upright castings

Component preparation

Photos by Rob Bishop & Emily High


Three views capturing some of the bits that have recently been grit blasted, which provide a flavour for activities later this year.






The big bits in the foreground of this image  include the (from right to left), the covers for the cam shaft/ valve push rods and the gear train from the MDB4 engine (see photo below), followed by the cover for the gear wheel on the lay shaft, which forms part of the final drive and the casting which carries the starting mechanism (see 8th March 2017 update)

This is the final drive from the gear box to the lay shaft, which is protected by the cover in the centre of the first image. The ‘shadow’ of the cover can be seen. The upper strap of the transmission brake is also visible in this view.













The large wheel on the left of the view  is the drum for the transmission brake. Other transmission brake components on view include the two crescent shaped plates (centre) and the brake shoes (rear), see 8th March 2017 update for the relationship of the transmission brake bits. The other components visible include the drive pulley for the water pump/ fan belt, a cab stanchion, parts from the lay shaft and the engine starting mechanism.














An easy one to spot. The cab rear sheet, complete with drivers’ seat.

Turning the wheels

Photos by Rob Bishop

A short and sweet report.

The picture of Rhys Hughes below says it all - the wheels for KS4415 are being turned and the journals skimmed...

The frames turned over

Photos by Rob Bishop

After two years lying on their back, the frames have now been turned over and are now the right way up, so here are a few general views to place the various components into context. This photo from the rear of the loco shows the sub-frames in position, with the spring pockets bolted on and also the brackets for the brake gear fitted to the underside of the floor. The brake weigh shaft is to the left, under the cab floor and the angles which will carry the drag box can be seen behind the front buffer beam. Dave Hatt is about to put in a cameo appearance to rivet in the upper drag box angles.

This view from the front clearly shows the welded in repair to the rear frame stretcher (bottom)

Frames right side up:

          

                                                      July 2015

April 2017

Engine Mounts

Contrasting views of the engine mounts before and after:

The semi-circular mount was for the dynamo. The heavily rusted cab floor plate was originally riveted in. The replacement will be fitted with set screws to allow access to the dragbox for maintenance. 

While the upper surface of the floor is heavily pitted, it is still fit for purpose and has been retained, in line with the conservation ethos of the project.

The Brake Linkage

Photos by Rob Bishop

The next few photos of odd bits of bar will make a lot more sense if you understand how the brake gear works. The pull rods act on two suspension arms, on the centreline of the loco. The suspension arms act in turn on two short links which pull on the carrying arms which carry the brake blocks. The carrying arms are themselves hung from two suspension links, all coloured luminous green in the section below.

These are the brackets for the suspension links. Central bracket for the pull rod link, outer brackets for the carrying arm.

The rear assembly. This pivots from the frame via the top hole, with the pull rod acting on the bottom hole. The brake block bolts to the outer hole on the carrying arm while the inner hole is for a clevis to carry the suspension arm. The carrying arms are shaped to clear the flanges.

The carrying arms, fitted with clevises for the suspension arms. Note the rather crude flame cut finish.

Both carrying arms complete with suspension links.

The suspension links fitted to the frames. This is the front unit. The bracket on the central link is for a release spring, which connects via a hook to the hole in frames. This spring pulls the brakes off the wheels when they are released.

Drag Boxes

Photos by Rob Bishop

The lack of recent news does not reflect a lack of recent progress. This report focuses on ‘new’ construction. KS4415 has never had a ‘drag box’ per se, merely couplings and buffers attached to the buffer beam. In early 1929,  KS4415 was fitted with chopper couplings to allow it to be used on passenger trains on the WHR. This is the period the restoration aims to represent. How the chopper couplings were fitted is unclear. Getting the coupling arrangement right is essential for the safe operation of the locomotive so we are shamelessly adopting current technology. To provide an idea about what we are currently fitting, here is ‘the answer’, in this case fitted to new FfR observation car 152.

Dragbox Assembly Car 152

The drawbar pivots in a crosshead. The crosshead is supported on two large bolts, with a series of rubber pads providing springing for both haulage and buffing loads. On KS4415 space to install this arrangement is limited, so rather than being fixed to a frame stretcher the dragbox assembly will be fixed to a strengthened buffer beam.

One of the crossheads for KS4415

The bufferbeam marked out for the new slot
to accommodate the coupling

Spare’ holes welded up, and new slot cut

A doubling plate has been fitted inside the frames

Having welded the old holes up Matty Wolstenholme drills
 a new row of holes. These will be used to rivet a pair of angles
 inside the frames which will carry the dragbox.

New holes, meet old holes

The angles used to fit the drag boxes to the frames
have been riveted in. The two bars labelled ‘top’ and ‘bottom’
are the start of the dragbox and are bolted to the angles.

The rear unit is more bijou.

Update 8th March 2017

Photos by Rob Bishop

In the last update the transmission brake received a mention. Despite looking quite fossilised, it stripped down nicely and all of the components are reusable.

Transmission brake dismantled

The subframes have now been fitted and the grey top coat applied. This view looking to the rear of the frames clearly shows the rear frame stretcher repair and also the repaired areas of the sub frame.

Subframes looking back

This is the view looking forward, showing more of the sub frame repairs and the various brackets which carry the brake gear, with the slot and cut away section of the frame where the transmission chain from the lay shaft comes back onto the leading axle.

Subframes looking forward

Assuming that you are interested in watching paint dry, here is an overall view of the chassis. The 1 ½” hole in the frames at 5 o’clock to the large layshaft bearing hole is to take the ¾” bore pipe which connects the exhauster to the train pipe. 

Chassis side view

The ‘T' which protrudes through this hole, can be just seen in this 1929 view (now located at 11 o'clock to the layshaft), with a witness streak ‘crying’ from it .

1929 view

This interesting assembly came with the MDB4 engine from Armley Mills and is part of the starting mechanism, which is located in the cab below the radiator. I’m struggling to recall how it all works, the upper shaft (with the square end) is in line with the Diesel engine crank shaft, while the lower shaft is connected (via a chain drive) to the Blackburne donkey engine. If you put the starting handle on the upper shaft you can turn over the Diesel engine, but by disengaging a dog clutch you can use the same handle to start the donkey engine. The outer rim of the lower gear wheel is part of a band brake; the strap for which is in situ below the wheel. When this brake is applied, via a small handle (missing, but pivoting in the bracket bottom left) the drive from the Donkey engine can then be used to turn over the Diesel. I’m aware that I have missed something out here, it will all become clear in another thrilling instalment.

Starting mechanism

Getting back to a specialism we all understand, here is more paint drying, this time on the axle boxes & handbrake stanchion.

Axle boxes and stanchion newly painted