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LOCO REPORT April 2006
One of several definitions that the Concise Oxford Dictionary gives for the word pandemonium is “utter confusion”. Whilst this maybe a little too strong to describe the situation in which we find ourselves just now, perhaps “confused” would be better suited. As we approach the latter stages of the present overhaul, rather than being able to concentrate on larger and more familiar projects such as the boiler or the lubrication system, we find ourselves attending to many smaller but complex items and how to adapt them into a re-configured “Clan Line”. This has been mainly brought about by our having to fit new safety systems to our locomotive to enable us to operate on the main line. These systems, Train Protection and Warning System (T.P.W.S.) and On Train Monitoring Requirement
(O.T.M.R.) require space to be found for them to fit somewhere. A good start in that direction was made when concentrating the air braking components into one enclosed box, thus releasing valuable space under the footplate where we hoped some of the new equipment would fit; however it hasn’t quite worked out like that. Part of the problem is the confusion I have already alluded to. There is still uncertainty as to what requires to be fitted and is the main reason why as yet no main line locomotive is fitted with O.T.M.R. Additionally, some of the components require the protection of bulky boxes and it is these on which we have spent time deciding where they are to be located. Our locomotive being one of the larger varieties is better off for space than many, so just how smaller engines will find the room I don’t know. Once that has been found and the equipment installed, we still have to find other areas for the parts/components that originally occupied these spaces, and this has led to alterations (not design modifications I hasten to add) and re-positioning of some components and pipework with all the attendant problems these bring. There is also some “confusion” over the official railway derogation process and what this will entail. It is another hoop we have to jump through and we cannot do it for ourselves but must pay to have it done, once completed however it does not require repeating. Basically, it means that we have to seek authorisation to operate a non standard traction unit on today’s railway and to conform as far as possible to the relevant “Group Standards” which technically outline the requirements to which all traction units need to comply. Operating a steam locomotive on the modern railway makes life difficult as obviously there is little which does conform to modern standards, and even where it does so it must be up to the latest specification; a simple example being that some of the cab glass has required changing to meet the relevant standard. Where previously we had nothing in place such as T.P.W.S. /O.T.M.R., then this must be fitted to agreed standards and this process is already underway.
We also will have to go through an in depth audit which will look into all aspects of the overhaul and how it has been carried out. This will check that we have all of the relevant certificates to prove that not only the correct materials have been used, but that all repairs have been carried out in an approved manner and by competent personnel. A thorough physical examination of the locomotive and support coach will be carried out by our Vehicle Assessment Body (V.A.B.) with any faults corrected prior to a full steam test and systems check, again any necessary adjustments are then made to the V.A.B.’s satisfaction. Our Safety Policy together with the Maintenance Schedule will require to be brought up to date and once all of this has been agreed then we can apply for the necessary certification to enable the locomotive to undergo a series of test running which we have requested during the summer period. You can see that much requires to be done before ‘28’ can set foot on the big railway, so wish us luck! So much is underway that it will now prove difficult to make a coherent description of progress. Perhaps if I start at the front and work back not too much should get left out.
Smokebox. The first item to deal with was the installation of the superheater header. Those of you who have seen it will know that it is a large heavy casting rather difficult to move and requires to be placed high up and deep inside the smokebox. Arrangements were made for the loco to be moved under one of the overhead cranes and the header then lifted into the smokebox. A plan had been evolved to use a system of supports placed in the flue tubes which were themselves supported underneath from the smokebox floor, (incidentally a new stainless steel floor has been fitted). With the header now lifted via the chimney aperture and high enough to sit on the supports which had been greased, it was possible to slide the header onto its seating on the front tubeplate. That was the theory though it took a lot longer to get to this stage than I have explained. However, whatever we did the bolting flange would not fit over the fixing studs. That took all day to find out and a wasted one! Remove the header (with difficulty) and open the holes out slightly and try again next week. This proved successful and the steam tight joint was made (we hope). Next to install were the forty elements, which were done without any problems. At this stage work began on fixing the rear screens of the spark arrestor, this requiring the fitting of anchor points to secure the screens. The steampipes were next on the agenda. These are likewise large, long and heavy being made of six-inch diameter steel pipe, but more then this they are extremely awkward to manoeuvre. The ends of the pipes have a flat rim welded on and between this and the mitred joint face on the header/cylinder is a separate joint ring, which has a radiused face similar to those on the element seatings. This allows any small discrepancy from squareness between pipe and seating to be catered for. The original rings were deemed unsuitable for further use, which meant that new material had to be sourced and then machined to produce replacements. When fitting, these rings require to be altered in thickness to suit their location in order to get the pipes as square and central as possible at both header and cylinder end. In practice a compromise has to be struck because in addition to this positioning need, steampipe glands have also to be fitted. These items are iron castings, which fit around the pipes and must seat neatly to the smokebox, their purpose being to prevent air being drawn into the smokebox which would lead to steaming difficulties. You think you have a steampipe correctly positioned only to find that the gland casting will not seat properly to the smokebox, so the pipe is adjusted to the gland and then the pipe doesn’t seat on the header. And so you go on. It will only be on a steam test that we will know if we have got things right.
Cab/Boiler. With the boiler back on the frames attention was turned to fitting the many controls and pipework Without going into too much detail, the cab is 90% plus complete, a few refurbished fittings are outstanding together with a small amount of pipework, some of which will require renewing/altering in view of the installation of T.P.W.S. Handrails were fitted early on as a safety consideration and the whistle valve, safety valves together with the ejector and blower pipes which run along the length of the boiler on the driver’s side are now in place. New front and rear spectacle glasses have been added as previously mentioned and I noticed that the Speedometer and cable have been added. Damper and rocking grate controls are in place and the damper linkages are in evidence and working. These latter have proved a little troublesome as despite what the drawings may say, the linkages don’t agree and alterations in alignment have been necessary. Similarly the rocking grate mechanism has required some attention due to some differences between the new and old ashpans. One side of the boiler cladding has received attention in preparation for painting, but currently labour has been concentrated on the support coach. Copper pipework continues to occupy effort, with a new pipe required from the left hand steamchest to the gauge in the cab and also a pipe from the DV2 air/vacuum valve between the frames to the re-configured drivers brake pedestal in the cab. Two further drainpipes are required which drain condensate from the expansion bellows on the outside exhaust pipes. The originals seem to have been lost, but will probably appear once replacements have been made. Qualified coppersmiths are making a new section of delivery pipe for us. This particular pipe, which runs from below the right-hand gangway to one of the clack valves, has been problematical for some time now, and a decision has been made to renew this section. One large copper pipe that will require being re-routed is the steam exhaust from the generator, the reason being that the new box containing the air control valves for the air brake system now partially blocks the route taken by this pipe, consequently the pipe must be altered. The conduits, which take the wiring for the marker lights and A.W.S., which run along the left hand gangway, have been reused, albeit with modern flexible connections and new wiring. One of them will be utilised to carry the cable from the front T.P.W.S. aerial located on the front bogie, to the switching system operated by the reverser drum. Of course it is necessary to have an aerial at the front of the engine and the rear of the tender depending on which direction the locomotive is travelling in order to detect the electrical signals from equipment laid between the rails in a similar way to A.W.S. When the society first took ownership of “Clan Line” it was fully operational, fitted with vacuum brakes and A.W.S. Since then, to remain operational, we have needed to fit air brake equipment (the steam brakes on the engine and the vacuum brakes on the tender still function but are now operated by air rather than vacuum) with A.W.S. as the safety system. This time around a newer safety system must be fitted, T.PW.S. This has the capacity (where the route has the track equipment installed) to apply the brakes where line speed is exceeded or excessive speed occurs on the approach to a ‘stop’ signal. Overseeing all of this activity is the ‘black box’ O.T.M.R. which constantly monitors certain parameters of the locomotive settings - steam chest pressure, air brake pipe pressure, speed, probably steam brake pressure and vacuum capacity, maybe more. We aren’t sure at present (more confusion). There isn’t a set of drawings to guide us on fitting this equipment. It will be a mixture of us doing what we can by learning from others, and contracting professionals for advice and guidance for the rest. Once it has been installed there will be a thorough system test by independent observers before it can become operational
Tender. This has taken a bit of a back seat recently as a consequence of being mechanically completed some while ago. However some work has been going on, mainly cosmetic. The tank sides have been rubbed down to remove the old varnish this has uncovered many small chips, which will require filling. The top of the tender has received a thorough makeover, mainly as a result of the removal of the cover over the air tanks so that our insurance company could open them up for inspection. The cover removal revealed much coal dust and rust from our previous main line running. This has all been cleaned up and the surface prepared and painted prior to the replacement of the cover. The tender front has received a fresh coat of black paint and the lockers are ready to receive the equipment used when out on railtours. One of the lockers however could well have a change of use. Our current thinking is that the locker in which the crew stow their coats and bags would be an ideal location for the O.T.M.R. ‘black box’ and we are actively progressing this option. We will also have to find a home for a cab radio, a further requirement once on the main line.
Support Coach. This project arguably less glamorous than the locomotive but equally important, indeed vital to its main line operation, has been slowly progressing for the same amount of time as the loco overhaul. Our worthy Treasurer has been stoically pressing on, much of the time single-handed, with the refurbishment. The transformation from the “as received” to its present condition is most marked. Fresh light paint is everywhere and the seating has been renewed with some stunning blue patterned upholstery. The brake end is now fitted out with a new gas cooker and kitchen units, including a sink, which will be fed with hot water. All of the electrics are now completed and all that awaits completion of the messing facilities is the installation by a registered ‘Corgi’ fitter of the pressurised gas system for the cooker. Cupboards, lockers and racks, all securely fitted to the bodywork of the vehicle are now in place and await filling ready for the first railtour. New battery boxes have been made and fitted and filled with brand new batteries. Now that the weather has turned milder, final topcoats of cream and brown have been applied and the coach turned over to the experts to line out, apply the transfers and complete the sign writing. By the time this appears in print, the coach should be at Cardiff Canton for its scheduled bogie and brake overhaul. Once back at Stewarts Lane all that remains is a coat of varnish and Mercator 2 will be ready for service behind “Clan Line”
There is still much remaining to be completed and time is ebbing away, and I think inevitably ‘work ins’ will become necessary. We have set ourselves a deadline of autumn for ‘28’s return. If you share that worthwhile vision, then two things are needed, cash and help – preferably in that order. Help us realise our ambition and put “Clan Line” back on the main line where she belongs.
Andy Davies (CME)
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©MNLPS 2006
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