Steam Department

An interesting couple of weeks as we get used to supporting the operation of #1630 while starting various jobs that have been in the background while we focused on the overhaul.  I am struggling with when best to write a blog these days.  Much more work is taking place on Sundays and mid-week.  So my practice of writing a blog each Saturday would largely reflect work in progress with the key being to have everything complete for running the next Saturday!.

Father’s Day was, to say the least, frustrating!.  I was not at the shop on the Saturday as my son from the UK was over with his wife and our little grand-daughter.  Like a lot of other people our plans for the Sunday went awry when we got to Union expecting a trip with #1630 and found her stopped.  The crew on Sunday morning found excessive leakage overnight from a union in the cab and she was not fired up until this was fixed.  Unfortunately it was early afternoon before the union was suitably tightened and late afternoon before test runs were carried out.  At least these were successful so she was fully operational by end of that day.

This weekend (21^st/22^nd) was scheduled for maintenance and Saturday was a busy day working thru a list of minor issues that had been identified by crews over the last few weekends.

The unions on the steam pipe from the fireman’s injector starter valve to the injector were both leaking.  This was removed and the seal remade at each end.

The engineer’s starter valve was not closing cleanly and showed some leakage of steam toward the injector.  This was removed to allow the internal faces to be lapped.  One Wednesday, Tom had lapped the two faces of compound valve that is the core of the starter and was hoping to refit it once the torrential storms had passed!.  Otherwise we have a job on Saturday morning.

ES Starter valve removed for lapping

A leaking joint on a lubricator line was cleaned and resealed.

Jason stripped the main turret valve and resealed it.  This has been a nagging issue, leaking slightly and not fully closing so that valves feeding off the turret, that should be isolated overnight, still have some residual pressure and leakage as the loco cools.

Work proceeded on refitting insulation and sheet metal to the fireman’s side of the backhead that was removed to allow the leak to be traced a couple of weeks ago.

There is a surprising amount of running maintenance required on a steam engine providing a good reason why we need a weekend out of service every few weeks to cover all these “little” jobs.  One surprising routine job is cleaning grass and stalks off the FS rods.  We seem to have a crazy bird that seems intent on building a nest behind the small air tank.  Seems like a pretty stupid bird as it does not get beyond a loose heap of vegetation behind the tank each week.  This gets removed or falls off but the fact that it steams and goes away for a while does not seem to stop it trying again the next week!.

In other areas quite a lot has been going on.

The developments around the steam service area have caused a lot of changes and created some work.  A completely new route (the Schmidt cut-off) is being laid this summer to provide access to the new barns being built in the South of the property with less restrictive curves than the existing route via the trolley loop.  (Less being the operative word.  It still would not allow #1630 or larger steam engines to get into that area).  The area now looks very different with the grading for the loop well under way.  (Our box car, that houses the water supply, is visible behind the excavation and mercifully is JUST clear of the new line).

Grading for the cutoff

This will run from a new switch right beside the water supply box car so the service area will need to move further South to be clear of this.  To do this the coaling area had to be moved and we are currently using a temporary coal storage location and the Kohring normally used for coal loading is out of service for some repairs to the boom. 

Temporary coal storage

In need of attention

We have also been struggling to keep the water softener, that supports our locomotive water supply, working.  This is proving tricky, even with specialist contractors involved, as it is large old and long obsolete!.  We would far prefer to keep it alive for a couple of years as the plan is to build a proper water supply building to replace the existing grounded box car.  This would be insulated and frost proofed so that the water supply system could remain intact all year, rather than having to take it apart for the Winter.  It really would not be good to install a new system in the box car and subject it to annual dis-assembly for a couple of years!.

Phil and others started trimming the ends of the tubes removed from #1630.  These are in good condition and can be used in any loco with a shorter boiler (#26 or #16 for example).  The process of removing them leaves an inch or so of distortion at the end preventing them for stacking tightly and strapping into bundles.  Enough will be removed from the end to allow them to be strapped into bundles and stored in the all door box car to keep them in good condition for their next assignment.

Tubes prepared for future use

#938 is currently in the shop for cosmetic work.  This is an area where we have fallen badly behind as we focused on getting steam back into service.  There are a lot of locos like #938 that are not likely to run in our lifetime but need routine cleaning and painting for display and preservation.  Kevin spent a couple of hard days cleaning, wire brushing and needle chipping in preparation to give the loco and tender a coat of paint.  The cab looks a lot better after the removal of all sorts of garbage deposited by birds and raccons.

Much cleaner in #938 cab

On #428 several activities have got under way.

The area in and around the cab has been cleared in preparation for riveting.

The new footplate sheet has been laid out along with the old one to facilitate marking out and cutting to shape.

Machining has proceeded on various parts of the brake gear.

On the Shay, work has resumed on the front truck.  This is now being painted in preparation to refit the springs and allow it to be refitted to the locomotive.

Nigel.

The break in the weekly blogs reflects a very different dynamic in the steam shop the last couple of weeks.

After the frenetic activity to get into service for Memorial Day there has been little apparent project activity in the shop.  Turnout has been less as people recover from the intense effort to complete #1630 and there is the growing realization of just how much is involved in running the locomotive most weekends.

#1630 has run well for a locomotive returning to service after a long break and major work.  The new bearings on the rear drive axle ran fairly hot the first few days but now seem to be settling in to run at more normal temperatures.

I had my first day as a student fireman yesterday.  Hopefully by mid-week I should be able to move again!.  Firing a locomotive of this size, even on light work, is hard work on a hot and humid day.  With preparation and disposal it is a solid 12 hour effort.  During the day you will fire several tons of coal and, with the large firebox, a lot of it must be accurately thrown a long way to the front corners of the firebox.  Compared to UK locomotives that I have fired you notice that she was not optimized for hand firing.  Not surprising as she has a mechanical stoker that is in place but not operational.  The major differences are that the tender simply dumps coal at footplate level rather than having a shovel  plate at fire-door height and the stoker mechanism somewhat restricts the fire-hole.  Nothing too significant with the limited work required on the museum trains but it certainly means that you sure know you have done a day’s work!.

Operating the locomotive requires a lot of time and effort.  Hopefully some of this will reduce as she stabilizes and we have less minor repairs to do each week.  After Memorial Day weekend there was a significant list of leaks at valves and unions that needed attention.  The limited turnout last weekend meant that it was only as a result of intense work by Tom and team mid-week that we were able to run this weekend.

Some jobs are clearly defined.  Leaks were identified at unions on the FS check valve and the air pump governor.  These unions were separated and remade.  This fixed the problems.  It sounds simple but each is several hours of work.  The real wildcard is ones that you cannot clearly identify. 

A troubling issue was signs of water leaking out from under the sheet metal and lagging below the footplate at the back corner of the firebox.  Hours of work were required to remove sections of sheet metal and lagging to even be able to investigate the area.  This did not provide any insight on where the water came from so she was steamed this weekend with this area uncovered.  (Big bonus for the fireman whose seat is right beside this.  So you are sitting close to a very effective radiant heater on a hot and humid day!).  Anyway the result proved to be of no real concern.  A valve high up on the firebox crown leaks steam, particularly before it reaches full temperature.  The steam condenses on the inside of the sheet metal, runs down a tortuous path along the back of the sheet metal  that leads to the back corner, where it can run down to escape at the bottom corner.  So, no concern but quite a few hours work still required to refit all the sheet metal and lagging as well as trying to reduce leakage at the valve (tricky as it seems to seal well when hot so you do not want to change that).

We really need to put in quite a lot of effort mid-week every week if the locomotive is to be ready for midday on Saturday.  Five and more tons of coal need to be loaded and the tender water tank topped up.  The firebox must be cleaned and a lot of clinker and ash removed from the grates. 

Mid-week coal loading is a new problem this year as we cannot load coal using the crane in the service area as this is removed to allow building of the new cut-off track.  With assistance from the B&G department, loading is quite efficient using the forklift and skidder.  However, since this must be done on the road crossing, we can hardly do it on a Saturday with the museum open to visitors!.

The other issue that became apparent on Saturday was the effects of having shifted the coal pile from its original location to a temporary location.  New coal acquired in 2013 has been mixed with old material that is largely dust and was apparently problematic even in 2004.  After 3 great trips, the fourth was very difficult when we hit a seam of material in the tender that looked like coal dust but showed little inclination to burn!.  Hopefully we can work thru this in the next couple of weekends and then get in new supplies.

So, going forward, we have to decide how often we operate and what we can do in the shop alongside the operation.

The objective will be to get in no more than 28 operating days thru the season.  The reason for this is simple.  A quite significant inspection is mandated under FRA rules after 30 days of service.  We ran 2 days in 2013, leaving 28 before this is required.  It would not make sense to put several weekends of work into this inspection late in the season when we can do it over winter.  After a break of nearly 10 years we have a shortage of trained crew, which also restricts how often we can run, and means that we have a trainee rostered on every operating day.

Don't forget your tickets for the Sanfilippo Benefit 29th June.  The raffle there will be the only opportunity this season to win a footplate ride!.

What is next?.  At the moment we have been fully occupied in the jobs around keeping 1630 in service and preparing her each day.  Hopefully, as we get more experienced in this, we can agree a plan on what we do next!.

Nigel