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ABOVE:
Trevor Marshall inspecting the Frick engine in 2005. Dick Evert had
arranged to store the traction engine at a boatyard on the Connecticut
River.
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ABOVE:
Trevor Marshall, Dick Evert (in shorts), and Dick Greene among those
who went to inspect the Frick traction engine in 2005.
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ABOVE:
The
late Dick
Greene inspecting the Frick controls in August, 2005.
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ABOVE:
Inspection
of the smoke box indicated that one tube (at least) had sprung a leak
and was plugged.
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ABOVE:
After
moving the Frick back to Kent in early 2006, it was determined that two
staybolts in the crown sheet of the firebox were corroded and in need
of replacement. This required removal of the steam engine to
access the bolts.
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ABOVE:
The
steam engine was hoisted off with a combination of the gantry and a
forklift. The engine is shown in the foreground of this photo.
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ABOVE:
This photo, taken in 2008, shows the smokebox end of the boiler after
the old tubes were removed. Ultrasonic testing of the boiler shell and
endsheets at this stage, indicated plenty of pressure vessel thickness,
meaning retubing could commence.
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ABOVE:
Jay Monroe is shown feeding a new boiler tube into the shell.
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ABOVE:
Trevor Marshall crawled into the Frick firebox to receive tubes as they
were inserted.
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ABOVE:
A special tool is used to expand the tube ends to
make a tight fit against the end sheets. The protruding edges of the
tubes are then
rolled over using a pneumatic tool to complete the job.
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ABOVE:
With the retubing completed, replumbing could begin. Jim Daly
also got a headstart on repainting.
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ABOVE:
In August of 2009, smoke can be seen rising from the stack of the Frick
for the first time in many, many years.
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ABOVE:
Where there's smoke, there must be fire.
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ABOVE:
Steam pressure begins to build.
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Click on
this link to view a YouTube video of the first steam-up of the Frick
Click on
this link to view a YouTube video of the first run of the Frick at the
2009 Fall Festival
(to return here after viewing the videos, click your "Back" button on
your browser)
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ABOVE:
The relief valve functioned properly, releasing pressure at just under
100psi.
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ABOVE:
Work is not done yet, but the toughest part is behind us now.
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