Push Gathers Steam to Restore a Historic Loco
J515 Updates from the Seymour Railway Heritage Centre
Rare Arnott's biscuit van restored
In our last blog posting we concluded the CLF project. With that loco gone and now hauling trains, and a few other things like some attention to P22 completed, P23 waiting for a piston coming from the US, and no other diesel issues to attend to, we have begun or is it re-begun another loco task come project.
It is now many years since we obtained T382 from Pacific National. Its restoration was begun around 12 years ago and was put in abeyance around 2012 with more pressing things to deal with. Since then we have from time to time done some work as opportunity has presented.
In the current virus climate with no train operations, maintaining financial viability has been an important consideration meaning most projects have been halted to maintain funds. There is a plus in that time is available and if only minimal spending is needed, works can proceed. T382 falls into this category.
It has had a peculiar engine noise which was the reason it was withdrawn years ago. We had previously fitted new oil pumps, water pump and shaft drives without solving the problem. A week or so ago, the so called experts put their heads together and came to the conclusion that the noise sounded like a gear train problem in the accessory drive.
This is the accessory end or front of the engine in T382. It is a 8-567CR type but there is little difference between 6, 8, 12 and 16 cylinder 567 of 645 engines.
To explain what we see, we will start by identifying the twin fuel filters middle on the left side. The box type arrangement with the loose square lid and two circular covers is the oil suction box. It is fed by the scavenging oil pump which draws oil from the engine sump. The scavenging pump itself is low down on the far side and is hidden behind the coupling in the lower fan drive shaft which extends from the lubricating oil and piston cooling (oil pressure pump) pump.
Between the oil pressure pump and the fuel filters is a hole where we have already removed the water pump. Above the oil pressure pump and right of the missing water pump is the right angle drive that supports the governor._____________________________________________________________
Around the other side and we have a clear view of the scavenging pump with a pipe coming out the top. The two fan shafts are above, the traction motor cooling fan and lower and middle of the engine is the radiator fan drive coming off the oil pressure pump. The cylindrical thing lower left is the oil cooler with some pipes already removed and to the right is the frame where the oil filters normally sit but we mhave already removed these to aid access.
Finally the accessory drive housing is the cover on the end of the engine to which all the pumps and governor drive mount._____________________________________________________________
On the bench this is some of the oil and water pipes that have been removed from the engine. To get to the gear suspected as being the problem, pipes, pumps and then the accessory drive housing cover all have to come off._______________________________________________________________
Out of the loco and on the floor is the scavenging pump lower and the oil filter assembly behind._____________________________________________________________
Back to the loco and the scavenging pump is out obviously because it is on the floor as we saw in the previous picture. There is a chain pull hanging from the roof which was used to make getting the scavenging pump out a bit easier._____________________________________________________________
Jumping ahead a bit, with the accessory drive cover now removed and at the top is the governor drive gear and at the bottom is the accessory drive gear on the crank shaft. Right at the bottom the floor of the bilge is covered in rags to soak up the oil and water that always collects there.___________________________________________________________
This diagram from the EMD engine manual shows the gear and drive arrangements at the front of an engine. Although it actually relates to a 12 or 16 cylinder engine, for an 8 cylinder engine the right hand side water pump is not needed and is replaced by a shaft drive that is used to drive the traction motor cooling fan shaft.
The middle pump drive LO & PC is Lube Oil & Piston Cooling. The first figures under the various gears is the gear ratio and the bottom figures are the number of teeth on that gear.______________________________________________________________
This the accessory drive gear on the crank shaft. In behind the disc plate is a spring arrangement that provides resilience in the gear train to the pumps to prevent fluids in the pumps creating destructive shocks on the gear teeth.______________________________________________________________
The governor drive gear. Already removed is a plate that is fastened by 6 bolts that provides a connection to a spline that drives the governor._____________________________________________________________
So now to the root of the problem. The governor drive gear out of the engine is on the bench and is sitting on top of another from the store for comparison. The lower gear has perfect shape and form whilst the gear removed shows significant wear / damage on the tops of the teeth demonstrated by the shiny, smooth and irregular surfaces.______________________________________________________________
A close up of the worn / damaged gear out of the loco. At the very upper end of the teeth they are near correct shape but from there down they are irregularly worn, partially flattened.______________________________________________________________
A close up of the worn / damaged gear out of the loco showing the part number at the top and the serial number lower. Sixty five is the year, A is for the first month in that year and 42 is the 42nd one of these made in that month.month. On the end of some teeth can be seen some distortion signified by the reflections.______________________________________________________________
The replacement gear from our store. Over the years we have acquired quite a lot of engine parts including lots of gears, so having to contemplate replacing significant parts does not scare us at all.
This time the serial number is put on the other way around. This one was made in June 1976.______________________________________________________________
Does the damaged gear and replacement gear in the photographs suggest we have found the cause of the engine noises.
Absolutely it does. The wear on the governor gear will certainly create a whine noise in the gear train. The question is how did it get that way?
We think that during Pacific National use, the water pump was replaced and the gear on that pump must have been damaged, possibly by poor installation techniques. The pump with the damaged gear was probably changed to try to eliminate noise but as the governor gear had picked up damage, the attempt was not successful._____________________________________________________
Reassembly of the engine is now underway. Once that is done, the fit-out of the cab needs to be finished and then we have another operational loco in the fleet. ___________________________________________
A month or two should see this project also completed.
More news in the next blog.
This article first appeared on srhcblog.blogspot.com
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