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Kelly do you guys know how the dent got into the boiler? Was it from years of use?

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Well that explains that haha. Thanks.

Those new nozzles are a piece of artwork!

In the linked threads the phrase "stress relieving" is mentioned several places. I assume this refers to a process done to relieve stress built up due to welding? How exactly is that done?

Could you please explain it a little more?

Chris a steam novice.

Stress relieving in this case is heating the metal to 1100 degrees F. for a period of time based upon the thickness of the plate. In the case of #20, the longitudinal welds will be stress relieved along with the areas on the first and third courses that were heated and bent to get most of the dent out.

Linn,

Thank you for the reply and I commend you and your staff for the great things you do.

Chris Vitz

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Kelly, Lynn,

Are the form 4 calculations far enough along with 39's boiler to know if it has design issues similar to those reported to be found in a certain K4 with a similar boiler design?

Aw, c'mon Kelly, where's your sense of adventure? It would have taken a few days for the "usual suspects" to get an accurate headcount of Belpaires out in the Museum yard, and it could have been lots and lots of fun in the meanwhile....

It's VERY nice to see this one finally progressing. I was involved in working on and moving it out of the Stony Brook Carriage Museum and hauling it 25 miles by road to Riverhead in April 1980. Flat-top Belpaires, wet lagging and flexi caps do not play well together at all. And keep the cab roof hatches closed, too. That bit certainly didn't help the backhead sheets.

I'm sure SRC will do their usual high quality job on #39. Can't wait to see it in action!

Howard P.
Rough Rider, NY

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In defense of the Pennsy, when the boilers were built, they capped the crown bolts which effectively gave more bearing. With this cap in place the ridgid bolt spacing was adequate for the sheet thickness. Additionally they could have used higher strength steel - or at least calculated for it. Regardless, the boilers were considered somewhat disposable and they still were built better than most new boilers.

More pix of #20 on NGDF.

Linn,

I am glad that you have re-iterated this point yet again. It amazes me that the discussions about the K4$ almost inevitably overlook this very significant fact. In your opinion, since replacing the stays requires removing them, is the best answer to replace the roof sheets with ones of increased thickness or just replace the stays with the style originally spec'd? Seems to me that if you've got all the stays out, why not go ahead and replace the sheets as the bolt replacement is a substantial part of the work? Thoughts?

Thanks,
Mike

My father was the LIRR track supervisor who placed G5s #39 on the plinth at her first display site, The Carriage House Museum, in Stony Brook, Long Island. I am delighted to see Strasburg working on the boiler finally after all these years. There are many steam people on Long Island who would have seen her go to SRR for restoration initially. That being said, if the Railroad Museum of Long Island ever gets her reassembled, she may represent the only example of PRR designed steam to operate from this date forward. I have a feeling there are some restrictions on what may be released regarding her rebuilding? The boiler sat at Boilermatic Company, in Medford, Long Island, for two years, tied up in red tape. If more may be released, let's please hear it.