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Restoration Journal - July 17, 2009 Post-sandblasting Inspection After the locomotive was sandblasted, the locomotive began giving up more secrets of its history, and I went up to inspect the locomotive during the cleanup. The time between when a locomotive is sandblasted and painted presents the perfect opportunity to examine the locomotive. Whenever work was done, typically, the date and place the work was performed was stamped on the locomotive, and many of these dates were now revealed to us. The dates uncovered help us to understand the history of the locomotive. For example, the dates we have found indicate numerous shoppings at the Moncton Shops throughout the 50's, some dates as late as April 1956, which was several months before a short stint in Western Canada in around September of that year. The next dates found indicate much work done in September and October 1957 at Stratford. I have yet to find any evidence of any work performed during her short stint out West. We also discovered some possible wreck damage to the pilot, which had been totally welded back together. Another interesting discovery was just how many parts came from other engines. To date, I've found parts donated from at least 5 other engines, some insignificant, such as bolt, while the trailing truck has 6178 engraved into it. I also took the time to examine the piping on the locomotive. During the abatement, most of the copper lines running along the length of the boiler were cut, so I figured now was a good time to figure what went were and what is missing or had broken off, and ended up taking over 300 photos in just one day. These will of course be invaluable when it comes time to reassemble the locomotive and make repairs. I'm also glad I took as many photos of the engine as I did in the years leading up to the restoration. I will begin writing descriptions of how the piping for each appliance was run through the locomotive. A lot of the iron and steel piping running underneath the boiler jacket had completely disintegrated, one good example is the steam supply to the Water Pump. These pipes were subsequently filed with sand while the locomotive was being sand blasted and will have to be cleaned out with compressed air. Although the contractor sealed the gaps between the the cab and the boiler shell, this seal was hit while the engine was sand blasted and more asbestos was forced into the cab, and will have to be cleaned up again.
 Left side of boiler after sandblasting.
Top of boiler after sandblasting.
Right side of cab after sandblasting. Hopefully the hole that has formed will be repaired.
Boiler check valves.
Turret piping.
The entire pilot showed evidence of being welded back together at some point.
Information stamped onto one of the tires.
Information stamped on one of the wheel hubs. It seems 6167 spent September and October 1957 being overhauled at Stratford (MP). The journal on that wheel is 10" in diameter.
In accordance with CNR Maintenance Regulation No.1 Paragraph 27, the boiler number is stamped on the dome (MLW 69292). I was later informed that engineering data may also be stamped into each boiler course and that this information may be of use in filling out Form 4, should the engine ever run again.
Information on one of the rods indicating work performed at Moncton (AK) in 1955 and 1956. Looking at the rest of her rods, I see dates from from 1950-1956 indicating that they were attended to annually in Moncton. However, I don't recall seeing any dates from after she left the Atlantic Region.
Cylinder information stamped on front of cylinder saddle. the Pistons are 25.25" in diameter with a 32" stroke. The valve is 14 3/16' in diameter.
One of the rods on 6167's valve gear is stamped 6134, a member of the U-2-b class.
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