Restoration Scrapbook

For an overview, please see the restoration timeline.

We acquired the #4 from a railyard in Utah. Here is what it looked like. We shipped it to San Francisco on a flat car and unloaded it. The first thing did was to do a hydrotest and we found the boiler was basically sound, but with the anticipated problems of a 75-year old locomotive. Then we removed the flues from the boiler and turned our attention to the frame and cylinders. That's when we found the hole in the steam delivery port in the cylinder casting.

locomotive unloading--about to touch san francisco rails for first time in 65 years

Sporting a short lived coat of latex paint, the #4 rests at GGRM after arrival.

Steve and Reggie remove the 2" flues from the front of the smokebox

<<close up photo of hole in casting to be posted here...>>

Upon knocking away the rust reveals the cylinder problem. This section of metal was once 1" thick. carbons from the exaust soot in the smokebox makes for a very dangerous problem when rain water turns it into a metal eating acid. (If you've got a steam engine in your town part, make sure the smokestack gets covered to prevent this happening)

This was serious cause of concern, the locomotive could not run unless this was repaired. Two different processes would be tried in the next few years, but in order to get to the repair a full teardown was called for. The boiler would have to be removed from the from the frame.

Removing main pin from crosshead: Jack Hogan swings a sledge while Cris Hart holds a flatter (1/2" thick copper plate)against the pin. In the end the crosshead would have to be separated from the piston rod in a press.

Cris, Marshall and Deborah removing the front of the smokebox.

Engine conisting of boiler on frame. Running boards are still attached. A short trip down the track to the shipyard crane and back again....

Now the frame would be rolled into the GGRM shop building now that the boiler has been removed.

Cylinder Repair Plan A

Our initial repair to the rusted cylinder casting was to preheat and braze to the old cast iron. Here an electrical heating system is applied to provide a base working temperature for the welder. This repair failed a water pressure test and the brazing was ground off. We believe the carbon contamination to the metal and poor quality of the cast iron prevented an effective seal from being made. These pictures show these steps:

Applying heating pads--the Industrial heating equipment donated

Patch before Brazing

Paul Kapunia with torch & brazing rod. The cylider has insulation over it to stabilize the temperature and retain heat.

Cylinder Repair Plan B

With the brazing not taking to the cast iron we decided to remove the rusted area and cut into fresh metal and machine a matching piece. This would prove successful it just took some time to design and implement:

Irv Stevenson takes a final cut on the cylinder saddle - finishing a new a flat face to seal the steam pipe against in September 1999. The steam is delivered to the cylinders thru the top of the saddle, and new pipes will be fabricated to match the parts Irv made. Here we have a Bridgeport milling machine head fixed to a bracket designed for this repair. A special cutting head that feeds outward was attached to the Bridgeport.

Restoration progresses as switch engine goes back together!

In 2002 volunteers finished the frame with gloss black paint and returned it to the inside of our shop. In 2003 we purchased new springs, cast new shoes and wedges, painted the driving wheels and most importantly completed the task of tramming the engine - a measuring process that assures the engine runs well on track. This followed welding repairs to the frame -- donated by All Metals Welding-- and the driving wheels repair -- by Koffler Electric and the Golden Gate Railroad Museum Volunteers efforts over the last few years.

Professional prep and paint job - an all volunteer effort. The frame weighs in at just under 20,000 pounds. It sits here on stands facing the railroad track where it was disassembled.

This wheel that's chucked in this lathe is nearly five feet across and weights nearly two tonnes. here the left #2 journal is being turned smooth where is had gouges and grooves. The bearing surfaces on all of the #4's three axles were turned here at Koffler Electric in San Leandro. Their lathe is normally used to turn shafts of electrical generators for power plants. Thanks to Koffler Electric for donating a substantial portion of the work.

Upcoming Work

The bearings for the axles and the mechanism that anchors them are being repaired now. As this reassembly draws to a close we'll turn out attention to the tender before returning to the locomotive boiler.

Tender water tank: This water tank, damaged on the outside by fire in the 1960s when in the scrapyard, rusted thru from the inside, is to be replaced.

Tender oil tank. The fuel oil protected this from rust and it was not exposed to the fire so fortunately all it needs is prep & painting

New Cab: Also damaged by the fire in scrapyard, two feet cut off the back overhang, and mostly replacement pieces, this is a candidate for replacement. A new roof has been formed to the original profile and the rest can be constructed of flat plate, with an interior finishings of wood, 2 doors that open onto the running board, and sliding windows.