tag:blogger.com,1999:blog-72006316243897019922024-03-13T03:29:44.806+00:00Sentinel Steam Loco 7109AndyKChapmanhttp://www.blogger.com/profile/14132567027572460873noreply@blogger.comBlogger262125tag:blogger.com,1999:blog-7200631624389701992.post-44160043761988813022023-03-19T14:52:00.001+00:002023-03-19T14:55:56.282+00:00"I'm Still Here"<div><span style="font-family: verdana;">After some considerable time without any blog posts, I'm hoping to do some catching up.
<br /><br />My original intention was to record the restoration activities of Joyce so that I would be able to refer back later - it's easier and quicker than actually dismantling an assembly to recall what I did years before. For me, it has been useful on many occasions; I hope it has been helpful to others too.
<br /><br />Of course, the restoration finished in earnest in 2016 when Joyce began pulling passengers. I didn't want to just show pictures of Joyce in action as many others have done that better than me (it's difficult to take good photos from the driver's cab!).
<br /><br />Joyce has been pretty reliable for a steam locomotive but she's kept me on my toes to achieve that. Having J R Goold Steam Ltd close-by has been a godsend for rapid repairs and I am very grateful for their amazing support in times of need.
<br /><br />There have, however, been a few little problemettes...
<br /><br />Here was an unwelcome sight one Sunday morning in May 2021 while getting ready for passenger train duties.</span>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEizkwvrO2jIi8bFPiDVPU5b2Bu5ihLeBs9BVrHiwHuiSmzNrM5fmCRJiPKz3kce6CjjR0OekKmFprPBOwtMb3-MOZ4rWJejqWJ2o4SXo_f-Ii09uIm9wcxk1i4rfPqTm_QbPyrsU6W1pQ_Q7RrVYrWZhIbMHvBfoJvaEA5-7Tvv0JzuT_yJbSKx7cqctQ/s2905/PXL_20210523_063934847%20Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="2657" data-original-width="2905" height="293" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEizkwvrO2jIi8bFPiDVPU5b2Bu5ihLeBs9BVrHiwHuiSmzNrM5fmCRJiPKz3kce6CjjR0OekKmFprPBOwtMb3-MOZ4rWJejqWJ2o4SXo_f-Ii09uIm9wcxk1i4rfPqTm_QbPyrsU6W1pQ_Q7RrVYrWZhIbMHvBfoJvaEA5-7Tvv0JzuT_yJbSKx7cqctQ/s320/PXL_20210523_063934847%20Cropped.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Tell-tale Jet of steam</td></tr></tbody></table>
This was a pin-hole in the main steam pipe feeding Joyce's rear engine. Needless to say, she didn't run that day.
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<tr><td class="tr-caption" style="text-align: center;">Pin-Hole</td></tr></tbody></table>
I contacted my Goold support team and a new pipe was made then lagged and fitted by me in about 8 days.
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The new pipe fitted perfectly. Godsend is the right word.
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgwYWVdwBufHMPkHRxmXfxy7L3pCQ_adCLEWr-fpdnSkOxFVQRcnkyLxOhO-9qjimGxjQvtOWYNNc-FABH7eh2macqvwmSXn71KC64yt75_TA5BX8C0okSev6wt4lwTOYvZOUCz5vTDh0uxiJt8MLoHmppJiNQw6l97JknJrscgMA9Jn4bijc_dVrbXCw/s3508/PXL_20210528_132517153%20Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="3508" data-original-width="2432" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgwYWVdwBufHMPkHRxmXfxy7L3pCQ_adCLEWr-fpdnSkOxFVQRcnkyLxOhO-9qjimGxjQvtOWYNNc-FABH7eh2macqvwmSXn71KC64yt75_TA5BX8C0okSev6wt4lwTOYvZOUCz5vTDh0uxiJt8MLoHmppJiNQw6l97JknJrscgMA9Jn4bijc_dVrbXCw/s320/PXL_20210528_132517153%20Cropped.jpg" width="222" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;">Ready to go again</td></tr></tbody></table></div>AndyKChapmanhttp://www.blogger.com/profile/14132567027572460873noreply@blogger.com0tag:blogger.com,1999:blog-7200631624389701992.post-46021416882687925782020-09-22T10:17:00.001+01:002020-09-22T10:17:47.011+01:00How are the new fire-bars performing?<div><span style="font-family: verdana;">I'm glad someone asked me that. Perhaps a video clip will help... </span></div><div><span style="font-family: verdana;"><br /></span></div><div><span style="font-family: verdana;">I hope you enjoy this.
</span><div class="separator" style="clear: both; text-align: center;"><iframe allowfullscreen="" class="BLOG_video_class" height="266" src="https://www.youtube.com/embed/XuXxf5LKXdQ" width="320" youtube-src-id="XuXxf5LKXdQ"></iframe></div><span style="font-family: verdana;">I guess the answer is... Grate!</span><br /><br /></div>AndyKChapmanhttp://www.blogger.com/profile/14132567027572460873noreply@blogger.com0tag:blogger.com,1999:blog-7200631624389701992.post-48529950761862151672020-02-27T20:20:00.000+00:002020-02-27T20:20:13.323+00:00Not So Grate!<span class="Apple-style-span" style="font-family: "verdana" , sans-serif;">Most of the Sentinel 7109 articles I've written in this 'blog over the last 8 or so years have been fairly upbeat although I did get frustrated with <a href="https://sentinel7109.blogspot.com/search/label/Gland%20Packing" target="_blank">gland packing</a> not so long ago.<br />
<br />
However, not all goes as well as I'd like and I've had a new downer to deal with. I've shown the photo below a number of times to illustrate the how the fire-grate began.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiZOhlNT27D6tpDVUsJMIvrk2bUmNcYHohLONKqZQkw30i8lXXzgV0zlk8jpPNQmljQSYMQr0f2o6iFHFqph1rDYtbhOF2_0oovFlkIE8afP1xzk_2Mg6cqDPPg2mJUjTbXEq6X84Qrl7Ig/s1600/IMG_1523+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1587" data-original-width="1600" height="396" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiZOhlNT27D6tpDVUsJMIvrk2bUmNcYHohLONKqZQkw30i8lXXzgV0zlk8jpPNQmljQSYMQr0f2o6iFHFqph1rDYtbhOF2_0oovFlkIE8afP1xzk_2Mg6cqDPPg2mJUjTbXEq6X84Qrl7Ig/s400/IMG_1523+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Fire-Grate as new prior to first steaming in 2016</td></tr>
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With an eye on environmental issues, at the beginning of 2019, at Midsomer Norton, we began using a cleaner Welsh coal. All seemed fine for some months and I did the usual half-yearly boiler and fire-box washout in August. However, shortly before the start of the four Santa Specials in December, the centre section of the fire-grate decided to disappear spectacularly as shown below.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgZbYuoEsJx0UOGltVmBo7FepFOjyoKmHqBU1ETBSVrVJe9LzWXg_6O9oebxssg4Rf88GVUdTRL8TGFOEoPQkT2g8pkc5DQBT9ks5gMiOoi41EpLNTiO-tMFbjAwgK5t-sOUtVO9-5kZfrl/s1600/IMG_20191202_121552+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1196" data-original-width="1600" height="298" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgZbYuoEsJx0UOGltVmBo7FepFOjyoKmHqBU1ETBSVrVJe9LzWXg_6O9oebxssg4Rf88GVUdTRL8TGFOEoPQkT2g8pkc5DQBT9ks5gMiOoi41EpLNTiO-tMFbjAwgK5t-sOUtVO9-5kZfrl/s400/IMG_20191202_121552+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Fire-Grate after cleaning at the start of December 2019<br />
(After the first of four Santa Specials)</td></tr>
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(This was the reason a diesel shunter was used as banker for the Santa Specials).<br />
<br />
Obviously this was not great news and the timing was particularly inconvenient.<br />
<br />
I've had to dig deep to figure out how this could have been caused to prevent it happening in the future. I think there are basically two causes, both to do with the coal.<br />
<br />
The Welsh coal is clean; it produces very few 'volatiles' (the nice-smelling but smoky stuff) and burns hot. It also tends to disintegrate through agitation and during combustion. In either case, it forms a lot of 'dust' which sits around underneath the coal nuggets. Our nuggets were large, some about the size of three fists.<br />
<br />
The dust tends to form into clinker and block the grate in places. Air then has to be concentrated through the remaining unblocked areas and causes hot spots which melt the fire-bars, a bit like a blow-torch. As the year progressed, the coal in our storage bunker became more dust than nuggets and so the amount of grate blockage increased as the year went on and finally precipitated the damage.<br />
<br />
Anyway, in summary, that is my interpretation of what happened. All we have to do now is to prevent further damage and replace the fire-bars.<br />
<br />
Traditionally, fire-bars have been made from grey cast iron. However, I've had advice that a 20-30% alloy of Chromium and iron is much longer-lasting than plain old grey cast iron.<br />
<br />
I've taken this advice and, to be ready for the first 2020 steaming on March 22nd, I rapidly placed an order for a pattern to cast the new fire-bars from Chromium Cast Iron (the pattern has to be specific for the material as the metal would not cool to the right size otherwise). I had to purchase a minimum quantity of 30 fire-bars (which should keep us going for a while!).<br />
<br />
The bars arrived just ahead of the delivery date and I am <i>grateful</i> to the staff at <a href="https://www.cerdicfoundries.co.uk/" rel="nofollow" target="_blank">Cerdic Foundries Ltd</a> for their help in a time of difficulty.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjoefbCEyJ38MOBMjqqRRaOhDMSKfXWw5DAveC2mjEZn3KJxQHruXjXAKyaxVQZKmlPRbWHWhIUGU8w-shIVkc6ZQeFaMViyKhHle75uqm6FRSf1Z7LE0bne6Y-EgGxXukkhhLBrmU0pU2w/s1600/IMG_2514+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1007" data-original-width="1600" height="251" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjoefbCEyJ38MOBMjqqRRaOhDMSKfXWw5DAveC2mjEZn3KJxQHruXjXAKyaxVQZKmlPRbWHWhIUGU8w-shIVkc6ZQeFaMViyKhHle75uqm6FRSf1Z7LE0bne6Y-EgGxXukkhhLBrmU0pU2w/s400/IMG_2514+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Quite a car load!</td></tr>
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I've not tried a funding appeal before but this is one occasion when I think it is the right thing to do.<br />
<br />
Including VAT, the pattern will be £2,400 in round figures - I have bought this.<br />
<br />
Including VAT, each of the 30 fire-bars is £120 in round figures.<br />
<br />
Please consider donating a fire-bar for Joyce. Donations can be made via PayPal or cheque (preferred as PayPal takes a percentage) by <a href="http://sentinel7109.blogspot.com/2011/09/how-do-i-support-restoration.html" target="_blank">clicking here</a>. I would be more than happy to entertain donors with a cab ride on your next visit.<br />
<br />
Go on, you can do it! Thank you in anticipation.</span><br />
<br />
<br />AndyKChapmanhttp://www.blogger.com/profile/14132567027572460873noreply@blogger.com0tag:blogger.com,1999:blog-7200631624389701992.post-3027956849175999592020-01-07T10:18:00.000+00:002020-01-07T10:18:26.906+00:00Hooked<span class="Apple-style-span" style="font-family: "verdana" , sans-serif;">As Sentinel 7109 progresses through its new working life, I run into many little irritating operational problems that can be solved quite easily. Filling the water tank is one.<br />
<br />
We use a 6-wheeled tanker wagon as reservoir. It's simple to fill the tanker slowly from a domestic supply tap when there is plenty of time. For rapid watering during operations, we use an impeller pump at the tanker to pump along sections of flaccid hose linked by claw couplings to Joyce's tank.<br />
<br />
The trouble with a flaccid hose is that it's flaccid. It flaps around merrily in the top of Joyce's tank while filling and is partially blocked by the weight of the tank lid sitting on the hose to prevent it from jet-propelling itself out.<br />
<br />
I made a more resilient hose extension to overcome the problem.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhC9w4bGAiAr3Pi1JWUHvUJdtDd1Dq7oMQgk89_SpdC2E7otTV3KJrvdpIKD8f_XhjO_O7epQewVkgc4UjQu-LJ76wEXXMXwymf46o-1wpVt8goFp-Iy0-f2hH5qoGMNfDrRCEUK5qXytF-/s1600/IMG_20200102_194533+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1004" data-original-width="1600" height="250" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhC9w4bGAiAr3Pi1JWUHvUJdtDd1Dq7oMQgk89_SpdC2E7otTV3KJrvdpIKD8f_XhjO_O7epQewVkgc4UjQu-LJ76wEXXMXwymf46o-1wpVt8goFp-Iy0-f2hH5qoGMNfDrRCEUK5qXytF-/s400/IMG_20200102_194533+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Not-so-flaccid hose extension</td></tr>
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It neatly hooks over the tank filler rim and doesn't get squashed by the lid.<br />
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<tr><td><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEidpII4jn1wTjXnNluoGxIlfJOC1CruyYJLaE859w0Y-u_TUUDGUvwAtOdY_r-s4d5rSeqbMEvHe_qv-pXArtKEiBPPZ-g5Fs9NY8AaAGUCMq_ZuQxeYa-8jwh1ZaSVuL1QT8nsJQrTK4fp/s1600/IMG_2399+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1215" data-original-width="1600" height="303" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEidpII4jn1wTjXnNluoGxIlfJOC1CruyYJLaE859w0Y-u_TUUDGUvwAtOdY_r-s4d5rSeqbMEvHe_qv-pXArtKEiBPPZ-g5Fs9NY8AaAGUCMq_ZuQxeYa-8jwh1ZaSVuL1QT8nsJQrTK4fp/s400/IMG_2399+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Simple but effective</td></tr>
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Hopefully, we also won't get quite so wet when the tank overflows (which never happens, of course!).</span>AndyKChapmanhttp://www.blogger.com/profile/14132567027572460873noreply@blogger.com0tag:blogger.com,1999:blog-7200631624389701992.post-28563476780489646722020-01-02T11:16:00.000+00:002020-01-02T11:16:33.576+00:00Steam Heating (4)<span class="Apple-style-span" style="font-family: "verdana" , sans-serif;">Following on from <a href="https://sentinel7109.blogspot.com/2019/11/steam-heating-3.html" target="_blank">Steam Heating (3)</a>, Sentinel 7109 had a brief steam test a few days before the start of the 2019 Santa specials. (I'll write about the reason for the brevity in due course).<br />
<br />
To the casual observer, the carriage heating performed well although it also showed that the carriages themselves have a number of leaks and cold areas to be attended to. The leaks certainly add to the atmosphere but not always where you want it.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiBD35Qbuk6DoYp4364kZgpVbax2J1SfJZs2b_caX8oDkdsissRrHZehzPGHvon_2PdGqN1_6J2_niHVv9upx_yvjAQq-FP-Y8DTOZrNm2JzGttt-whTUB8dLkPQR9mTe23OiUEcEr2sn4I/s1600/let+there+be+heat+2.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="900" data-original-width="1600" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiBD35Qbuk6DoYp4364kZgpVbax2J1SfJZs2b_caX8oDkdsissRrHZehzPGHvon_2PdGqN1_6J2_niHVv9upx_yvjAQq-FP-Y8DTOZrNm2JzGttt-whTUB8dLkPQR9mTe23OiUEcEr2sn4I/s400/let+there+be+heat+2.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Carriage Warming up and running (Photo: Roger Burfitt)</td></tr>
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To the not-so-casual observer, i.e. me, all was not quite as perfect as I'd hoped.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgo9SCQ_wTwZlwJGTgTd_IE1_8ETtUL5ZmADgVLK9Ju-oQscvcXCN0RaNtimbg5Nz9ktunVpo1O66ZQwF4ODxZC50ONBkQ8PVMmTdPfqZIXEqoKG58bU78bq61aBEr2mB1SmL4EgSszLZYK/s1600/IMG_2274+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1143" data-original-width="1600" height="285" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgo9SCQ_wTwZlwJGTgTd_IE1_8ETtUL5ZmADgVLK9Ju-oQscvcXCN0RaNtimbg5Nz9ktunVpo1O66ZQwF4ODxZC50ONBkQ8PVMmTdPfqZIXEqoKG58bU78bq61aBEr2mB1SmL4EgSszLZYK/s400/IMG_2274+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Spirax-Sarco PRV on the left</td></tr>
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The Blue Spirax-Sarco Pressure Reducing Valve (PRV) can be adjusted to give the 20-40 psi output pressure range required but it is faced with a very variable load. (For carriage warming, steam is <i>squirted</i> down the steam heating pipe and it exits as steam or water through a series of drip valves after passing through various heat exchangers. There is thus a back pressure from the carriage pipework and hence a 'load' on the steam generator. On initial starting-up, the far end of the pipework is opened to atmosphere to allow the steam through rapidly with much reduced back pressure).<br />
<br />
When initially started from cold, the steam is fed into a large cold space. It immediately condenses and this takes place progressively along the two carriages until all is warmed through and steam is exuding from the hose at the far end of the train.<br />
<br />
The loading thus initially varies considerably and then will vary yet again depending on how many carriage heaters are switched on and off.<br />
<br />
Whilst the PRV can be set initially so that it supplies the right pressure, the changing load then plays with the setting. The PRV also tends to oscillate with a repetitive 'kerr-dunk' noise which I doubt is particularly kind to it.<br />
<br />
Setting the PRV to be either on the high side or low side of the pressure range seems to calm down the oscillation. It can also be calmed by limiting the inlet flow using the isolation valve.<br />
<br />
I've put a reducing-flow orifice in the inlet steam feed to the PRV which has also helped a little. However, I suspect that if I did the same on the PRV outlet, I would have more success as it will smooth out the load from the carriages. The inlet orifice is easy to fit but the outlet one requires taking it all apart again under the buffer beam.<br />
<br />
Adjusting the PRV outlet pressure is also a bind as the PRV is under the buffer beam and not easily accessible.<br />
<br />
The PRV does its job well but depends on the loading being more constant than here. More tweaking is required to get this right and make it simple to operate but, according to the Santa Special passengers, it seems to be entirely satisfactory!<br />
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<tr><td><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjGI250uijz45cLAkx1Y2qKtJdlPkWjNmihTjwGEx8_zzZ_Yvqw4DBx9ruU2pGQ__K9IfJsB38ooamTFN3E-DVsKuuO7ccyePGfhygylqIn4Q_CxM76dLrdyya7PTvKP5O1VsZ8tsPDZQW8/s1600/Joyce+gets+into+her+stride+2.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="900" data-original-width="1600" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjGI250uijz45cLAkx1Y2qKtJdlPkWjNmihTjwGEx8_zzZ_Yvqw4DBx9ruU2pGQ__K9IfJsB38ooamTFN3E-DVsKuuO7ccyePGfhygylqIn4Q_CxM76dLrdyya7PTvKP5O1VsZ8tsPDZQW8/s400/Joyce+gets+into+her+stride+2.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Beginning the climb, steam everywhere! (Photo: Roger Burfitt)</td></tr>
</tbody></table>
In <a href="https://sentinel7109.blogspot.com/2019/11/steam-heating-3.html" target="_blank">Steam Heating (3)</a>, I anticipated that the carriages would be too cold, too hot or somewhere in between. Oddly, I was right so without too many reservations, I declare Joyce's new Steam Heating apparatus to be a success!😊</span>AndyKChapmanhttp://www.blogger.com/profile/14132567027572460873noreply@blogger.com0tag:blogger.com,1999:blog-7200631624389701992.post-7486563624610443642019-11-26T15:24:00.000+00:002019-11-29T18:44:25.438+00:00Steam Heating (3)<span class="Apple-style-span" style="font-family: "verdana" , sans-serif;">Following on from <a href="https://sentinel7109.blogspot.com/2019/11/steam-heating-2.html" target="_blank">Steam Heating (2)</a>, I've fitted the carriage warming equipment to Sentinel 7109 ready for a steam test with a train in a few days time.<br />
<br />
I began with the boiler connection and isolating valve.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj6njTplUSTDdggNNY0iL47t9UZhZYJgf_XvmwD6BE26NRbwE42TuZGMxrs7OroN6-zJs5W70-S0r8DaalTUc_tX6OYpOLjX04ir89_3hY1ZsB3m3a-aGZOYLCz1II9vIed7MdUt7o2gs6o/s1600/IMG_2341+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1326" data-original-width="1600" height="331" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj6njTplUSTDdggNNY0iL47t9UZhZYJgf_XvmwD6BE26NRbwE42TuZGMxrs7OroN6-zJs5W70-S0r8DaalTUc_tX6OYpOLjX04ir89_3hY1ZsB3m3a-aGZOYLCz1II9vIed7MdUt7o2gs6o/s400/IMG_2341+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Isolating valve plumbed into the boiler orifice</td></tr>
</tbody></table>
Having removed the boiler orifice plug and cleaned out the threads, I checked the 1/2" BSP thread type using a parallel tapping tool. The thread was clearly a parallel type and the BSPT tapered thread of the hex nipple was loose unless tightened firmly. This was as expected so I converted the thread to a tapered type using a tapered tapping tool. Now the BSPT tapered thread of the hex nipple fitted much more positively.<br />
<br />
I completed the joint using <a href="https://www.rocol.com/products/steamseal-high-pressure-pipe-sealant" rel="nofollow" target="_blank">Rocol steam seal</a>. Total loco unavailable time: about half an hour!<br />
<br />
I then fitted the standard buffer beam equipment using the purpose-designed flange.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiEduNiXBwJYwKaC4wAc08hR93fqFFAvGrbCfYQItnkCBxQqTFFVtqx7TlKE4wpKW7fNpXnHgSMYOscxq16FiLtpjwGFWmOyrpnDIIh2xQtZKLFYYQ91IvvDCLImfFdKp5bf8HZjDYe7f9a/s1600/IMG_2298+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1102" data-original-width="1600" height="275" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiEduNiXBwJYwKaC4wAc08hR93fqFFAvGrbCfYQItnkCBxQqTFFVtqx7TlKE4wpKW7fNpXnHgSMYOscxq16FiLtpjwGFWmOyrpnDIIh2xQtZKLFYYQ91IvvDCLImfFdKp5bf8HZjDYe7f9a/s400/IMG_2298+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Standard buffer beam equipment fitted to buffer beam (1)</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhJ52WuSS0yJ4rF1_HiWKHCTBEH8BmFTBlUdDLjMzkDxkLEqu-YlhJnkfnsLHise31uahgf243jEqSnB59gRyVK4iUhjrFCKyJkoNWMjy36Xizj-k5JDfF8_cuRenuxM93jJ_sWQPvRr_VN/s1600/IMG_2303+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1293" data-original-width="1600" height="322" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhJ52WuSS0yJ4rF1_HiWKHCTBEH8BmFTBlUdDLjMzkDxkLEqu-YlhJnkfnsLHise31uahgf243jEqSnB59gRyVK4iUhjrFCKyJkoNWMjy36Xizj-k5JDfF8_cuRenuxM93jJ_sWQPvRr_VN/s400/IMG_2303+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Standard buffer beam equipment fitted to buffer beam (2)</td></tr>
</tbody></table>
The blue Spirax Sarco Pressure Reducing Valve (PRV) and Safety valve assembly came next followed by the flexible hose to link the isolating valve to the buffer beam equipment.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhaO6et_7GhO2gR-bMXV4IOz9p8MLgYJg6ji0L8bhmopDr4582YvtTyt0SC3yBVl1Enab9156Ubp4cJx7HW2RNoTxAHKc2s7zTcwztLzSfFOmBiijkWe38SCZCmwfQ6hMGgwt2gWqbtCMxd/s1600/IMG_2319+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1359" data-original-width="1600" height="338" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhaO6et_7GhO2gR-bMXV4IOz9p8MLgYJg6ji0L8bhmopDr4582YvtTyt0SC3yBVl1Enab9156Ubp4cJx7HW2RNoTxAHKc2s7zTcwztLzSfFOmBiijkWe38SCZCmwfQ6hMGgwt2gWqbtCMxd/s400/IMG_2319+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Blue PRV and safety valve attached to rear of flange (1)</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjzFQv-ae5qlxrUL4dxTdJYzSRal4VDqdq55z7vP3YS_DHC3tt1tGLJ2lR1VPYywqGAamQwYZ8gV1XwWIt229lRdlSYfHMGUiiDgXHqspqIDNTzj3PYkRgu4mpiiQuFNGzBRYXzOuCPQELx/s1600/IMG_2328+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1017" data-original-width="1600" height="253" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjzFQv-ae5qlxrUL4dxTdJYzSRal4VDqdq55z7vP3YS_DHC3tt1tGLJ2lR1VPYywqGAamQwYZ8gV1XwWIt229lRdlSYfHMGUiiDgXHqspqIDNTzj3PYkRgu4mpiiQuFNGzBRYXzOuCPQELx/s400/IMG_2328+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Blue PRV and safety valve attached to rear of flange (2)</td></tr>
</tbody></table>
Also showing above is the narrow copper pipe to link the buffer beam outlet pressure to the gauge on the cab's rear panel near the roof on the fireman's side.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhlPVuwPjkMPXNCCS8ElBfyPB6Lx2mcAjuCpNx6r_zD1ROw-IIJHlR-N6Go4k3mzbO6EstZx4nwUYr6qYK3Kk1a29noIgkZBmaWlQuBYUjs3ax19DTL5ET9_FjNAdFtmBGiWgsixArjkm0n/s1600/IMG_20191128_105539+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1210" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhlPVuwPjkMPXNCCS8ElBfyPB6Lx2mcAjuCpNx6r_zD1ROw-IIJHlR-N6Go4k3mzbO6EstZx4nwUYr6qYK3Kk1a29noIgkZBmaWlQuBYUjs3ax19DTL5ET9_FjNAdFtmBGiWgsixArjkm0n/s400/IMG_20191128_105539+Cropped.jpg" width="301" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Steam Heating Pressure Gauge</td></tr>
</tbody></table>
The weight of the PRV assembly is supported by a clamp between the PRV and safety valve linked to the footplate above by M10 studding.<br />
<br />
Having fitted the buffer beam equipment and attached the hose, I hitched up the hose end using the standard support links. It then became obvious that the assembly was somewhat lower than expected. On examining a MK1 carriage for comparison, the assembly is 6 to 8 inches lower.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg-a1Jsi2p9wNLp6l3UxI3Caseo-Lom15dHkXGqpE3fSE4n3dVQszwCYgiK9XFKS4ncjVXUVKmQPcVp7rHwRs8KjfuNyNh2GoXnBZf8GgsHeh00ziJuuhtwTi_6KIwxueSCzulNaCMpZOvS/s1600/IMG_2314+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1084" data-original-width="1600" height="270" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg-a1Jsi2p9wNLp6l3UxI3Caseo-Lom15dHkXGqpE3fSE4n3dVQszwCYgiK9XFKS4ncjVXUVKmQPcVp7rHwRs8KjfuNyNh2GoXnBZf8GgsHeh00ziJuuhtwTi_6KIwxueSCzulNaCMpZOvS/s400/IMG_2314+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Hitched with shortened support linkage</td></tr>
</tbody></table>
To avoid the end dragging on the ground or catching the rails, by wiring the two end parts of the support links together, I've pulled it up to a safe height above the rails as shown above. A more permanent version will be devised in due course.<br />
<br />
Prior to steaming, the first test was to to check that the lower height would not prevent a connection being made to a carriage. As shown below, it is all OK.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgWA85J7DKPEKVZyLH4qykbLmQWz9DlgZsWLH_ILBw9DvMW576UJIxlVAtDvSNrLwhKRvuy6bO3Ie95AJ_6HP0vjg5banslYY4v66d9bdJT_dgM8uLI2QL0UASfeL1qdpY3jMOkMpKYbdyh/s1600/IMG_2338+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1084" data-original-width="1600" height="270" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgWA85J7DKPEKVZyLH4qykbLmQWz9DlgZsWLH_ILBw9DvMW576UJIxlVAtDvSNrLwhKRvuy6bO3Ie95AJ_6HP0vjg5banslYY4v66d9bdJT_dgM8uLI2QL0UASfeL1qdpY3jMOkMpKYbdyh/s400/IMG_2338+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">May be low but fits perfectly.</td></tr>
</tbody></table>
Now all we need to do is a steam test. I anticipate that the carriages will be too cold, too hot or somewhere in between. If these are the pass criteria, then all should be fine!</span><br />
<br />AndyKChapmanhttp://www.blogger.com/profile/14132567027572460873noreply@blogger.com0tag:blogger.com,1999:blog-7200631624389701992.post-77767250091963293422019-11-13T16:29:00.000+00:002019-11-13T16:29:04.906+00:00Steam Heating (2)<span class="Apple-style-span" style="font-family: "verdana" , sans-serif;">After some pretty hectic weeks, I have most of the sub assemblies ready to fit. Rapid progress has been made possible by Amanda and Rob at <a href="https://swes.co.uk/" rel="nofollow" target="_blank">South West Engineering Supplies</a> at Bumpers Farm industrial estate near my home in Chippenham. Without them, I'd have been struggling to obtain all the bits and pieces in a short time and they have given me ready access to trial and error items. So a big thank you to them.<br />
<br />
Following on from '<a href="https://sentinel7109.blogspot.com/2019/10/steam-heating-1.html" target="_blank">Steam Heating (1)</a>', this is how it's developed.<br />
<br />
<b>What equipment is needed?</b><br />
<br />
1. High pressure pipework and an isolating valve able to withstand the Sentinel boiler temperature & pressure (212DegC & 275psi).<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhYlrFSg7SC5rRntHQF873BGKa6vI5uWcE1EI0e3S4y7iRL8cXOGQcFVe7vws1TW6X0acbEKG9xrtknk2bNtOZ9gUJp6PppDH3_x2ljAZfYFOhZuJ94qiemPCRHJrB2ZEylrvEuXjq81g2-/s1600/IMG_2264+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="991" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhYlrFSg7SC5rRntHQF873BGKa6vI5uWcE1EI0e3S4y7iRL8cXOGQcFVe7vws1TW6X0acbEKG9xrtknk2bNtOZ9gUJp6PppDH3_x2ljAZfYFOhZuJ94qiemPCRHJrB2ZEylrvEuXjq81g2-/s400/IMG_2264+Cropped.jpg" width="247" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">High Pressure Pipe Fittings and Valve</td></tr>
</tbody></table>
In the photo above, the steel 'T' fitting's leg links to a 3000psi stainless steel union and thence to a taper threaded hex nipple which will screw into the boiler orifice. This union allows the angle of the 'T' to be set after securely fixing the nipple into the boiler orifice. The plug at the top of the 'T' fitting is to provide another steam outlet for future use.<br />
<br />
The second union below the 'T' fitting allows the valve to be orientated appropriately. The valve is a three-part ball valve made by Valtac. <a href="https://sentinel7109.blogspot.com/2014/01/vacuum-braking-5-design-4.html" target="_blank">I've written about these before</a>. The hex nipple below the valve will connect to flexible braided hose to take the steam down to the buffer beam. Although the nipple in the photo is a steel type, I will be using a parallel threaded hydraulic fitting machined to take a copper washer sealed mating connector.<br />
<br />
2. Pipework to carry the boiler pressure steam to the buffer beam apparatus.<br />
<br />
Purists might criticise me for using modern flexible stainless steel braided hose instead of copper pipe with braized end fittings. I can order and receive the flexible hose with welded end fittings and a pressure test certificate within a week and be confident in the result. Using copper pipe, I cannot do this. (In fact, the hose arrived in four days!).<br />
<br />
I've covered this before in detail <a href="https://sentinel7109.blogspot.com/2016/07/braided-flexible-hose.html" target="_blank">here</a>.<br />
<br />
3. A pressure reducing valve to take the boiler pressure down to the carriage requirements (about 40psi).<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgqmqyUZhLaZFGl6Obh-qcyBPRSkP10Osop11hNn1DFIIU7I5jt-7GFiROFcm304nGVezymIzYgy6tp0L4V8vmDtcEGNBbOHhZDWt7w80KBi1cSj86XCA4kPqc3gRHhli2GcjCWC4qLe7_k/s1600/IMG_2266+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1493" data-original-width="1600" height="372" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgqmqyUZhLaZFGl6Obh-qcyBPRSkP10Osop11hNn1DFIIU7I5jt-7GFiROFcm304nGVezymIzYgy6tp0L4V8vmDtcEGNBbOHhZDWt7w80KBi1cSj86XCA4kPqc3gRHhli2GcjCWC4qLe7_k/s400/IMG_2266+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Blue Pressure Reducing Valve (centre) (and one assistant)</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjz7HpoyMUBoiGOMpJgyl2nQTmY1a0aGykTSzXMDjw0QappX9t7fsGHUH0X9OWtVv_yOeNDEHMehsCFHm1BugDmKif_CB5BwHsnnC7-ZanVDzTOASomcpe8HF8xR64FdY9yzYID9XwKFH1-/s1600/IMG_2268+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1400" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjz7HpoyMUBoiGOMpJgyl2nQTmY1a0aGykTSzXMDjw0QappX9t7fsGHUH0X9OWtVv_yOeNDEHMehsCFHm1BugDmKif_CB5BwHsnnC7-ZanVDzTOASomcpe8HF8xR64FdY9yzYID9XwKFH1-/s400/IMG_2268+Cropped.jpg" width="350" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Blue Pressure Reducing Valve (and other assistant)</td></tr>
</tbody></table>
The blue Spirax Sarco PRV is a 1/2" BRV2S with a Green Spring to allow a range of 20-60psi.<br />
<br />
Arguably, to reduce the length of high pressure hose, I could have put the pressure reducing valve below the ball valve instead of behind the buffer beam. However the PRV needs to be mounted upright and would have taken up too much space in the cab.<br />
<br />
4. A safety valve to prevent exceeding the carriage maximum pressure.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgFl02l5DXn94adL_Gym3ZT4CM8HnuQvnkHT1XL3MvyJw-5x5gBqLm_kbIpHvi2Skhu429kSbsvn7O_mybvUUYY6udusH8Jn7OwNI46NI1pDLMiEqXYwlAW47Xq9i4ZbrTaVCZAVh-g5YBk/s1600/IMG_2277+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1379" data-original-width="649" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgFl02l5DXn94adL_Gym3ZT4CM8HnuQvnkHT1XL3MvyJw-5x5gBqLm_kbIpHvi2Skhu429kSbsvn7O_mybvUUYY6udusH8Jn7OwNI46NI1pDLMiEqXYwlAW47Xq9i4ZbrTaVCZAVh-g5YBk/s400/IMG_2277+Cropped.jpg" width="187" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Gunmetal Safety Valve</td></tr>
</tbody></table>
The safety valve is a 1/2" ART 642 type made by <a href="https://www.albionvalvesuk.com/" rel="nofollow" target="_blank">Albion</a>.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh8gaiZWAqOPmTsq05kGidj-aijb7zpNYG9xlnv0BwXbdNmaswF738myUeIiZE2igC0F2s4i-vpTlqO48rQ6GDDy59rsbESrykqhw9q7mEwkH8t6ScHnOPkZZk_IGQRmTMnMqy0hgTXsMvL/s1600/IMG_2290+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="902" data-original-width="1600" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh8gaiZWAqOPmTsq05kGidj-aijb7zpNYG9xlnv0BwXbdNmaswF738myUeIiZE2igC0F2s4i-vpTlqO48rQ6GDDy59rsbESrykqhw9q7mEwkH8t6ScHnOPkZZk_IGQRmTMnMqy0hgTXsMvL/s400/IMG_2290+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Safety Valve Detail including 3 bar setting.</td></tr>
</tbody></table>
5. A pressure gauge to allow the carriage pressure setting.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiMzTmbTVVv6KCPrzptakj1FlmpOMF5dNTCMG6UIIno_I_QjkPYEhyfGt3de9LMEGVdERJwfuEUx5a20bLvcHAbMHd6lcj8erIzjrUOUtbP5fakU1OSB9td78pimxSCUNaV4HRxgdSEDdPb/s1600/IMG_2276+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1514" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiMzTmbTVVv6KCPrzptakj1FlmpOMF5dNTCMG6UIIno_I_QjkPYEhyfGt3de9LMEGVdERJwfuEUx5a20bLvcHAbMHd6lcj8erIzjrUOUtbP5fakU1OSB9td78pimxSCUNaV4HRxgdSEDdPb/s400/IMG_2276+Cropped.jpg" width="377" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">3" Steam Pressure gauge</td></tr>
</tbody></table>
The safety valve has been delivered certified to 45psi (3 bar) so 100psi full-scale is fine. I purchased it new from "thegaugeman61" on Ebay".<br />
<br />
6. Heavy duty bracketry to fix the pipework and <a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjdA9BRpndLkf9UljrGxu6jZAvwdGfzUIllm3OFWgR2mhx7SNFMBp3spTTYLZwTEpyXnXDHeKE8KIzO1-Vhd4UI052PTP-RTKAf8fnEycTkwzNCAu9Hp0Xu_xD7v5V35DMHuMLRyEjOh1IK/s400/IMG_0804+Cropped.jpg" target="_blank">standard buffer beam equipment</a> to the buffer beam itself.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj2wKGUnOUeCs7NyiKfw_WNDASkQKYTzuFLl2U-kZJeyPMh7h7KRI39eb6FZ3xxDf8_mVTOLMRYHhYE-qN9vqSrWELHhyRpHw0YRewZ8VeochVUzRe3z_yZmHXRiT1u8_l92u1gG5HwEEPP/s1600/IMG_20191028_153227.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="847" data-original-width="1600" height="211" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj2wKGUnOUeCs7NyiKfw_WNDASkQKYTzuFLl2U-kZJeyPMh7h7KRI39eb6FZ3xxDf8_mVTOLMRYHhYE-qN9vqSrWELHhyRpHw0YRewZ8VeochVUzRe3z_yZmHXRiT1u8_l92u1gG5HwEEPP/s400/IMG_20191028_153227.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Flange made to fit the standard buffer beam equipment to the buffer beam</td></tr>
</tbody></table>
The flange's central hole is tapped to 1.25" BSPT (tapered) to take a 1.25" section of pipe. The pipe section is then held by a Stauff clamp with an add</span><span style="font-family: verdana, sans-serif;">itional</span><span style="font-family: verdana, sans-serif;"> supporting bar screwed to the bottom edge of the buffer beam. A third bolt fixes the flange through the buffer beam. It is pretty strong and intended to survive heavy handling.</span><br />
<span class="Apple-style-span" style="font-family: "verdana" , sans-serif;">
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhiNIw8_KYofZPc_RW_S2l19zjP9tS_WXtkNw8Q73gyVcgDmKm5AebyFBZSd9nkXPT_HR2_vLJgNfWMAbAYVA-KkwHEbYjvBBafiv7ePbkl193JsZmAvH0IW-_vTmodNuEprTtRIf7s7CHk/s1600/IMG_20191028_153423+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1418" data-original-width="1600" height="353" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhiNIw8_KYofZPc_RW_S2l19zjP9tS_WXtkNw8Q73gyVcgDmKm5AebyFBZSd9nkXPT_HR2_vLJgNfWMAbAYVA-KkwHEbYjvBBafiv7ePbkl193JsZmAvH0IW-_vTmodNuEprTtRIf7s7CHk/s400/IMG_20191028_153423+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The flange 3-point mounting to the rear buffer beam</td></tr>
</tbody></table>
<b>The Complete Assembly</b><br />
<br />
I've pre-assembled the 'flat-pack' version of the equipment to show it all together before it disappears out of sight in and under Joyce's metalwork.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjNSJm2NYfpGE9kFLu-s_1_4jJqSu4GxXAmpOuZ8ChvHk3iycVU_QdpGvJEeq3Vr8tpgI1z_E9aYjxK0qqzlmq9Jr6goNSHpUJ-Il7kqXdaSWyaRcVGE8XvK3reWmKXPo9xwW27vW9f20uZ/s1600/IMG_2282+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1031" data-original-width="1600" height="257" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjNSJm2NYfpGE9kFLu-s_1_4jJqSu4GxXAmpOuZ8ChvHk3iycVU_QdpGvJEeq3Vr8tpgI1z_E9aYjxK0qqzlmq9Jr6goNSHpUJ-Il7kqXdaSWyaRcVGE8XvK3reWmKXPo9xwW27vW9f20uZ/s400/IMG_2282+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Complete 'flat-pack' and assistants</td></tr>
</tbody></table>
The boiler fitting is at the top. It passes steam via a 'T' fitting to a ball valve and thence to the braided flexible hose. The hose links to the blue PRV which passes lower pressure steam to the safety valve and pressure gauge pipe. Finally the pipe connects to the back of the flange and to the standard buffer beam equipment.<br />
<br />
Now all I have to do is fit the kit and test it. Initial fitting will be quite quick for test purposes. I'll clamp the pipework properly when I'm happy it performs satisfactorily. The assistants will not be allowed on site at Midsomer Norton as they haven't passed their Personal Trackside Safety exam (honest!).</span>AndyKChapmanhttp://www.blogger.com/profile/14132567027572460873noreply@blogger.com1tag:blogger.com,1999:blog-7200631624389701992.post-13932237268382722942019-10-10T09:24:00.002+01:002019-10-31T11:56:38.641+00:00Steam Heating (1)<span class="Apple-style-span" style="font-family: "verdana" , sans-serif;"><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjdA9BRpndLkf9UljrGxu6jZAvwdGfzUIllm3OFWgR2mhx7SNFMBp3spTTYLZwTEpyXnXDHeKE8KIzO1-Vhd4UI052PTP-RTKAf8fnEycTkwzNCAu9Hp0Xu_xD7v5V35DMHuMLRyEjOh1IK/s1600/IMG_0804+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1528" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjdA9BRpndLkf9UljrGxu6jZAvwdGfzUIllm3OFWgR2mhx7SNFMBp3spTTYLZwTEpyXnXDHeKE8KIzO1-Vhd4UI052PTP-RTKAf8fnEycTkwzNCAu9Hp0Xu_xD7v5V35DMHuMLRyEjOh1IK/s400/IMG_0804+Cropped.jpg" width="381" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Carriage Warming Steam Hose link</td></tr>
</tbody></table>
I've been asked by the Somerset & Dorset Joint Railway Co. Ltd. to fit steam heating, aka carriage warming equipment, to the cab end of Sentinel 7109 'Joyce'. I'm slightly bothered by the idea as the gear involved will take up even more of the already limited cab space. However, I will give it my best shot, hopefully in time for the cooler weather coming on.<br />
<br />
There are some critical feasibility questions:<br />
</span><br />
<ul>
<li><span class="Apple-style-span" style="font-family: "verdana" , sans-serif;">How much steam is required?</span></li>
<span class="Apple-style-span" style="font-family: "verdana" , sans-serif;">
<li>Does the boiler have the capacity?</li>
<li>Where can I tap-off the steam supply?</li>
<li>What size of pipework is needed?</li>
<li>What equipment is needed?</li>
<li>How to minimise the out-of-service time during installation?</li>
<li>How to ensure the installation is safe?</li>
<li>How do I test it?</li>
</span></ul>
<span class="Apple-style-span" style="font-family: "verdana" , sans-serif;"><b>How much steam is required?</b><br />
<br />
In 2014, the Heritage Railway Association (HRA) produced a <a href="https://static1.squarespace.com/static/59f1c5ec51a58457c01eaed0/t/5a12c8ca53450af6e5f55c05/1511180496446/HGR-B9050-Is01+Steam+Heating+Apparatus.pdf" rel="nofollow" target="_blank">Steam Heating Apparatus</a> guidance note which I am using as the authoritative document. It states the following:<br />
<br />
"<i>Most steam heated coaching stock contains thermostatically controlled heaters which limit the steam consumption once the heater has reached working temperature. Because of this and the reduced length of trains now running, a pressure of 40psi is sufficient to maintain a flow to the end of a rake of vehicles. Allow about 80-100lbs of steam per hour per carriage to heat a train.</i>"<br />
<br />
As a worst case, I'll assume Joyce will need to provide 100lbs of steam per hour per carriage.<br />
<br />
At Midsomer Norton, Joyce is generally limited to two carriages although she could encounter more if operated elsewhere. I am thus basing calculations on three carriages and deem the requirement to be <b>300lbs/hour</b>.<br />
<br />
<b>Does the Boiler have the Capacity?</b><br />
<br />
Joyce's boiler has the capacity to produce 4600lbs/hour. Thus only about 6.5% of the boiler output would be used when supplying the 300lbs/hour to the carriages. I doubt if Joyce would notice this and if it did hold her back, the heating could always be turned off while climbing the 1 in 50 hill from the station, usually for about 5-7 minutes.<br />
<br />
<b>Where can I tap-off the steam supply?</b><br />
<br />
Joyce's entire boiler output has to be able to be passed through the safety valves. The manifold which supports the safety valves is fed through a 3/4" diameter orifice. This means that 4600lbs/hour can pass through a 3/4" orifice.<br />
<br />
There are two 1/2" diameter plugged orifices near the top of Joyce's boiler, one on the left and the other on the right hand side. A 1/2" orifice has 4/9ths of the area of a 3/4" orifice. Thus it is easy to say that 300lbs/hour will have no difficulty with a 1/2" orifice.<br />
<br />
I plan to use the left side orifice as it will allow the fireman to control the heating. I will also use a plugged 'T' pipe fitting to make it simpler to add a steam wand later.<br />
<br />
There are some other options I dismissed:<br />
<br />
1. The super-heater input manifold at the front of the boiler. This would require removing the coal bunker to get access and would put an isolating valve out of the reach of the footplate crew.<br />
<br />
2. The regulator assembly. This would have supplied super-heated steam complete with cylinder oil - I'm not sure how hot the passengers really want to be in cold weather!<br />
<br />
3. The right hand 1/2" orifice. This would add to the already heavily populated driver's side of the cab and it's really the fireman that should be in control.<br />
<br />
4. The safety valve manifold/fittings. Same as in 3 above but could well make for a lengthy down-time during installation and require the disturbance of well proven installed items.<br />
<br />
Note: references to 1/2" or 3/4" are to nominal inside pipe diameters and the BSP thread size.<br />
<br />
<b>What size of pipework is needed?</b><br />
<br />
Using a 1/2" boiler orifice indicates that 1/2" pipework will be adequate and it is good news as 1/2" pipework won't fill too much of the limited cab space.<br />
<br />
I was surprised at this but the figures tell the story. However, as we are only allowing for 3 carriages, not 14 or so as might have been the case in the days of British Railways steam, I am convinced 1/2" pipework will be fine.<br />
<br />
<b>What equipment is needed?</b><br />
<br />
I'll cover this in a subsequent article as it will be quite extensive.<br />
<br />
<b>How to minimise the out-of-service time during installation?</b><br />
<br />
The only part of the installation work that will actually make Joyce unusable is when making the steam connection to the boiler. The rest of the apparatus can be fitted to Joyce before making the boiler connection without disturbing the ability to operate.<br />
<br />
<b>How to ensure the installation is safe?</b><br />
<br />
The critical part of the apparatus is the link from the boiler orifice to an isolation valve fitted as close as possible to the boiler.<br />
<br />
Either a male parallel threaded fitting sealed with a Copper washer will be used to connect to the parallel female thread of the boiler orifice or, preferably, both tapered male and female threads as they lock more effectively. Tapered male threads with parallel female threads are not suitable for this application as they have a limited contact area with the female thread and are not as strong.<br />
<br />
Heavy duty forged steel or 3000psi Stainless steel fittings will be used where full boiler pressure is involved. Malleable iron fittings will be used at carriage pressure.<br />
<br />
'Red-band' grade steel pipe or <a href="https://sentinel7109.blogspot.com/2016/07/braided-flexible-hose.html" target="_blank">braided/annularly corrugated flexible hose</a> or a combination of both will be used.<br />
<br />
The isolation valve will be of the same type used for the vacuum ejector isolator, whistle/pressure gauge isolator and blown-down valve. These are high grade carbon fibre reinforced PTFE-sealed stainless steel ball valves as <a href="https://sentinel7109.blogspot.com/2014/01/vacuum-braking-5-design-4.html" target="_blank">previously described here</a>.<br />
<br />
<b>How do I Test it?</b><br />
<br />
I'm not planning any special equipment to test the new apparatus. Instead, it will be a matter connecting Joyce to a three carriage train and trying out various functions.<br />
<br />
1. With the hose link valve closed so that steam cannot leave the loco, initially turn on the isolator valve; the out-going pressure should not exceed 45psi. A safety valve should open to prevent it going higher than 45psi (3 bar).<br />
<br />
The pressure reducing valve's pressure control should be varied to show that the outgoing pressure can be set as desired. (It may not be possible to do this without a flow of steam. If this is the case then it should be done carefully with the valve to the carriages open).<br />
<br />
2. If not already done so, open the valve to the train and check the loco can supply the required pressure to the three carriages when all their heaters are set to maximum.<br />
<br />
3. Check that the set pressure can be maintained with the boiler pressure between 100 and 275psi. Experience with the vacuum brake ejector pressure reducing valve suggests that as the boiler pressure reduces, the outlet pressure may rise but not above the safety valve setting.<br />
</span>AndyKChapmanhttp://www.blogger.com/profile/14132567027572460873noreply@blogger.com0tag:blogger.com,1999:blog-7200631624389701992.post-82888896177862396052019-08-07T17:21:00.000+01:002019-08-07T17:21:05.448+01:00Improved Oiling for the inter-axle Chain<span class="Apple-style-span" style="font-family: "verdana" , sans-serif;">Whilst I've written extensively about Sentinel 7109's front drive chains, I've said very little about the chain which links the two axles. It does the job more conventionally performed by connecting rods. The chain was in place when Joyce arrived in 2004 and I've largely just left it to get on with its job.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg-Y4_kQt05vVUJCoI8TsFjV8JNX8R0ym_ELYy_NTBYHkdWrvDa0aY7NL2Ht6jgnSIsy12eu6Ct7KQlTD2auDzYbSIlT5r5WLv4V0Szt-gTCblB_ScxBI-IqKG4hwXZ3b3DfcoVJlzmkFci/s1600/JOYCE009+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="422" data-original-width="445" height="378" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg-Y4_kQt05vVUJCoI8TsFjV8JNX8R0ym_ELYy_NTBYHkdWrvDa0aY7NL2Ht6jgnSIsy12eu6Ct7KQlTD2auDzYbSIlT5r5WLv4V0Szt-gTCblB_ScxBI-IqKG4hwXZ3b3DfcoVJlzmkFci/s400/JOYCE009+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Highlighted original oil pot and down-pipe with wipe-rag</td></tr>
</tbody></table>
Oiling the chain was originally done by gravity. A pot fed oil down a tube to the chain via a rag which wiped oil on the links as they moved past.<br />
<br />
The oil pot was another example from Joyce's missing items portfolio so I had to construct a new one. I used the end section of a small argon gas cylinder and added a valve to turn the flow on and off.<br />
<br />
These items are hidden in the photo below beneath an upturned metal cover (OK, it's a bean can but it was a perfect fit!). The down-pipe is original but the new rag was a hem extracted from an old pair of jeans.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEggQ7J3qJxjuOn5ybOLmuq50o-dnCeVVhnw5lPvmYd4zG63YEdl652ImPLx2XWZqPgdJMpmKWqFubGAqtcESIcSPPTcEWp0-VimnuxlcegK-PvxU5miKl5j1xSSJcu95ZPoQ4i-Juf9wp8Z/s1600/IMG_8162+Cropped1.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="740" data-original-width="599" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEggQ7J3qJxjuOn5ybOLmuq50o-dnCeVVhnw5lPvmYd4zG63YEdl652ImPLx2XWZqPgdJMpmKWqFubGAqtcESIcSPPTcEWp0-VimnuxlcegK-PvxU5miKl5j1xSSJcu95ZPoQ4i-Juf9wp8Z/s400/IMG_8162+Cropped1.jpg" width="323" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Gravity-fed oil feed</td></tr>
</tbody></table>
In so far as it went, it could do the job just about adequately but I was forever either forgetting to turn it on before moving off or leaving it on when stopped so one link got deluged and the rest left dry. (Perhaps the original pot used a wick?). What was really needed was a similar system to the front drive chains such that oil would only be provided when moving.<br />
Being driven by the engines, the mechanical lubricator was an ideal candidate but its four pump barrels were already allocated.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhLyHXEpEw50C5q91yr1srnkasvDqJLPymbBfsKAboQOvCi5EkeXjNvEwjjFIfhtA4dQBfBhFfDfgPCbdTzXkl6w2cgjKjXl3XhsN-q4LfwbPfdg5S4-gctoNn-Kfje88s2btsFlwKa5xsi/s1600/IMG_0918+Cropped1.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1537" data-original-width="1380" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhLyHXEpEw50C5q91yr1srnkasvDqJLPymbBfsKAboQOvCi5EkeXjNvEwjjFIfhtA4dQBfBhFfDfgPCbdTzXkl6w2cgjKjXl3XhsN-q4LfwbPfdg5S4-gctoNn-Kfje88s2btsFlwKa5xsi/s400/IMG_0918+Cropped1.jpg" width="358" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Mechanical Lubricator (before restoration)</td></tr>
</tbody></table>
In the above view, the right hand pump feeds the near-side drive gear bearing and the next one feeds the off-side drive gear bearing. The third from right feeds the steam supply and the left hand one feeds the front chains via a pair of drip trays.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgrU1NtoXiWdXGxHVNhiX9uwpEbU_d8ROekIOPRuZhRRQJg4Fg23sYmtwBJoz35zF1LbxxjATQIpLViiO5Jvo_QY9UoMx_34yuToxyp7IKaMuP9KMQx68vK6AEeQYW3BiuVtK_Sfuj9pMLF/s1600/P1300062+Cropped2.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="805" data-original-width="1600" height="200" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgrU1NtoXiWdXGxHVNhiX9uwpEbU_d8ROekIOPRuZhRRQJg4Fg23sYmtwBJoz35zF1LbxxjATQIpLViiO5Jvo_QY9UoMx_34yuToxyp7IKaMuP9KMQx68vK6AEeQYW3BiuVtK_Sfuj9pMLF/s400/P1300062+Cropped2.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Drip trays and drip feed tubes</td></tr>
</tbody></table>
Initially I thought that the mechanical lubricator was out of bounds but experience showed that a good supply of oil was already being fed through the drive gear bearings into the drip trays without any additional oil required from a dedicated pump. Thus the left-most pump was effectively a spare.<br />
<br />
In the back of my mind has always been the thought that 7109 was a prototype and thus some parts/methods of operation were possibly experimental and not well tried and tested; they could thus be improved.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEijBwriNjOqsEGaMcZfywnYD3DGsJ7cjKRmkgbPcrqwga8d0_sw-BYW1V1XjCc3sbg1eL4xr3VL0ldOB-XzK3pgaGPs1Psv_TB8-vVAAc5kVI9H-rwJD3SeSOlHPNPBoDu-WUb7Qqyblxfm/s1600/IMG_7641+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1289" data-original-width="1600" height="321" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEijBwriNjOqsEGaMcZfywnYD3DGsJ7cjKRmkgbPcrqwga8d0_sw-BYW1V1XjCc3sbg1eL4xr3VL0ldOB-XzK3pgaGPs1Psv_TB8-vVAAc5kVI9H-rwJD3SeSOlHPNPBoDu-WUb7Qqyblxfm/s400/IMG_7641+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Oil from the gear bearings into the drip tray</td></tr>
</tbody></table>
I set out to construct a feed from the mechanical lubricator to the inter-axle chain. My plan was to suspend a three-drip device above the chain and connect it by a pipe to the lubricator.<br />
<br />
A number of parts needed to be made:<br />
<br />
1. An adaptor to connect a pipe to the lubricator pump.<br />
2. The pipe itself (I chose to cheat and use rubber fuel hose).<br />
3. The three-drip device.<br />
4. Rigid support for the feeder so it wouldn't shake it all about.<br />
<br />
The adaptor seemed an easy task: it would be needing BSP threads obviously? No it wouldn't! To cut a long story short, it needed a rare British Standard Cycle thread as used on push-bikes and motor bikes. The thread was actually 3/4" 20tpi and taps and dies were surprisingly easy to obtain (Ebay).<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjFBrAVij5UW58wQZU8vEQsnxeBwUJ3ZiknjU-Y6igDtP28nHSNJyJyeRokw_GXGCRtzQNwZ0GPolm8DiBtd6mmCdAfh68M27csnYAgbqQcudYyPSvoUmL3hwgkUzcBGhKaxyLYo7YAXYLs/s1600/IMG_1717+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1520" data-original-width="1456" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjFBrAVij5UW58wQZU8vEQsnxeBwUJ3ZiknjU-Y6igDtP28nHSNJyJyeRokw_GXGCRtzQNwZ0GPolm8DiBtd6mmCdAfh68M27csnYAgbqQcudYyPSvoUmL3hwgkUzcBGhKaxyLYo7YAXYLs/s400/IMG_1717+Cropped.jpg" width="382" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The rubber hose adaptor rightmost</td></tr>
</tbody></table>
The adaptor consists of a coupling with a female 3/4" BSC thread end to end and a plug screwed into the top. The plug is tapped for a standard 1/8" BSP hose adaptor. The coupling is screwed on to the pump first. The plug seals against the top of the pump with a fibre washer. Heldite was used to seal the hose adaptor.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjMb609Gj9rfdAh_4eRACrFsFmFBPGBG1-kltRqzWRW1rw6pfft0y3n-8MXPL0aX_xRHqCmioLSF-_CaGTZoUzVHdK9tg6y7UkkHsCjAaUENLDBhazwRpI5iUhn-N-AnYXha5u6_rMfU8fh/s1600/IMG_1541+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1158" data-original-width="1600" height="288" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjMb609Gj9rfdAh_4eRACrFsFmFBPGBG1-kltRqzWRW1rw6pfft0y3n-8MXPL0aX_xRHqCmioLSF-_CaGTZoUzVHdK9tg6y7UkkHsCjAaUENLDBhazwRpI5iUhn-N-AnYXha5u6_rMfU8fh/s400/IMG_1541+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Three-drip device</td></tr>
</tbody></table>
I wanted to be able to set the three-drip device so that it would dribble on the left and right links of the chain as well as centrally on the rollers. Thus it would be required to be able to be rotated to get the drippers the right distance apart and in the right place.<br />
<br />
Any resemblance in the body of the device to a Lidl compressed-air adaptor are purely coincidence of course (but it saved a lot of work for very little cost!).<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiWk7wGR5bVB-pBy2kwG3LbkvhoypgdyV1WHyKo6pO5My07s6a_x5tA8dFNpKBM8Pi-MZ4dllCHOd0io-3Hr4B_YHW0LNrG-JIIIHi2ql3ktKw3GV2-4sQ3DOXx1ihmq59etuRbHqevyI41/s1600/IMG_1539+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1126" data-original-width="1600" height="281" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiWk7wGR5bVB-pBy2kwG3LbkvhoypgdyV1WHyKo6pO5My07s6a_x5tA8dFNpKBM8Pi-MZ4dllCHOd0io-3Hr4B_YHW0LNrG-JIIIHi2ql3ktKw3GV2-4sQ3DOXx1ihmq59etuRbHqevyI41/s400/IMG_1539+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The dripper attached to an angle-iron support</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgbAablghyphenhyphen2WnAEwObblnLo1b3HuLBkgyTvuTP-94wvh8duPTzgZgHjPa7dgg0eIGLFRR6ZaxdeVrGnMtXgvN8A2Gb8KdFwAAOW1WkGLweiAJhw-R0wmrYLa58FlVyglw3fy5D-mgOiuwql/s1600/IMG_1538+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="564" data-original-width="1600" height="140" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgbAablghyphenhyphen2WnAEwObblnLo1b3HuLBkgyTvuTP-94wvh8duPTzgZgHjPa7dgg0eIGLFRR6ZaxdeVrGnMtXgvN8A2Gb8KdFwAAOW1WkGLweiAJhw-R0wmrYLa58FlVyglw3fy5D-mgOiuwql/s400/IMG_1538+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="font-size: 12.8px;">The complete dripper support</td></tr>
</tbody></table>
I made the rigid support using a pair of Stauff clamps to fix a vertical piece of 1.25" steel pipe (same as used for the vacuum braking pipework) to the front of the water tank inside the engine compartment.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgCopzz9WurmOQOf64csAJzRcWc6iVk9wBcMkCsV3qVHNSn9wWfdT5uM-3vgfmzo2ZG5bV4EjGaRpKCqZnZrRU4BKIp041a5eZ-tNNF0fIuaY8pJ-5G4PZj9JFaeOBYSoAk43E6zQa1ZtTv/s1600/IMG_1562+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1021" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgCopzz9WurmOQOf64csAJzRcWc6iVk9wBcMkCsV3qVHNSn9wWfdT5uM-3vgfmzo2ZG5bV4EjGaRpKCqZnZrRU4BKIp041a5eZ-tNNF0fIuaY8pJ-5G4PZj9JFaeOBYSoAk43E6zQa1ZtTv/s400/IMG_1562+Cropped.jpg" width="255" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Pipe clamped to the water tank</td></tr>
</tbody></table>
I then attached the angle iron support bracket to the pipe with another Stauff clamp.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEilte8Eqx2cZ3uUq6eLD1-0-oZf6rGWjwIN5unoL6f_3KjdKiJuzhd0Ih-7WtvFZs7RvbsV0uPKQ7VsnI60FjXFZEoLC3aTY97-xxTczEO1S8kT-eHvYWsyoumevzYW-3aQ20-iesymHo6K/s1600/IMG_1726+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="813" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEilte8Eqx2cZ3uUq6eLD1-0-oZf6rGWjwIN5unoL6f_3KjdKiJuzhd0Ih-7WtvFZs7RvbsV0uPKQ7VsnI60FjXFZEoLC3aTY97-xxTczEO1S8kT-eHvYWsyoumevzYW-3aQ20-iesymHo6K/s400/IMG_1726+Cropped.jpg" width="202" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Viewed from underneath</td></tr>
</tbody></table>
Stauff clamps grip the pipe very tightly and the dripper is held very robustly in place.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh1_sXDRKfaEg45rud4AYpJg1g2dDa7nNt7A3YsbghF81YORd1-5va16Cq_GCsCXsaHKAYHSuvFB6Z2ajXh3RrFbmjJHkxFA9OwhDJnXKET5DhBadmtuuhgAYS0Nl2VKgG7vRLrbqr8TVKN/s1600/IMG_20190630_150926+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1549" data-original-width="1342" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh1_sXDRKfaEg45rud4AYpJg1g2dDa7nNt7A3YsbghF81YORd1-5va16Cq_GCsCXsaHKAYHSuvFB6Z2ajXh3RrFbmjJHkxFA9OwhDJnXKET5DhBadmtuuhgAYS0Nl2VKgG7vRLrbqr8TVKN/s400/IMG_20190630_150926+Cropped.jpg" width="346" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Not an easy photo so take (apologies for low quality)</td></tr>
</tbody></table>
The rubber pipe is supported in a fairly low-tech manner.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgiFR_UyJj_uIk97_Va94g98aV0pXoFYhlG6aIPpxYEHT4DkkcTN4jAWG-2iomuVTwzZDga0w1XHVzyzvwg2yDlaV438ZGrT7ActjgTZ3QO_0Z8meUZFGZj2TGanOVomRzKNu1SXGjqAF34/s1600/IMG_1719+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1266" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgiFR_UyJj_uIk97_Va94g98aV0pXoFYhlG6aIPpxYEHT4DkkcTN4jAWG-2iomuVTwzZDga0w1XHVzyzvwg2yDlaV438ZGrT7ActjgTZ3QO_0Z8meUZFGZj2TGanOVomRzKNu1SXGjqAF34/s400/IMG_1719+Cropped.jpg" width="316" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Rubber pipe routing</td></tr>
</tbody></table>
After a lengthy non-trivial design and installation task, I tried it out on a passenger operations day. It certainly works and there is now no shortage of oil for the drive and inter-axle chains and one less job to do when preparing to steam. There is still a good deal of fiddling about to do yet to get the flow rates right, not helped by <a href="https://sentinel7109.blogspot.com/2019/08/mechanical-lubricators-central-heating.html" target="_blank">the newly sorted central heating for the mechanical lubricator</a>. The oil is now warmer and thinner as a result and the pumps provide more oil than before.<br />
<br />
One question I don't have the answer to is how much oil does a chain need? I haven't oiled my mountain bike's chain for years and it is still happy; however, these chains work a little harder than my bike's so sufficient will be enough.<br />
<br />
I'm also hoping to reduce the oil consumption. 7109 uses about 3 pints of cylinder oil a day - that seems a lot to me.<br />
<br />
I'll remove the old gravity-feed oiler when all is set up satisfactorily.</span>AndyKChapmanhttp://www.blogger.com/profile/14132567027572460873noreply@blogger.com0tag:blogger.com,1999:blog-7200631624389701992.post-88869458950920836922019-08-07T09:36:00.000+01:002019-08-07T09:36:13.597+01:00Grate Solution to a Problem<span class="Apple-style-span" style="font-family: "verdana" , sans-serif;">Not widely known but just before the press were due to arrive on a steaming day recently, Joyce's firebox centre firebar dropped into the ashpan - not really what's wanted with little time to put it right and in the middle of a raging furnace!<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgkk28VxLyfyAlmy4fVhQtxpL6yKr2UjDx0Rri-H77ULgBVMRqdd4FtSmVdN555XWZPorEPo0gzNU3X2MbAvOHCRi659aS2ZvhiRWktrtm4dPs3cQKKdF7PkVRRGBc4c01llo5SK6Z9e3W5/s1600/IMG_1523+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1587" data-original-width="1600" height="396" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgkk28VxLyfyAlmy4fVhQtxpL6yKr2UjDx0Rri-H77ULgBVMRqdd4FtSmVdN555XWZPorEPo0gzNU3X2MbAvOHCRi659aS2ZvhiRWktrtm4dPs3cQKKdF7PkVRRGBc4c01llo5SK6Z9e3W5/s400/IMG_1523+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Complete Firegrate;</td></tr>
</tbody></table>
However, miracles can be performed when there is no choice and the fireman of the day managed to put it back in place and all was well.<br />
<br />
It's easier to empty ash/clinker from the grate by removing a firebar but getting it back in isn't easy without crawling underneath (ideally with the ashpan removed)(decidedly not my favourite activity).<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgWa4icj5jmwBs-SU8Sf-tU7w1asC50VanWubH2W-TllzA0FOOmSoA4YTOofh-lVC1yGAWJZoZQFWC9Xsr2dMf0MKImD1yg9Wms8fTw3EggvJ6Cf3t6LQqpC_xoyZYIREr-c7i60KJcP_o2/s1600/IMG_20190805_134541+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="397" data-original-width="1600" height="98" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgWa4icj5jmwBs-SU8Sf-tU7w1asC50VanWubH2W-TllzA0FOOmSoA4YTOofh-lVC1yGAWJZoZQFWC9Xsr2dMf0MKImD1yg9Wms8fTw3EggvJ6Cf3t6LQqpC_xoyZYIREr-c7i60KJcP_o2/s400/IMG_20190805_134541+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">It's Grate</td></tr>
</tbody></table>
Although it won't be much help with replacing a dropped firebar under a hot fire, I've made a tool for putting them back through the firehole after emptying the grate when cold.<br />
<br />
One end fits through a firebar slot and the curved end is for twisting the firebar into position.</span>AndyKChapmanhttp://www.blogger.com/profile/14132567027572460873noreply@blogger.com0tag:blogger.com,1999:blog-7200631624389701992.post-18077706594914870222019-08-06T19:19:00.000+01:002019-08-06T19:19:38.783+01:00Mechanical Lubricator's Central Heating<span class="Apple-style-span" style="font-family: "verdana" , sans-serif;">It was April 2013 when <a href="https://sentinel7109.blogspot.com/2013/04/sentinel-7109s-mechanical-lubricator.html" style="outline-width: 0px !important; user-select: auto !important;" target="_blank">I last wrote about 7109's mechanical lubricator</a>. I'd been concerned that the heating system using exhaust steam had not been working although it didn't seem to be a significant problem.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiN-WaRfM07SgYps7p8EIYpmfNUEdsj4ekD_ZYTg09BJAQjX9dx-OHkGQAzqCHUA18ZIX9xDMV3aG4DbgarWIk7vGzpNIqIyl-M3cdfFkOebmkOulOqbbIUBFh7X5NJ15Sz5q8RESsfIgI_/s1600/IMG_1697+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1218" data-original-width="1600" height="303" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiN-WaRfM07SgYps7p8EIYpmfNUEdsj4ekD_ZYTg09BJAQjX9dx-OHkGQAzqCHUA18ZIX9xDMV3aG4DbgarWIk7vGzpNIqIyl-M3cdfFkOebmkOulOqbbIUBFh7X5NJ15Sz5q8RESsfIgI_/s400/IMG_1697+Cropped.jpg" width="400" /></a></td></tr>
<tr><td style="text-align: center;">Aluminium heater (centre top of photo)</td></tr>
</tbody></table>
Exhaust steam is fed to a blind Aluminium tube fixed into the bottom of the lubricator underneath the four pumps. The idea is that the steam condenses giving off its latent heat to the lubricator and the condensate drains via an external hole in the fitting.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjGQ7ftkmdgrMgDfxxyQ5wd7MOhPA1OKKgUH5iefTWodUoRUrBlf-vlJ1FCB_E6eYZymBjbXVMrP-mNjaf5B0ifpyM9kiWGPlvQOhXbfLqTwKGlXYCqDEE0imiBN3wR8nUZCPiicnz3V6sw/s1600/IMG_1700+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="918" data-original-width="1600" height="228" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjGQ7ftkmdgrMgDfxxyQ5wd7MOhPA1OKKgUH5iefTWodUoRUrBlf-vlJ1FCB_E6eYZymBjbXVMrP-mNjaf5B0ifpyM9kiWGPlvQOhXbfLqTwKGlXYCqDEE0imiBN3wR8nUZCPiicnz3V6sw/s400/IMG_1700+Cropped.jpg" width="400" /></a></td></tr>
<tr><td style="text-align: center;">Aluminium Heater close-up</td></tr>
</tbody></table>
Recently 7109 was running without the near-side engine covers in place and somebody pointed out that steam and water were being sprayed all over the rear engine when moving. On inspection, the spray was coming from the condensate drain hole.<br />
<br />
Not having given the subject much thought, I'd originally installed the heater with the drain hole pointing upwards and this was the cause of the spray. It had also not caused me any concern because, for a long time after I'd had trouble with gland packing disintegration, the exhaust steam feed pipe to the lubricator had become blocked with the spifflicated packing. Thus the spray only became obvious when I unblocked the feed pipe.<br />
<br />
Unfortunately, the PTFE washer used to seal the heater had worn such that I couldn't just rotate the heater and so it all had to come apart to do the job properly.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgHr5wBRjDALc8zbSJc_Dq1wYIfNbRRqwq0Hw27gAR1-jnZXVk6lQaFr7jJpw6f-jYEGTEwQv33JcCEyjBiyLH3uaWQYDwmDubr7BTJhyphenhyphen9m-jH_EUjLO8emBGlo-jjCsilLmCLxIdnjoPr-/s1600/IMG_1703+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="804" data-original-width="1600" height="200" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgHr5wBRjDALc8zbSJc_Dq1wYIfNbRRqwq0Hw27gAR1-jnZXVk6lQaFr7jJpw6f-jYEGTEwQv33JcCEyjBiyLH3uaWQYDwmDubr7BTJhyphenhyphen9m-jH_EUjLO8emBGlo-jjCsilLmCLxIdnjoPr-/s400/IMG_1703+Cropped.jpg" width="400" /></a></td></tr>
<tr><td style="text-align: center;">Corrected down-facing condensate drain hole.<br />
The squashed white item is the new PTFE washer.</td></tr>
</tbody></table>
Disassembly does have the advantage that it gives an opportunity to do other bits of maintenance. In particular, it had always been impossible to see the oil level in the sight glass as the glass tube itself was dirty. I hadn't originally had access to a parts washer but I now it is an invaluable tool for cleaning such items and the result is below.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEguXVvd8pKlhd2D0MdOOqHTcVB6e-cAPBPiuKCnQsnoO8f8rLJEyScSRcuni17I-YuaKVaSSTTuFK1J_zIwXn9VXB7e-svW28sxzIS0quKC4mOMJZIj2A4PtR8Jri4k8kElw7Rg-zT9HqoM/s1600/IMG_1709+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1381" data-original-width="1600" height="345" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEguXVvd8pKlhd2D0MdOOqHTcVB6e-cAPBPiuKCnQsnoO8f8rLJEyScSRcuni17I-YuaKVaSSTTuFK1J_zIwXn9VXB7e-svW28sxzIS0quKC4mOMJZIj2A4PtR8Jri4k8kElw7Rg-zT9HqoM/s400/IMG_1709+Cropped.jpg" width="400" /></a></td></tr>
<tr><td style="text-align: center;">Newly cleaned level sighting tube</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjnu8x-hd0SoFJ00NzKgVLT2VYH6PGrCqOZvOKAlI8FYvhcRCyLPRwzIsLU-2pRME-iW5i4_2NJFmMDzrEOfKYvXkS2ZalHVwcz2uAQnp7Ga4cPnT3fXgS-5dTNf8Jwq28vvocOmpNix5qb/s1600/IMG_1713+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1484" data-original-width="1600" height="370" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjnu8x-hd0SoFJ00NzKgVLT2VYH6PGrCqOZvOKAlI8FYvhcRCyLPRwzIsLU-2pRME-iW5i4_2NJFmMDzrEOfKYvXkS2ZalHVwcz2uAQnp7Ga4cPnT3fXgS-5dTNf8Jwq28vvocOmpNix5qb/s400/IMG_1713+Cropped.jpg" width="400" /></a></td></tr>
<tr><td style="text-align: center;">It does show the level (I tightened the leaky seal later)</td></tr>
</tbody></table>
To tighten the tube, the lubricator's lid fixing bolt above the sight glass has to be removed and a tapered flat-blade screw driver used to turn a hidden grub-screw. Removing the grub-screw allows the glass tube to be removed.<br />
<br />
The top and bottom of the glass tube had originally been sealed using leather washers; the leather had deteriorated so I used a pair of fibre washers instead.<br />
<br />
Oil consumption now seems to have increased, no doubt due to the oil being thinner at the raised temperature.</span>AndyKChapmanhttp://www.blogger.com/profile/14132567027572460873noreply@blogger.com0tag:blogger.com,1999:blog-7200631624389701992.post-84916459363404901692019-08-03T11:53:00.000+01:002019-08-06T19:38:00.498+01:00Finding Joyce & Joyce<span class="Apple-style-span" style="font-family: "verdana" , sans-serif;"><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEio6y9QT7hjSpMafAkTmMFbGPyNmnUERlGvB4jt9Qd81E-Q3BewD-9pJ9wxVWbkA3UOvao6Y8KFiAPu23xacmxPT33cSv3Ef6QrweeOJct4dTwjbX2D7_gqMCkViTlS0Sm1aXYLrVttdyI7/s1600/Joyce_Sandeman_3%255B1%255D+Enh+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1034" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEio6y9QT7hjSpMafAkTmMFbGPyNmnUERlGvB4jt9Qd81E-Q3BewD-9pJ9wxVWbkA3UOvao6Y8KFiAPu23xacmxPT33cSv3Ef6QrweeOJct4dTwjbX2D7_gqMCkViTlS0Sm1aXYLrVttdyI7/s400/Joyce_Sandeman_3%255B1%255D+Enh+Cropped.jpg" width="257" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Joyce Helen Sandeman (1902-1974) aged about 12</td></tr>
</tbody></table>
When Sentinel 7109 first arrived at Midsomer Norton in December 2004, I and the other seventeen original owners were unlikely to have envisaged the human interest that would come to light many years later.<br />
<br />
As prototype to the two Radstock Sentinels, Sentinel works number 7109 ‘Joyce’ had worked at Croydon Gas Works from 1927 until 1960 prior to transfer to Bressingham Steam Museum in 1968 for use in preservation. But, in those 33 years of working life, ‘Joyce’ had amassed a history of her own.<br />
<br />
I’d been aware that in 1927 ‘Joyce’ had been named after Joyce Helen Sandeman, the only daughter of the Croydon Gasworks Chairman William James Sandeman OBE.</span><br />
<span class="Apple-style-span" style="font-family: "verdana" , sans-serif;"><br />
I discovered that Joyce Helen had been born in 1902 and died in 1974 and that the naming was late in 1927 but it seemed odd to me that a loco would be named after an adult of 25 rather than a beloved child aged between maybe 5 and 15.<br />
<br />
A clue was found in that Joyce Helen was described as ‘incapacitated’ in the 1939 registry whilst residing in a care home in Caterham. Thus I speculated that she had either been born disabled or become disabled before she was 25.<br />
<br />
Through searching <a href="http://www.ancestry.co.uk/" rel="nofollow" target="_blank">Ancestry.co.uk</a>, I found that Joyce Helen had died a spinster with no siblings, nor any children, although her father had seven brothers and sisters. Thus, somewhere out there would be living distant relatives of Joyce Helen albeit of subsequent generations. I left it at that in 2016 but this year I determined to continue the search initially via local Croydon newspapers.<br />
<br />
Before I had a chance to get started, astonishingly, in January this year I received an unexpected phone call from Ian Hocken who told me that Joyce Helen was his great aunt.<br />
<br />
We were both very excited at having made contact. Ian told me that he had been at a family gathering last Christmas and the subject arose of great aunt Joyce’s steam locomotive and what had happened to it. So they did an internet search and found my 7109 blog and tons of YouTube videos of ‘Joyce’ in action.<br />
<br />
It’s difficult to imagine how they must have felt at the discovery but Ian said they were absolutely gobsmacked. We discussed a little about the family and I was pleased to find that there are still two relations with Joyce Helen’s surname ‘Sandeman’: Elizabeth, who is in her 80s and Jenna who is 18.<br />
<br />
After some searching of family albums, Ian sent me four scanned photos of Joyce Helen at ages of about 5, 9, 12 and 25. In the first three, she is a delightful and pretty young girl and clearly enjoying life (Photo). However, at 25, something terrible had obviously happened to her and she is visibly incapacitated. It’s a sad photo but it quashed my speculation that she might have been disabled from birth.<br />
<br />
In April, I travelled to Ian’s home in Reigate to meet him and other relatives. I had a wonderful day and was made to feel like a member of the family – we do have a common relative in ‘Joyce’, of course!<br />
<br />
Collectively, we don’t know what actually happened to Joyce Helen. A hundred years ago, people did not recover from illnesses that we now consider minor. Of course, WW1 could have played a part and Croydon did suffer bombing at that time. One day we’ll find out, perhaps.<br />
<br />
I never thought that when I set out to restore a steam loco that it would lead to finding a new family but, on Saturday 27th July 2019, they came to visit Midsomer Norton station to see and ride behind ‘Joyce’.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjZRMH6cc7Mki-tmSL-OFIzbTR2jFlMf4g9V8TYoewko8E1RT4flNXba6oPSKLBhaBNOxHUFzwAeFdPTJ7y_-7crud0BWgdcJMeCulKjC6AbbIlAbPeIYToI3JYWH6rFsIwQ8ngpYvP4jAx/s1600/Ian+Jenna+Andy+Elizabeth.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1200" data-original-width="1600" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjZRMH6cc7Mki-tmSL-OFIzbTR2jFlMf4g9V8TYoewko8E1RT4flNXba6oPSKLBhaBNOxHUFzwAeFdPTJ7y_-7crud0BWgdcJMeCulKjC6AbbIlAbPeIYToI3JYWH6rFsIwQ8ngpYvP4jAx/s400/Ian+Jenna+Andy+Elizabeth.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Ian Hocken, Jenna Sandeman, Andy Chapman, Elizabeth Sandeman (Photo: Gail Coleshill)</td></tr>
</tbody></table>
<span class="Apple-style-span" style="font-family: "verdana" , sans-serif;">It was an exceptionally enjoyable gathering preceded by an interview on BBC Somerset and attended by many local press and some of the volunteers that had contributed to ‘Joyce’s’ restoration.<br />
<br />
I framed a dedication to Joyce Helen and presented it to Ian and Elizabeth on the day.</span><br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiuDuuEfNX4TPw4GwTm4TJbqY9XSaqRwf0wHvQHH_2e45-vfW_aPvjJ26LmBGzMu93j0xQRJA8D0NeeTSgxqE9ejspA8NBoattYF87Vhkrzs1TEjQELT6_74BWc5NAK_X02pggkXzPRp_9u/s1600/A+Tale+of+two+Joyces.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1131" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiuDuuEfNX4TPw4GwTm4TJbqY9XSaqRwf0wHvQHH_2e45-vfW_aPvjJ26LmBGzMu93j0xQRJA8D0NeeTSgxqE9ejspA8NBoattYF87Vhkrzs1TEjQELT6_74BWc5NAK_X02pggkXzPRp_9u/s640/A+Tale+of+two+Joyces.jpg" width="452" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">A Tale of two Joyces</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiCz6aFuaM_duGgW8aUOVkYMX7AYlBso_Fpxgs9YjXdhH0TslBg4z_sR60qQeDSVqRZ8PZx1bJDvWAxLwyegvZ1LSoOMWQeXuVKH_6H_i9yT_-7_z800ySN35hcPAEeLfVzry1hdcX4psKO/s1600/PDN_IMG_0900b+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1368" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiCz6aFuaM_duGgW8aUOVkYMX7AYlBso_Fpxgs9YjXdhH0TslBg4z_sR60qQeDSVqRZ8PZx1bJDvWAxLwyegvZ1LSoOMWQeXuVKH_6H_i9yT_-7_z800ySN35hcPAEeLfVzry1hdcX4psKO/s400/PDN_IMG_0900b+Cropped.jpg" width="341" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Jenna, Ian, Elizabeth & Andy (Photo: Peter Nicholson)</td></tr>
</tbody></table>
I wrote a previous article about Joyce in December 2016 which can be found here: <a href="http://sentinel7109.blogspot.com/2016/12/who-was-joyce.html" target="_blank">http://sentinel7109.blogspot.com/2016/12/who-was-joyce.html</a>. Much of it has stood the test of time.</span>AndyKChapmanhttp://www.blogger.com/profile/14132567027572460873noreply@blogger.com0tag:blogger.com,1999:blog-7200631624389701992.post-48993454230987637612019-03-23T12:03:00.002+00:002019-03-23T12:04:29.075+00:00Painting by Numbers<span class="Apple-style-span" style="font-family: "verdana" , sans-serif;">Sentinel 7109's cast Aluminium front 7109 plate has been looking rather sad until recently with the black paint becoming somewhat flaky.<br />
<br />
So here's a little sequence of renewal photos.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjEqUFqecENP7cQ6NMp8RTwfYddVGpNebnKKKUWfZuWANwK85556UQrSzYcGHbiL3QWbm28clQuA6RrFeUKBcZxBZQD0OEjEbfbMvSnMTjsiNfMWLZwS5eZuMfCylKbXDu-tzjwBNBUuO60/s1600/IMG_1523+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="512" data-original-width="1600" height="127" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjEqUFqecENP7cQ6NMp8RTwfYddVGpNebnKKKUWfZuWANwK85556UQrSzYcGHbiL3QWbm28clQuA6RrFeUKBcZxBZQD0OEjEbfbMvSnMTjsiNfMWLZwS5eZuMfCylKbXDu-tzjwBNBUuO60/s400/IMG_1523+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Cleaned-up and primed with 'E-Tech Technik Self-Etch primer'<br />
(Must be good with a name like that).</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgw7AWW7Y56gbDk0tew__qUmz4qXBSAPHq_mCVEu-RqVtFZaTITNs953GT_u_WIKjFJv31UfMkR9eWpri5UHvWgWpH0pANbTZRovw7yFOsqVOTPBaPcliJe6MNVC07tkBxDTFfKOQv70Vxr/s1600/IMG_1525+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="504" data-original-width="1600" height="125" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgw7AWW7Y56gbDk0tew__qUmz4qXBSAPHq_mCVEu-RqVtFZaTITNs953GT_u_WIKjFJv31UfMkR9eWpri5UHvWgWpH0pANbTZRovw7yFOsqVOTPBaPcliJe6MNVC07tkBxDTFfKOQv70Vxr/s400/IMG_1525+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Re-blacked using 'Baufix Metal Paint <i>with rust protection</i>'<br />
(I bet it won't rust).</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEijgfXNh3LZJV0hISa6KVR5QlmVZQs0Or3WPyQ5t_TPn7Yb3TJljc0xbbtjzatZU4AaLqlRHTFqSxqreHCzGuSWs5apH3uiNBXv4uN7XOt_YaskFhEoxrsuExuIQPBgIupB3NB_lRwgCJwz/s1600/IMG_1527+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="513" data-original-width="1600" height="127" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEijgfXNh3LZJV0hISa6KVR5QlmVZQs0Or3WPyQ5t_TPn7Yb3TJljc0xbbtjzatZU4AaLqlRHTFqSxqreHCzGuSWs5apH3uiNBXv4uN7XOt_YaskFhEoxrsuExuIQPBgIupB3NB_lRwgCJwz/s400/IMG_1527+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">And finally renumbered using water-based Antique White acrylic.</td></tr>
</tbody></table>
</span>AndyKChapmanhttp://www.blogger.com/profile/14132567027572460873noreply@blogger.com0tag:blogger.com,1999:blog-7200631624389701992.post-5705542454964151212019-03-02T19:19:00.001+00:002019-03-02T19:19:29.405+00:00Wear & Tear (3)<span class="Apple-style-span" style="font-family: "verdana" , sans-serif;">A quick update on <a href="https://sentinel7109.blogspot.com/2019/02/wear-tear-2.html" target="_blank">Wear & Tear (2)</a>.<br />
<br />
I've replaced all three joints from the steam end of the Sentinel 7109's cab mounted boiler feed pump; these are the ones above and below the valve chest and the failed one sealing the end cover. The valve chest ones were undamaged but I replaced them anyway to improve long term reliability.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhz0MdnyOB5NcprCL92xjYbv4WpO-tLUSZDzWSVhBGarYwxyJf0DuVWvURyzNwakiJL3lzcUfQq2y3XfXHbLG9dusceLTe_atEOWUbuLBmfIYTAzO9NURdXG9bNU0S8x8hdYuAkHHPmG-vQ/s1600/IMG_1189+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1269" data-original-width="1600" height="316" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhz0MdnyOB5NcprCL92xjYbv4WpO-tLUSZDzWSVhBGarYwxyJf0DuVWvURyzNwakiJL3lzcUfQq2y3XfXHbLG9dusceLTe_atEOWUbuLBmfIYTAzO9NURdXG9bNU0S8x8hdYuAkHHPmG-vQ/s400/IMG_1189+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Light green layers replaced by the dull grey graphite of PSM150/AS</td></tr>
</tbody></table>
When the pump's end cover joint failed, for unknown reasons steam got into the water end of the pump. This has happened once before and I've never worked out the cause. I can speculate about the check valve to the boiler getting wedged open to allow hot water back into the feed pipe but I don't actually know.<br />
<br />
Perhaps the check valve could stay open if the feed water and boiler water were at identical pressures? This is not likely as there is a spring to help the check valve to close. This mystery remains on the 'too difficult' pile. I checked the cleanliness of all three check valves for peace of mind and found no cause for concern.<br />
<br />
Not only did the steam get back into the pump's water cylinders but also further upstream in the pipework towards the water tank feed. I mention this because I'd just painstakingly replaced it all (<a href="https://sentinel7109.blogspot.com/2019/02/frost-damage-february-2019.html" target="_blank">click here</a>) after the frost damage to the original water valve. Being a water feed, I again used '<a href="https://www.rustins.ltd/heldite" rel="nofollow" target="_blank">Heldite</a>' as the thread sealant as it was well in spec for cold water and low pressure.<br />
<br />
However, it's not designed for high pressure steam! The result was that the pipe joints were emptied of the Heldite and no longer doing their job.<br />
<br />
I've rebuilt the pipework again; this time I've used Rocol's '<a href="https://www.rocol.com/products/steamseal-high-pressure-pipe-sealant" rel="nofollow" target="_blank">Steamseal</a>' as the thread sealant. The name gives it away so next time it should withstand a steam ingress where it's not wanted.<br />
<br />
The water cylinder piston rings are made of a fibrous non-metallic material. (<a href="https://sentinel7109.blogspot.com/2011/06/sentinel-7109s-cab-mounted-boiler-feed.html" target="_blank">click here for more detail</a>). They survived steam ingress the previous time and seemingly this time also as the pump worked well when tested with compressed air.</span>AndyKChapmanhttp://www.blogger.com/profile/14132567027572460873noreply@blogger.com0tag:blogger.com,1999:blog-7200631624389701992.post-52387575821269330342019-02-27T19:42:00.000+00:002019-02-27T19:42:32.088+00:00Wear & Tear (2)<span class="Apple-style-span" style="font-family: "verdana" , sans-serif;">After three years of reliable service, Sentinel 7109's cab boiler feed pump decided it was going to play games and started spitting steam out of the steam cylinder end cover joint.<br />
<br />
This early photo shows the light green layer between cylinders and the end cover.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgQzQxl-FnAH3w5iVkrICQYlnfQAuOpJ2AEoA81ip627xFZKja4pZtRGLo2zivZRt0SP2Xh4OrltXmhFn4wvyERO16XNFN8FK0n41zvbh0jWBk7vSeWG78I3Kt0jYK62gLccCJoK4rGZrAw/s1600/IMG_0985+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1329" data-original-width="1600" height="331" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgQzQxl-FnAH3w5iVkrICQYlnfQAuOpJ2AEoA81ip627xFZKja4pZtRGLo2zivZRt0SP2Xh4OrltXmhFn4wvyERO16XNFN8FK0n41zvbh0jWBk7vSeWG78I3Kt0jYK62gLccCJoK4rGZrAw/s400/IMG_0985+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">June 2011 photo long before putting the pump to work</td></tr>
</tbody></table>
The material I used for the joint was Klinger's Klingersil C-4400. I'd bought this in 2010. Its spec shows that it can withstand about 23bar pressure at 230degC. All seemed satisfactory as water boils at approximately 230degC when at 19bar pressure.<br />
<br />
The next photo shows the effect of three years' use (and possibly the recent heavy frost?).<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgnN1iTV-zOHAdpqmNaigrxBwZZ6DWBPCxg7Uz7yfjmHicAylnaYFWIYHeGb8iUG5SfLYHCGHkbEAs2kKSCTczkPoFD9WSQqReG4P7F8VYJOvTnD1Q8-UaUmq-b3_I09SVvI_7XP_wqOZqg/s1600/IMG_1174+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1147" data-original-width="1600" height="286" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgnN1iTV-zOHAdpqmNaigrxBwZZ6DWBPCxg7Uz7yfjmHicAylnaYFWIYHeGb8iUG5SfLYHCGHkbEAs2kKSCTczkPoFD9WSQqReG4P7F8VYJOvTnD1Q8-UaUmq-b3_I09SVvI_7XP_wqOZqg/s400/IMG_1174+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Comprehensive disintegration of the joint material</td></tr>
</tbody></table>
There are splits in many places which makes me wonder if there may have been some frost involved but that is speculation.<br />
<br />
In retrospect, what is more to the point is that, while the spec shows the joint material is good for 230 degC and 19bar, the steam supply to the pump has passed through the superheater and is likely to be somewhat hotter than the figure I had originally assumed. I'm thus rather surprised it had lasted as this long!<br />
<br />
Later in the restoration process, for all steam joints, I'd switched to a higher spec joint material, namely Klinger's Kingergraphite PSM/AS. More details <a href="https://sentinel7109.blogspot.com/2012/07/the-perfect-joint-1.html" target="_blank">here</a>.<br />
<br />
So that's what will be used for the repair.<br />
<br />
I can say I now have more (hard-earned) experience!</span>AndyKChapmanhttp://www.blogger.com/profile/14132567027572460873noreply@blogger.com0tag:blogger.com,1999:blog-7200631624389701992.post-89285705709118592692019-02-25T21:02:00.000+00:002019-04-08T19:33:28.009+01:00Wear and Tear (1)<span class="Apple-style-span" style="font-family: "verdana" , sans-serif;">Sentinel 7109 has been hauling trains for nearly three years now and inevitably pulling 75 tons of carriages repeatedly up a 1 in 50 hill is going to ask a lot of a little engine.<br />
<br />
Late in 2018, from time to time a knocking noise was heard from underneath and investigation showed that the main steam pipe had lost some insulation due to abrasion against a support bracket.<br />
<br />
At the front of the water tank and just behind the rear engine, I had reinstalled the main steam pipe and included a support bracket using (from memory) <i>existing</i> mounting holes.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh1cKnjsKsOPaoM3GjunuaF-1uCsEJOetglor-6yjwa900keL2hkiQna8tYLIuG7ypVKT8Zh_2hPP0eSYnAq9K69PGxREtkCY_w_gr8y1MT5rZq7-mUD3HFeSWnVuLCVhr725gTRDuc5zF4/s1600/IMG_2524+Cropped1.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1565" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh1cKnjsKsOPaoM3GjunuaF-1uCsEJOetglor-6yjwa900keL2hkiQna8tYLIuG7ypVKT8Zh_2hPP0eSYnAq9K69PGxREtkCY_w_gr8y1MT5rZq7-mUD3HFeSWnVuLCVhr725gTRDuc5zF4/s400/IMG_2524+Cropped1.jpg" width="391" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Main steam pipe with bright red support bracket.</td></tr>
</tbody></table>
The main steam pipe connects the regulator body to the 'Y' pipe fitting in the engine compartment. As far as I can tell from photos I took in 2004, there were no support brackets for the main steam pipe between its ends. This did not seem satisfactory to me and hence the addition of extra support.<br />
<br />
However, not everything works out quite as anticipated and the bracket had been wearing the insulation allowing hard surfaces to knock together. The pipe clearly moves about when Joyce is in motion.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhPA7HzFFl4Ersb-YBx_Wxh3uhnNtSEipj3phLtFw-Nj276Q1_Fuj6DjGtkHMj9o1ssI3KLrjptJpff1WqFYiK-pk2eC7gVIuUEs8bddJgzGEewAcUaE5fbLg9r4aRsfb6BcCJygs-2ywGw/s1600/IMG_1097+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1005" data-original-width="1600" height="251" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhPA7HzFFl4Ersb-YBx_Wxh3uhnNtSEipj3phLtFw-Nj276Q1_Fuj6DjGtkHMj9o1ssI3KLrjptJpff1WqFYiK-pk2eC7gVIuUEs8bddJgzGEewAcUaE5fbLg9r4aRsfb6BcCJygs-2ywGw/s400/IMG_1097+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Worn insulation</td></tr>
</tbody></table>
On removing the bracket, it appears that the wear had not abraded the actual metal of the pipe but I'm glad I found it now and had not let it get any worse.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgcimHO-wCES2k_C-3WmP9PjJ5JtI277nGU8brZ5iV3tuyvM_WVL4nN8ejDTJZwFrmf_6OtPXvFZuMpGnNrpqpwhJyKZPUrtKVln1uRp0L5vZKdh61d9BJ7axADjXqwEkf61v0HDS2WyOTf/s1600/IMG_1102+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1155" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgcimHO-wCES2k_C-3WmP9PjJ5JtI277nGU8brZ5iV3tuyvM_WVL4nN8ejDTJZwFrmf_6OtPXvFZuMpGnNrpqpwhJyKZPUrtKVln1uRp0L5vZKdh61d9BJ7axADjXqwEkf61v0HDS2WyOTf/s400/IMG_1102+Cropped.jpg" width="288" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Metal exposed beneath the bracket location</td></tr>
</tbody></table>
It would appear that the bracket was too restrictive and probably with too small an area in contact with the pipe. However, I still want the extra support but with more give than it had.<br />
<br />
I've wrapped some Aluminium-clad fibre glass sheet around the bracket to cushion the support from the pipe so that it is supported but not clamped.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgpBj-4IFcXDTGFZBbgshCwfLr7FxemDM536l7UsGuG7rvBDLhjpO6Dp0XSm94UjMu2xoa_gpVzG1ji9jfGT1-Ic1v7RDf6ROs_DVn3kp8rDShpx5AOYQxk_STbZ6KsR7rlW8vY1HeFI4Xp/s1600/IMG_1122+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1238" data-original-width="1600" height="308" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgpBj-4IFcXDTGFZBbgshCwfLr7FxemDM536l7UsGuG7rvBDLhjpO6Dp0XSm94UjMu2xoa_gpVzG1ji9jfGT1-Ic1v7RDf6ROs_DVn3kp8rDShpx5AOYQxk_STbZ6KsR7rlW8vY1HeFI4Xp/s400/IMG_1122+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Fibre glass cushion</td></tr>
</tbody></table>
Now to see how it behaves. (I have some other ideas if this doesn't last).<br />
</span>AndyKChapmanhttp://www.blogger.com/profile/14132567027572460873noreply@blogger.com0tag:blogger.com,1999:blog-7200631624389701992.post-36456361036976040392019-02-23T20:23:00.000+00:002019-02-25T19:53:40.514+00:00Frost Damage February 2019.<span class="Apple-style-span" style="font-family: "verdana" , sans-serif;">Sentinel 7109 was surprised by a sudden frost in early February 2019 and suffered some damage to the pipework feeding the cab's boiler feed pump.<br />
<br />
In June 2013, I wrote extensively about the construction of <a href="https://sentinel7109.blogspot.com/2013/06/hidden-secret.html" target="_blank">an elaborate plug valve</a> with a hidden secret. It was originally fitted in 1928 so was a historical gem.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiJnmSs92e3Cc7jheNhWCPUU3xBTb0oqhNR2VkViHxRHIprYlepI7xyHwf2I3DWDGtpy1FK4xktCQVvI1aquCdXuM4BOdnZJnn5y5iUwI9E8S7XQhQvY95b-w4dts3mhSk83Lhjmy1EcXGb/s1600/IMG_8679+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1148" data-original-width="1600" height="286" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiJnmSs92e3Cc7jheNhWCPUU3xBTb0oqhNR2VkViHxRHIprYlepI7xyHwf2I3DWDGtpy1FK4xktCQVvI1aquCdXuM4BOdnZJnn5y5iUwI9E8S7XQhQvY95b-w4dts3mhSk83Lhjmy1EcXGb/s400/IMG_8679+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Plug valve in water feed line.</td></tr>
</tbody></table>
However, after the frost, I found it looking rather sorry for itself.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhqAvZq1fLxBGm1695flzxCNbb0PMFTYiyr0pBffu9U89v92qG_ow8wgZUykVS-Du9eHvxUwxDWOhKKFnJJ9A6uzujI7hnyQmvlp0dbWLbfuXEm7jtwil5n255i8Cu1e-47Zapgq-vQeRsl/s1600/IMG_1002+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1162" data-original-width="1600" height="290" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhqAvZq1fLxBGm1695flzxCNbb0PMFTYiyr0pBffu9U89v92qG_ow8wgZUykVS-Du9eHvxUwxDWOhKKFnJJ9A6uzujI7hnyQmvlp0dbWLbfuXEm7jtwil5n255i8Cu1e-47Zapgq-vQeRsl/s400/IMG_1002+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Split top bit</td></tr>
</tbody></table>
On taking it apart, I realised that it was beyond repair as the internal plug itself had split into two pieces.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhfqde1Gy5g_QBbyAkE7iVYays8YyFfzYJPT3VO0uN6j3lxh7hKi-9yyO63CkN3nBGfqNEmcK5qgBUSogd322PaClYgXW28MaMu8yRX7lmZGBvn9SdJaPc-CXJtypve9KzxhCD3D8I5-KqM/s1600/IMG_1056+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="895" data-original-width="1600" height="223" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhfqde1Gy5g_QBbyAkE7iVYays8YyFfzYJPT3VO0uN6j3lxh7hKi-9yyO63CkN3nBGfqNEmcK5qgBUSogd322PaClYgXW28MaMu8yRX7lmZGBvn9SdJaPc-CXJtypve9KzxhCD3D8I5-KqM/s400/IMG_1056+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Split plug</td></tr>
</tbody></table>
It's a shame to lose an original part in this way but it was also an opportunity. I suspect the 1928 construction had perhaps been done in a hurry; Joyce was a prototype after all. Where the pipe came from the tank to the 'T' piece, <a href="https://sentinel7109.blogspot.com/2012/05/straining-rubbish.html" target="_blank">a strainer was hidden across the top of the 'T'</a>. The valve was downstream of the strainer. <br />
There was a disadvantage with this in that to clear the strainer by removing the plug from the end of the 'T', the tank had to be emptied to avoid a personal irrigation. So the valve should have been upstream of the strainer!<br />
<br />
I've resorted to modern parts to rebuild the valve and strainer with the <i>disadvantage</i> removed.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhdjFerE54is8omXQ99MckFaJjRQoEOW8rvpEyTF52utHpx4SSMTzbwcNLdIMk1zg9IO8kNvMOCJoo-qFMLbdL_MEUGhdAw20QdOUk44vf2tN4U1UkRSuFPg3XRHKoRaXdS7YrlRlud_VFl/s1600/IMG_1079+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="929" data-original-width="1600" height="231" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhdjFerE54is8omXQ99MckFaJjRQoEOW8rvpEyTF52utHpx4SSMTzbwcNLdIMk1zg9IO8kNvMOCJoo-qFMLbdL_MEUGhdAw20QdOUk44vf2tN4U1UkRSuFPg3XRHKoRaXdS7YrlRlud_VFl/s400/IMG_1079+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Ball valve and 'Y' strainer</td></tr>
</tbody></table>
The pressure on the ball valve is only the head of the water in the tank, about 6 feet max., so there are minimal requirements for it. The 'Y' strainer is now downstream of the valve and the strainer's cap (pointing downwards) can also be used to drain the water pipe for frost precautions as well as cleaning the strainer. With any luck, the new strainer will be less restrictive than the old one so the water pump should be more efficient.<br />
<br />
I'll tidy up the appearance in due course [as below].<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh3djfiiZIz3O7sb3l9vKk_qGLjy-ipkqlRKURO3C-MgJJbyBqUB6V9SNRNz3Qwvkfpih9LdyUKLnZQRqejTcFbjCUFL42PEQWm04AtmK1-x-DUPw6uMimFDnEqgSiXn7vH2dt2EK_1MFi6/s1600/IMG_1123+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="914" data-original-width="1600" height="227" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh3djfiiZIz3O7sb3l9vKk_qGLjy-ipkqlRKURO3C-MgJJbyBqUB6V9SNRNz3Qwvkfpih9LdyUKLnZQRqejTcFbjCUFL42PEQWm04AtmK1-x-DUPw6uMimFDnEqgSiXn7vH2dt2EK_1MFi6/s400/IMG_1123+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">With a lick of paint...</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiACvG4199jVMWX_bLj7qztn7gAnfqUHIMJZusmS5KWS4KntLr9ig_yu2X9uD1zfXl-0Z-gkwnMKJCsDQCONReeDVBIhNqmRDh8S8IOlywnJFBcLQ9OR6vugkuY3wDe3g6vitnBzw54OoTj/s1600/IMG_1128+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto; text-align: center;"><img border="0" data-original-height="980" data-original-width="1600" height="245" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiACvG4199jVMWX_bLj7qztn7gAnfqUHIMJZusmS5KWS4KntLr9ig_yu2X9uD1zfXl-0Z-gkwnMKJCsDQCONReeDVBIhNqmRDh8S8IOlywnJFBcLQ9OR6vugkuY3wDe3g6vitnBzw54OoTj/s400/IMG_1128+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">...And some frost protection where the pipe can't be drained</td></tr>
</tbody></table>
</span>AndyKChapmanhttp://www.blogger.com/profile/14132567027572460873noreply@blogger.com0tag:blogger.com,1999:blog-7200631624389701992.post-1632059771461501242019-01-16T16:12:00.000+00:002019-01-16T16:48:03.833+00:002019 Fold-It-Yourself Leaflet<span style="font-family: "verdana" , sans-serif;">Click this link for <a href="https://drive.google.com/open?id=17JXA8dP2AkEKFFYbNhpcrb_9uLR7VONs" rel="nofollow" style="font-family: verdana, sans-serif;" target="_blank">Joyce's 2019 Leaflet (.pdf)</a><br />
<br />
<img alt="" border="0" data-original-height="567" data-original-width="1600" height="140" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg0N7MYsVsWawFsb52B0XYTQRCBpwZoG7NfDS90TG1nHNIson1URJwsRFZm_0oFiURQwbyBP_MokICC55dfBoOihiQQdDOyRDLeyvXe2KbEVOmAJYgtyHrdLFtKWGfWjHoWIeButW-0XfE2/s400/Flyer+0H.jpg" title="2019 Leaflet" width="400" /><a href="https://www.blogger.com/"></a></span>AndyKChapmanhttp://www.blogger.com/profile/14132567027572460873noreply@blogger.com0tag:blogger.com,1999:blog-7200631624389701992.post-16250258992380142222018-08-14T16:53:00.000+01:002018-08-14T16:53:28.095+01:00Glandular Fervour<span style="font-family: "verdana" , sans-serif;">I haven't use the word 'fervour' in the heading lightly. It means 'intense and passionate feeling' or 'intense heat'. Getting these piston rod glands right has been a learning curve and a half for me and fraught with continual failures for months.<br />
<br />
Bearing in mind that Joyce has four cylinders, and hence four steamy piston rod glands, I had done my ninth packing replacement by April 2018. With snow and freezing conditions abounding at the start of March, these repairs had not been a lot of fun and hugely frustrating.<br />
<br />
When Joyce ran in May, I thought I had got things sorted. I had found a way to get the packing compressed 'just the right amount'. So, with a feeling of achievement, we did 8 runs on the 6/7th May expecting no further problems.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhwZ85aYF4KleYe1e50jYh950tH4wXBodZHCpl6KKkAEZQyYsqGayjZedy_tZhwuj5oG0OGbWUECEImzHW3tGlNxwoMtkeRor9BDMuONCSACsQiHPwDNfo9EKI5lUdeQyfr5fwtcDJLWwiJ/s1600/IMG_0583+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1576" data-original-width="1600" height="393" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhwZ85aYF4KleYe1e50jYh950tH4wXBodZHCpl6KKkAEZQyYsqGayjZedy_tZhwuj5oG0OGbWUECEImzHW3tGlNxwoMtkeRor9BDMuONCSACsQiHPwDNfo9EKI5lUdeQyfr5fwtcDJLWwiJ/s400/IMG_0583+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Frayed remains of 20 layers</td></tr>
</tbody></table>
As the photo shows, after two days running, the five layers of packing in each cylinder were reduced to a pile of shredded fibres, two layers at best per gland.<br />
<br />
At this stage, I was feeling pretty low. Whilst I acknowledge that Joyce's piston rod surfaces are not as smooth as they really should be, they don't feel abrasive.<br />
As such, I can only conclude that the advice I was given to use Beldam's Pilotpack 4010 was ill-founded. Bearing in mind the authoritative source, I felt I had to persist; however, I feel badly let down, have wasted over £400, had to cancel a S&D steaming weekend and had nine months of worry. Not pleased.<br />
<br />
Pilotpack 4010 ticks all the boxes for temperature and pressure specifications. What it is incapable of doing is holding together its fibrous construction in this reciprocating situation despite my considerable efforts to adhere to the manufacturer's (flawed) instructions.<br />
<br />
I am making progress with another form of solid packing which is behaving much better (so far) - I'd be foolish to say I am completely confident after this bad experience but keep your fingers crossed.<br />
<br />
My advice, based on this experience, is that Pilotpack 4010 is not suited to this application. Click <a href="https://sentinel7109.blogspot.com/2017/10/butting-pony-tails.html" target="_blank">here</a> for an illustration.</span>AndyKChapmanhttp://www.blogger.com/profile/14132567027572460873noreply@blogger.com0tag:blogger.com,1999:blog-7200631624389701992.post-55593049388286828092018-02-21T19:06:00.000+00:002018-02-21T19:06:11.494+00:00Exploring New Territory<span class="Apple-style-span" style="font-family: "verdana" , sans-serif;"><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj6eOAz81gsG10Yi_FLhRBIBTfq8CSyxlwJac24MomEuAgAXu5XI98t1lNoSuNicFiIVVwHkevF8FiTReiFnbrRB9Bb-F6-O3nrYHFm3OxV10GvZE06s5ACM4oJbwG8M8PW4N-wW4hyphenhyphen4k8x/s1600/IMG_0049+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="814" data-original-width="1600" height="202" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj6eOAz81gsG10Yi_FLhRBIBTfq8CSyxlwJac24MomEuAgAXu5XI98t1lNoSuNicFiIVVwHkevF8FiTReiFnbrRB9Bb-F6-O3nrYHFm3OxV10GvZE06s5ACM4oJbwG8M8PW4N-wW4hyphenhyphen4k8x/s400/IMG_0049+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">1st Steam Loco on this part of the S&D in over 50 years.</td></tr>
</tbody></table>
My apologies for being quiet for so long; it's been a very busy time hauling Christmas specials in December and doing annual repairs, maintenance and some enhancements this year. Rest assured that there will be more to follow.<br />
<br />
In the meantime, <a href="https://youtu.be/VOGPUg-GZX4" rel="nofollow" target="_blank">here's a video clip of Joyce exploring some new territory at Midsomer Norton</a> after passing her annual boiler inspection on February 20th.</span>AndyKChapmanhttp://www.blogger.com/profile/14132567027572460873noreply@blogger.com0tag:blogger.com,1999:blog-7200631624389701992.post-2624585994839996352017-10-11T11:31:00.000+01:002017-10-11T11:31:07.505+01:00Not Butting Pony Tails<span class="Apple-style-span" style="font-family: "verdana" , sans-serif;">Following on from <a href="http://sentinel7109.blogspot.co.uk/2017/10/butting-pony-tails.html" target="_blank">my brief R&D activity</a> to prevent Gland packing turning into a pony tail, I bought a 35mm diameter wooden dowel from B&Q. The gods must have been on my side - how often can you go to a DIY store and actually buy what you want in exactly the right size? 35mm is the same diameter as Sentinel 7109's piston rod.<br />
<br />
Wood is a good material for winding the packing around as it grips the packing surface just the right amount without abrasion. I first drew a line along the dowel so I could see the angle of rotation. Then I pinned the end of the packing to the dowel.<br />
<br />
I rotated the dowel to pull the packing rope around the dowel and pinned each turn either side of the line to allow me to cut one ring at a time without the remaining packing unwinding.<br />
<br />
One end of the dowel was held in a vice to make it easier to hammer in the pins.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjYNvprN3UeuUcvvZhuyGEae8D7vopzf_mTnePrXXw345O9laTPrxkqFXrm36BOzz7weL71Rmx9YkCfh10LqmWwlj2jEqdPetUCSTcq0_Ez1Aw0GRzvbjmpaS2_jwzBadsygaL5k3vTPfP9/s1600/IMG_9716+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1007" data-original-width="1600" height="251" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjYNvprN3UeuUcvvZhuyGEae8D7vopzf_mTnePrXXw345O9laTPrxkqFXrm36BOzz7weL71Rmx9YkCfh10LqmWwlj2jEqdPetUCSTcq0_Ez1Aw0GRzvbjmpaS2_jwzBadsygaL5k3vTPfP9/s400/IMG_9716+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Packing rolled on to the dowel</td></tr>
</tbody></table>
Along the line drawn on the dowel, I painted some Heldite around the outer surface and sides of the packing (but not the inside surface).<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjr6p1xsDZQUqsOvUmIhm2Xp-H-05na2nnb4FE_4do9gsTo3XYiwBTmfCybNkWho1u9sxbwxHVLQFUpyH6oL-wEaIhvDRo6ie5wkeibD8ZbxUPBQw47uA4mC0nyuc1ygm8KoAsNqr2ozTPt/s1600/IMG_9727+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="998" data-original-width="1600" height="248" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjr6p1xsDZQUqsOvUmIhm2Xp-H-05na2nnb4FE_4do9gsTo3XYiwBTmfCybNkWho1u9sxbwxHVLQFUpyH6oL-wEaIhvDRo6ie5wkeibD8ZbxUPBQw47uA4mC0nyuc1ygm8KoAsNqr2ozTPt/s400/IMG_9727+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Packing pinned in place</td></tr>
</tbody></table>
I took the dowel and its turns of packing to site for fitting into Joyce's rear left piston rod stuffing box. By taking it on the dowel, I was able to cut one packing ring at a time and fit it straight away (soaked in warm cylinder oil). This minimised the time the packing might have to become a pair of pony tail ends and it proved very effective.<br />
<br />
Next task is to light the fire and blow out the two old right hand piston gland packings and run-in this one.</span>AndyKChapmanhttp://www.blogger.com/profile/14132567027572460873noreply@blogger.com0tag:blogger.com,1999:blog-7200631624389701992.post-77138584730903129782017-10-01T19:45:00.003+01:002017-10-01T19:45:53.848+01:00Butting Pony Tails<span class="Apple-style-span" style="font-family: "verdana" , sans-serif;">Recently, I wrote about <a href="http://sentinel7109.blogspot.co.uk/2017/08/operating-experience-3-has-beans.html" target="_blank">Sentinel 7109's piston rod gland packing</a> challenges but didn't have a photo to illustrate. Also I've now found a way to reduce the challenge to a reasonable level.<br />
<br />
The photo below shows an experimental sample of the Pilotpack 4010 1/2" square section material.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhMHoq_mS9jg6nuXl-z2mVoen5GnYoOx3sZsY_uOZC6uYS-ffzVkG5pzA63QoVBzH9l6Y97hth-pduxALPfibyEQpuywcv-H9buPM9dN5CErE3dK2M1N1UaP2R_w4NAsC4JHVD66vsiJ_1H/s1600/IMG_9689+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1030" data-original-width="1600" height="257" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhMHoq_mS9jg6nuXl-z2mVoen5GnYoOx3sZsY_uOZC6uYS-ffzVkG5pzA63QoVBzH9l6Y97hth-pduxALPfibyEQpuywcv-H9buPM9dN5CErE3dK2M1N1UaP2R_w4NAsC4JHVD66vsiJ_1H/s400/IMG_9689+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Pilotpack 4010</td></tr>
</tbody></table>
To the right is the 'pony tail' created by cutting the 4010 without any means of holding the fibres together. (It is not quite this bad in practice but it does emphasise what happens if the end is left to its own devices). Butting this against another such end is not easy!<br />
<br />
At the left hand end, I'd painted some Heldite around the outer surface and sides of the of the 4010 at the cutting point. To avoid any risking of the 4010 sticking to the rod, I left the inside rubbing surface clean.<br />
<br />
I considered <a href="https://www.rustins.ltd/heldite" rel="nofollow" target="_blank">Heldite</a> as opposed to Evo-stik because it is good at withstanding high temperatures and oil (used to assist pushing it home in the stuffing box). Although it takes a while to dry, it soaks into the 4010 like a glue and holds the fibres together.<br />
<br />
As the photo shows, at the left end where the 4010 has been cut, the Heldite seems have held the fibres together effectively. Now to do it for real...<br />
</span>AndyKChapmanhttp://www.blogger.com/profile/14132567027572460873noreply@blogger.com0tag:blogger.com,1999:blog-7200631624389701992.post-91955351488651127332017-08-27T09:56:00.002+01:002017-08-27T09:56:57.320+01:00A Nut Case<span class="Apple-style-span" style="font-family: "verdana" , sans-serif;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi6rp8rkb2T5vRfEOBubSXddpPlSuynI7m-4D1d50gnAe-Hq0ZBszKsEpdS3KWGPLiARkGN74RfwvqzLAdMgdE3C8Yh7nlAT1sTkpsLs2ZWUGdJzxPiMVujtR17-LSOL8Z6X3iIss8c9TRO/s320/IMG_0952+Cropped.jpg" target="_blank">Sentinel clearly built their engines to be mounted horizontally</a>. This I found to my expletive cost while examining piston rod steam glands.<br />
<br />
What do you think this is for?<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEibEEF1SmsnsDv4z3C3jlpIKxWWbu3oQjw2lJOqzITnETfUqWCd-64c6AAmwxJ3VepvFmi-5k2bVok3frpZPlcEwGoFdnIajMkWiyOE01Shw7qyV72z4rJmRAFyXGRHMX4kg3uQi3BAwtSj/s1600/IMG_9537+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="720" data-original-width="1600" height="178" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEibEEF1SmsnsDv4z3C3jlpIKxWWbu3oQjw2lJOqzITnETfUqWCd-64c6AAmwxJ3VepvFmi-5k2bVok3frpZPlcEwGoFdnIajMkWiyOE01Shw7qyV72z4rJmRAFyXGRHMX4kg3uQi3BAwtSj/s400/IMG_9537+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Pipe Dream</td></tr>
</tbody></table>
There's clue in the orientation of the photo.<br />
<br />
There's another clue in this photo showing the upper gland tightening nuts removed and not in sight.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjqqNKltnEbPKas-F9D3s74Uc48_gBGiCuU-4Hyu-x4J1hwTfF7hgFE9EWEKa-B18LbpIz5Bv67Sf4Q3rKTaes1CFy1KoUC7vzMUyrkSy60Vnzd1FjYYm9ARNB0Mpypvh49WVMc_zSQhKr-/s1600/IMG_9481+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1497" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjqqNKltnEbPKas-F9D3s74Uc48_gBGiCuU-4Hyu-x4J1hwTfF7hgFE9EWEKa-B18LbpIz5Bv67Sf4Q3rKTaes1CFy1KoUC7vzMUyrkSy60Vnzd1FjYYm9ARNB0Mpypvh49WVMc_zSQhKr-/s400/IMG_9481+Cropped.jpg" width="373" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Nuts not tight and out of sight</td></tr>
</tbody></table>
If you have a horizontal engine, the gland space looks like this:<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEilRQCHn0eIJaSBZ2amtOvn-ro_1nmQP3WZvhMrl20lpGnCyK2lCozWpu-ZsrzuUlIVx3b6A7nDsr9CqRRksuYQ6WRFxdraOta66TBkAkxBrouYHA-Xb3ww-r-3mi0haN3QYmEmbehKvpVv/s1600/IMG_9481+Cropped+Rotated.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1497" data-original-width="1600" height="373" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEilRQCHn0eIJaSBZ2amtOvn-ro_1nmQP3WZvhMrl20lpGnCyK2lCozWpu-ZsrzuUlIVx3b6A7nDsr9CqRRksuYQ6WRFxdraOta66TBkAkxBrouYHA-Xb3ww-r-3mi0haN3QYmEmbehKvpVv/s400/IMG_9481+Cropped+Rotated.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Nuts still not tight and out of sight</td></tr>
</tbody></table>
In the horizontal engine, if you remove the gland nuts, the nuts fall to the bottom and you can pick them out with your fingers.<br />
<br />
In the vertical engine, the nuts tend to fall in behind the lower gland where your fingers really cannot get. A magnet on the end of a telescopic stick also cannot get there; neither can a magnet dangling on the end of a length of wire (because it sticks to everything else before it gets anywhere near the fallen nuts).<br />
<br />
So the top photo has the answer. The copper pipe has a cylindrical magnet clamped in the short end that can be fed in behind the lower gland without sticking to the sides. As a result, it can get to the out-of-reach nuts which inevitably hide in the most awkward corners.<br />
<br />
Unless you can stop the nuts falling in behind the glands (some hope), this is the tool for any budding gland worker with a vertical Sentinel engine.<br />
</span>AndyKChapmanhttp://www.blogger.com/profile/14132567027572460873noreply@blogger.com0tag:blogger.com,1999:blog-7200631624389701992.post-71809666693280035352017-08-19T17:04:00.002+01:002017-08-19T17:04:23.811+01:00Operating Experience (3) Has Beans?<span class="Apple-style-span" style="font-family: "verdana" , sans-serif;">Sentinel 7109 has been back in operation for over a year. At first, it was a matter of getting Joyce working; now I'm becoming aware of oddities that aren't working quite as well as they should.<br />
<br />
One of these is a jet of steam below the front engine when working hard uphill. This indicates steam leaking through a piston rod gland in the front engine.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj1zDwxT5gxbKrrOkS8B5mQ-UZCsOGcDhiiOUSXsF54CHvQA2LFVwgrxroVRgEDy_AK7T-I1NSvFlMZWoPEcuAWrw40eNXT0PtyprZc34wdH5dHSsHFVOAZR2gHFMVrbfXkfF9JiyISmf_7/s1600/Leak+Arrowed.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1124" data-original-width="1600" height="280" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj1zDwxT5gxbKrrOkS8B5mQ-UZCsOGcDhiiOUSXsF54CHvQA2LFVwgrxroVRgEDy_AK7T-I1NSvFlMZWoPEcuAWrw40eNXT0PtyprZc34wdH5dHSsHFVOAZR2gHFMVrbfXkfF9JiyISmf_7/s400/Leak+Arrowed.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Arrowed jet of steam (Photo: Sean Dudden)</td></tr>
</tbody></table>
Looking underneath, there are four copper drain pipes pointing downwards immediately to the rear of the front engine.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh56mti_VOusy7DkJ6Exc7UF5Hz08YB0ERirvjbeWfZr6IXDa5kgBfomZY2qFPDzE5hgAFaBeHiRj5B8TUr_viDiUDvDDxuRaNxK_deDjdY4gJlb2nTLvJEhHfLdExvIRZ7lfgoy4FSd-B0/s1600/IMG_9394+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1150" data-original-width="1600" height="287" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh56mti_VOusy7DkJ6Exc7UF5Hz08YB0ERirvjbeWfZr6IXDa5kgBfomZY2qFPDzE5hgAFaBeHiRj5B8TUr_viDiUDvDDxuRaNxK_deDjdY4gJlb2nTLvJEhHfLdExvIRZ7lfgoy4FSd-B0/s400/IMG_9394+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Four drain pipes</td></tr>
</tbody></table>
In the photo above, the left end one drains leaks from the front engine's water pump; the second and fourth ones are drains for the four automatic cylinder drain cocks; the third one drains the two piston rod glands. This third one has been getting hot at its tip whereas the others just look a bit oily.<br />
<br />
Having been aware of this leak for some time, I made preparations for repacking the left hand steam gland of the front engine. I needed to order the packing material but did not know the size so I loosened the nuts holding the gland packing in place to enable me to gain access to measure the size of the gap to be filled. I was not prepared for what I found.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhk3IzRzlxBIQB_IBecfXyFdGvF9JRTJxcn3R2bT9-hqBU5xkxcqmMZCCPj96dhq91UV4BfrICc4ccB5o2ERG7ACoFURmNGJSLI_IX-kSUHMbZOaWx2AGcqKlkbPBz0I9UO6C0o5YEEGvlT/s1600/IMG_9476+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1359" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhk3IzRzlxBIQB_IBecfXyFdGvF9JRTJxcn3R2bT9-hqBU5xkxcqmMZCCPj96dhq91UV4BfrICc4ccB5o2ERG7ACoFURmNGJSLI_IX-kSUHMbZOaWx2AGcqKlkbPBz0I9UO6C0o5YEEGvlT/s400/IMG_9476+Cropped.jpg" width="338" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Beans!</td></tr>
</tbody></table>
Look closely at the dead centre of the photo. Instead of old packing, I found what looked like a bunch of dark grey baked beans! These I removed for examination.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiNgdSul2-eJRcflUzpUv7yIN4pUPc4Br8EaJ18XAmz_vKQCRuHLNEl_xv1hmaQpoS_4bzmGjutwWLQ3_z_VwNv1uBj-VGg-1BTPlYhLLn15j2jU_mcRShKqkAQYMuhDF6DHNGwGEM8YDCP/s1600/IMG_9487+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1208" data-original-width="1600" height="301" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiNgdSul2-eJRcflUzpUv7yIN4pUPc4Br8EaJ18XAmz_vKQCRuHLNEl_xv1hmaQpoS_4bzmGjutwWLQ3_z_VwNv1uBj-VGg-1BTPlYhLLn15j2jU_mcRShKqkAQYMuhDF6DHNGwGEM8YDCP/s400/IMG_9487+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Beans, Beans</td></tr>
</tbody></table>
The beans looked to be rolled graphite, the remains of the original packing. It is possible to write with them, hence graphite.<br />
<br />
Clearly, I couldn't simply put them back to be ready for the next public steaming, six days away.<br />
<br />
Sentinel used to produce packing rings with a part number for ordering. This luxury is not available nowadays so I had to find a current substitute. Stuart Gray (<a href="https://www.heritagesteamsupplies.co.uk/" rel="nofollow" target="_blank">Heritage Steam Supplies</a> (HSS)) advised me that the material needed was Pilotpack 4010.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjbmwWPeZCbnkE0g4bcOpCct1UpnTjbDzeoK7E0RckemwXak3QM03Xaz3lSJ0vlTkDb-8AePUJ1SBpVUgahNT29stHStajllh-QlK-TME0pobG-9RJCLcnu-woLzL_jJj_a-wFs6rbl3f2p/s1600/IMG_9485+Croppped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1476" data-original-width="1600" height="368" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjbmwWPeZCbnkE0g4bcOpCct1UpnTjbDzeoK7E0RckemwXak3QM03Xaz3lSJ0vlTkDb-8AePUJ1SBpVUgahNT29stHStajllh-QlK-TME0pobG-9RJCLcnu-woLzL_jJj_a-wFs6rbl3f2p/s400/IMG_9485+Croppped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Empty packing space (rough piston rod surface)</td></tr>
</tbody></table>
I found it very difficult to measure the distance between the piston rod and the surface of the packing space, known as a stuffing box. However, there is a gland bush which holds the packing in place. This is a close fit in the stuffing box so I measured the thickness of the bush instead.<br />
<br />
It measured almost exactly 1/2". Thus 1/2" x 1/2" square section <a href="http://www.beldamcrossley.co.uk/product/pilotpack-4010/" rel="nofollow" target="_blank">Pilotpack 4010</a> was what was required. About a yard is required to make the five rings of packing for a 1.35" diameter piston rod.<br />
<br />
HSS were out of stock so I had to go directly to the manufacturer, <a href="http://www.beldamcrossley.co.uk/" rel="nofollow" target="_blank">Beldam Crossley</a>, to get it in time. Beldams were more than helpful and sent me eight metres of 4010 next day. Beldams were cheaper than HSS but I had to order eight times as much as was needed immediately. (There are four piston rods in all so it's not that excessive!).<br />
<br />
Following <a href="https://www.heritagesteamsupplies.co.uk/gland-packing/fitting-instructions-for-gland-packing.html" rel="nofollow" target="_blank">instructions provided by HSS</a>, I prepared the required five rings by wrapping and clamping the length of 4010 around a mandrel (piece of plastic pipe the same diameter as the piston rod) then cutting to make each ring using a Stanley knife. The instructions say that each ring should be inserted into the stuffing box so that the ends 'butt' together. Clearly the writer of the instructions has not worked with 4010 as, when cut, the ends splay out like a pony tail. Butting pony tails is not really what is required but for this attempt that is exactly what I had to do.<br />
<br />
For the initial attempt at fitting, I could only get four rings into the stuffing box.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjD-AAm2ddwxezy92l06jgR0h2-d_ylDGWz6L599pfQS2brD9UrXUVWOhA3ydJpV-aBqtj7PqcYs5wRnMZLCDfIrODjMI0bmqCM8X6Txv2sje1rxeFGroWceojhtDyLdXeAE6J11RUVy0Ca/s1600/IMG_9497+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1318" data-original-width="953" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjD-AAm2ddwxezy92l06jgR0h2-d_ylDGWz6L599pfQS2brD9UrXUVWOhA3ydJpV-aBqtj7PqcYs5wRnMZLCDfIrODjMI0bmqCM8X6Txv2sje1rxeFGroWceojhtDyLdXeAE6J11RUVy0Ca/s400/IMG_9497+Cropped.jpg" width="288" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Four rings fitted (they were soaked in SCO1000CTRO+ cylinder oil)</td></tr>
</tbody></table>
I screwed the clamping nuts tight to push the packing home and then slackened them off a turn or so to leave the packing uncompressed. As the piston rod surface is pitted, over-tightening the packing will just lead to it being abraded and failing.<br />
<br />
There is some steam leakage as a result but it is better than the stuffing box being left full of beans again!<br />
<br />
After the first day running with the new packing, the four rings had survived but were more compacted than when fitted. A gap was thus left so I could fit the fifth ring. Again, I tightened the nuts to push the packing home and then slackened them off a turn or so. Some tweaking will be needed during the next steaming.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgM1IR0_d8mYvTz1rpK6wnZeWdK7joYDezsRXFF_mn8RROvgEzy99kDgFh-bk2oYDFaSOMH6U6LWAkOV5v1f7wtugFLDhN4QEPL6AoZlmS7vUiXdksPrABW9ecD2CxOfL8x9sQCU8cyHYYD/s1600/IMG_9511+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1313" data-original-width="1226" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgM1IR0_d8mYvTz1rpK6wnZeWdK7joYDezsRXFF_mn8RROvgEzy99kDgFh-bk2oYDFaSOMH6U6LWAkOV5v1f7wtugFLDhN4QEPL6AoZlmS7vUiXdksPrABW9ecD2CxOfL8x9sQCU8cyHYYD/s400/IMG_9511+Cropped.jpg" width="372" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Five rings fitted</td></tr>
</tbody></table>
Working on the packing is not easy physically with everything in situ. However, erecting a seat did make things a little easier.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiHltKnq5vlqmJ3vIM7CP4HvZ8xu6aPeCl5I4F2hY3TaNP1R_CA_DmyNOO3d7cmh06XBZlNWEH6bobMFYj0DWGakhoQh3-Zulhk2hvqftZzMuujHXSnMt1j9V5AiV4mLDqmvc-bUjVk28Z8/s1600/IMG_9498+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="971" data-original-width="1600" height="242" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiHltKnq5vlqmJ3vIM7CP4HvZ8xu6aPeCl5I4F2hY3TaNP1R_CA_DmyNOO3d7cmh06XBZlNWEH6bobMFYj0DWGakhoQh3-Zulhk2hvqftZzMuujHXSnMt1j9V5AiV4mLDqmvc-bUjVk28Z8/s400/IMG_9498+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">'In sit you'</td></tr>
</tbody></table>
Only three more steam glands to go, the right front one could still be guilty...<br />
</span>AndyKChapmanhttp://www.blogger.com/profile/14132567027572460873noreply@blogger.com0tag:blogger.com,1999:blog-7200631624389701992.post-60892674889209947862017-07-19T17:40:00.004+01:002017-07-19T20:02:54.953+01:00Cass Scenic Railroad, West Virginia<span class="Apple-style-span" style="font-family: "verdana" , sans-serif;">It's June 2017: I've been to the USA again and found another spectacular steam railway. I have to admit that I like the American Olde Steamy railroads. They seem to do higher, steeper and/or longer than we do in the UK; some to a massive extent and <a href="http://www.cassrailroad.com/" rel="nofollow" target="_blank">Cass Scenic Railroad</a> is one of these.<br />
<br />
I've visited the Cumbres and Toltec, Durango and Silverton, Georgetown Loop, <a href="http://sentinel7109.blogspot.co.uk/2011/08/mount-rainier-scenic-railroad.html" target="_blank">Mount Rainier</a> and a few others before. Cass was new to me and what a gem. It's steepest gradient is 11% or 1 in 9.09 and, <a href="https://en.wikipedia.org/wiki/Grade_(slope)" rel="nofollow" target="_blank">according to wikipedia</a>, is the third steepest non-rack railway in the world.<br />
<br />
Cass is <i>the</i> home for Shay locomotives. Like Joyce (there is a connection), Shays are geared locomotives and they don't go fast. They are designed for steep gradients, sharp curves and poor track as built for logging railroads in the last century or earlier. Cass has about five operational Shays plus a Heisler and a Climax although not all in workable condition.<br />
<br />
So what's a Shay?<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj4QUT_Dz4l_76kW1OlfmlPrFoCZ6mhHII4oZPXc1Af8J27ZCh57F-W8PY9-vgasqkxodH6B8azaZt2_EsODzpa502oO6LibJDERZ9BEYyYY4yWpI-z4mbEaI6M9tDWUUm1Gp7WrK-yn6Lu/s1600/IMG_9308+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="671" data-original-width="1600" height="167" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj4QUT_Dz4l_76kW1OlfmlPrFoCZ6mhHII4oZPXc1Af8J27ZCh57F-W8PY9-vgasqkxodH6B8azaZt2_EsODzpa502oO6LibJDERZ9BEYyYY4yWpI-z4mbEaI6M9tDWUUm1Gp7WrK-yn6Lu/s400/IMG_9308+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Shay No. 2 at Bald Knob Summit</td></tr>
</tbody></table>
Shays have a three cylinder vertical steam engine along the right hand side. The engine drives a flexible shaft which powers all axles using a ~2:1 bevel gear mechanism. To counteract the weight of the side-mounted engines, the boiler is offset to the left of the chassis; I wouldn't describe this as an elegant feature but it probably prevents a lot of toppling accidents.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhuQGJj2vpYUmmmTcZjs51pKsBlMnxlNpWQGegqf5Us3VJMdaJNd4sV9lR4pizdbHlqh9yJdaD647ORJLew49IWn97coWUMdT-7vZJgOYObBf2tLEL5YA_icUoibLjcCfEb2QhGinXkwmaT/s1600/IMG_9304+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1023" data-original-width="1600" height="255" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhuQGJj2vpYUmmmTcZjs51pKsBlMnxlNpWQGegqf5Us3VJMdaJNd4sV9lR4pizdbHlqh9yJdaD647ORJLew49IWn97coWUMdT-7vZJgOYObBf2tLEL5YA_icUoibLjcCfEb2QhGinXkwmaT/s400/IMG_9304+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Three cylinder vertical engine</td></tr>
</tbody></table>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjx1dvB1_y8sqt0x3YiNRQhkBqZcFomdZhMyjj76wKoyjVdg0PgIaLTjkxLDixLRsK-tvpgUcy-lTKSxwU6T-vHnRS5QspCloUq-oI6_tn_lOIkrDecV3Y7A-gd37mXWTsaDzVVI3t6rs82/s1600/IMG_9311+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1177" data-original-width="1600" height="293" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjx1dvB1_y8sqt0x3YiNRQhkBqZcFomdZhMyjj76wKoyjVdg0PgIaLTjkxLDixLRsK-tvpgUcy-lTKSxwU6T-vHnRS5QspCloUq-oI6_tn_lOIkrDecV3Y7A-gd37mXWTsaDzVVI3t6rs82/s400/IMG_9311+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Three cylinder vertical engine with air brake pump in the foreground.<br />
Driveshafts are below.</td></tr>
</tbody></table>
Like Joyce, the engines revolve quite fast and produce a purr rather than a chuff when in motion. A variable length drive shaft with gimbal bearings enables the drive to reach the axles whilst also being able to negotiate sharp curves and undulating track. Bevel gears provide the 2:1 gear reduction.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhEtESC136qIea2xEDQjwP3ic7gxjnyoTuqN0pwAK1NURpUgFQOjDHZ4xL8_0MmWCb21UTIC24Upw34tZ9nCiZl8U7e9a3eE76L5EAeDDnJvjL9NHhpxUNWKavUPUYHlALXmXN2uAkLkEBU/s1600/IMG_9313+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="861" data-original-width="1600" height="215" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhEtESC136qIea2xEDQjwP3ic7gxjnyoTuqN0pwAK1NURpUgFQOjDHZ4xL8_0MmWCb21UTIC24Upw34tZ9nCiZl8U7e9a3eE76L5EAeDDnJvjL9NHhpxUNWKavUPUYHlALXmXN2uAkLkEBU/s400/IMG_9313+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Drive shaft with gimbal bearing and square variable length shaft joint</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgYDX-jKUJZQwseqqiVnNgYCnP9IK5u-we_oEpW__keQkJr9oPuC3QYXSHDqfNQZatTn6Hu5-bzUiltaJeEYUkm-G2C0wq_cgTUp7pVI8JHIufByiVi2pis5aShyQwom83WBpsT4K0LM9_p/s1600/IMG_9314+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="983" data-original-width="1600" height="245" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgYDX-jKUJZQwseqqiVnNgYCnP9IK5u-we_oEpW__keQkJr9oPuC3QYXSHDqfNQZatTn6Hu5-bzUiltaJeEYUkm-G2C0wq_cgTUp7pVI8JHIufByiVi2pis5aShyQwom83WBpsT4K0LM9_p/s400/IMG_9314+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Other end of above drive shaft</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiXusOvDud2iFeK8MKRMT3fxqIUz3CESTzD1WNpu_9hb-DroVSmhCW9y0C5mWj5cRSnqOy2ZdkcB5U6j7GBjLc9lH5vzXLg5BKDdSVJKKM3tHjvc6k8GuD6I1rgNO2OukUYu_R6wx6_UAOK/s1600/IMG_9352+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1140" data-original-width="1600" height="283" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiXusOvDud2iFeK8MKRMT3fxqIUz3CESTzD1WNpu_9hb-DroVSmhCW9y0C5mWj5cRSnqOy2ZdkcB5U6j7GBjLc9lH5vzXLg5BKDdSVJKKM3tHjvc6k8GuD6I1rgNO2OukUYu_R6wx6_UAOK/s400/IMG_9352+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">2:1 Bevel gearing to axles</td></tr>
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All the action is on the right hand side. Although one-sided, it does make preparation easier by avoiding the need for access to both sides.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiplZI9Wxx_I7bDvMwgd_4R1Sm-YnBBbtR_e8iCl-Jj-2tvGh9zcsXJk85YZxJsNZabes5wNN27MQiA20mLhNQJ44lzp5LZ8mw9Az2U74Y0ijlI3Kpj3CVyySeUAGt4x6nfnT72Kcqp11pj/s1600/IMG_9248+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="921" data-original-width="1600" height="230" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiplZI9Wxx_I7bDvMwgd_4R1Sm-YnBBbtR_e8iCl-Jj-2tvGh9zcsXJk85YZxJsNZabes5wNN27MQiA20mLhNQJ44lzp5LZ8mw9Az2U74Y0ijlI3Kpj3CVyySeUAGt4x6nfnT72Kcqp11pj/s400/IMG_9248+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">RHS Action Packed side</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgGrFSCzVP6Pl1iiR1tM1raV42Y6QFke08tvjJ3Hwa2-ol5_wB3VSo4iH5bjA_q8kjdj6PPdBEBIU1wTBjizWF911u4w1-jImwCsJiNDuMV1Mvey6oMRX6XAPx-fMRe11hDCjLRARCMIntG/s1600/IMG_9249+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1025" data-original-width="1600" height="255" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgGrFSCzVP6Pl1iiR1tM1raV42Y6QFke08tvjJ3Hwa2-ol5_wB3VSo4iH5bjA_q8kjdj6PPdBEBIU1wTBjizWF911u4w1-jImwCsJiNDuMV1Mvey6oMRX6XAPx-fMRe11hDCjLRARCMIntG/s400/IMG_9249+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">LHS not so populated</td></tr>
</tbody></table>
Cass Scenic Railroad is steep. It runs for 11 miles to a height of 4842 feet through some of the most spectacular forestry locations. It also has a zig-zag.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhV9rdTYj3GlFiWRmj7juGbtmPifbmmmQI-B5nTxB4ZnT_eQjg_FOSbVMQFlJ3GLaedCHrHgQkJgjqEO-_ZdXvnIAtx8aM6wr66YQplVzwjtAVNiRchR4h6CH-IYmUHYNaWAEGpMoOYOBaM/s1600/Cass+Scenic+Railroad+Map.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1237" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhV9rdTYj3GlFiWRmj7juGbtmPifbmmmQI-B5nTxB4ZnT_eQjg_FOSbVMQFlJ3GLaedCHrHgQkJgjqEO-_ZdXvnIAtx8aM6wr66YQplVzwjtAVNiRchR4h6CH-IYmUHYNaWAEGpMoOYOBaM/s400/Cass+Scenic+Railroad+Map.jpg" width="308" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Route from Cass to Bald Knob summit</td></tr>
</tbody></table>
There is an extensive loco fleet, definitely not of the conventional type.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhqEQC7Gn033NcxseboY7IcgksPn39tPPHA4BItYwoDUlPBSEUgRs0zl5RKexTkB7n_vbTw5OiZz7la0_IHxuVti8daZZbmDw8b0i9E2VPfS03s6PKeuHBKyuApK1QV1kdU8guhsggX8_bW/s1600/Cass+Scenic+Railroad+Locomotives.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1237" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhqEQC7Gn033NcxseboY7IcgksPn39tPPHA4BItYwoDUlPBSEUgRs0zl5RKexTkB7n_vbTw5OiZz7la0_IHxuVti8daZZbmDw8b0i9E2VPfS03s6PKeuHBKyuApK1QV1kdU8guhsggX8_bW/s400/Cass+Scenic+Railroad+Locomotives.jpg" width="308" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Loco Fleet</td></tr>
</tbody></table>
Trains arrive loco-first from the yard to depart propelled from the 'Depot' at Cass.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj_kcTvPHdQlrV9Ce99TAsxVdSfY-CbMr9bTB5-3HADaeT-dy2y2XhjZvg8NrXI3pQtG7xD1_5xg8C49Or_k21BO3WLzuLpSgZ4NbKvtH8eXbV3Po1gzPa3wQtqAWN8Hh7pHBjqvAn7gu-Z/s1600/Arrival.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="900" data-original-width="1600" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj_kcTvPHdQlrV9Ce99TAsxVdSfY-CbMr9bTB5-3HADaeT-dy2y2XhjZvg8NrXI3pQtG7xD1_5xg8C49Or_k21BO3WLzuLpSgZ4NbKvtH8eXbV3Po1gzPa3wQtqAWN8Hh7pHBjqvAn7gu-Z/s400/Arrival.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Arriving at the 'Depot'</td></tr>
</tbody></table>
<a href="https://youtu.be/5DkPTPXUbVE" rel="nofollow" target="_blank">Video clip is here on YouTube</a> (including bells & whistles).<br />
The train propels the carriages (cars) from the depot up to the summit except in the zig-zag.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgUvJAnWesgpel6uiZcdKjeBXLgho1QiDXm0nON8PXpN5ImazAV3mgm0s_lK4Pl_ueMHg0P-41eGZ3-OA7zgo1Fxpdrz3R6OL4_9mLSrHgK5fSvTlARbANTBHWZHevwhEpOuLe6MQzZ1HOA/s1600/Departure.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="722" data-original-width="1600" height="180" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgUvJAnWesgpel6uiZcdKjeBXLgho1QiDXm0nON8PXpN5ImazAV3mgm0s_lK4Pl_ueMHg0P-41eGZ3-OA7zgo1Fxpdrz3R6OL4_9mLSrHgK5fSvTlARbANTBHWZHevwhEpOuLe6MQzZ1HOA/s400/Departure.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Departing from the depot.</td></tr>
</tbody></table>
<a href="https://youtu.be/MVtKhipdYdw" rel="nofollow" target="_blank">Video clip is here on YouTube</a> (including bell but no whistles).<br />
The train passes this location by the maintenance shed.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiUDSDxoVY0R4iq2f7AlmDWcMW9Mj-YV8zECcaFHSmyz7uhG0pnyZw7lXvr1FCmnS2OqmmWqlKfMGz3zTFjKAgjGSijkm8QkJvRyMx2ubF_T0TuPpNW6waPfHNbsggal30Riyuya-TPLE7_/s1600/IMG_9252+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1165" data-original-width="1600" height="290" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiUDSDxoVY0R4iq2f7AlmDWcMW9Mj-YV8zECcaFHSmyz7uhG0pnyZw7lXvr1FCmnS2OqmmWqlKfMGz3zTFjKAgjGSijkm8QkJvRyMx2ubF_T0TuPpNW6waPfHNbsggal30Riyuya-TPLE7_/s400/IMG_9252+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Running line leftmost</td></tr>
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It begins the ascent and approaches a level crossing. Note that, in the USA, heavy use is made of the whistle when approaching a hazard. (Memo to me: must get one like this for Joyce).<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi_O1RHwj6N2XkcoYuW_J3DZIp9twkrTKe2ssX9gVg0RQpkUh_67m9waP6r7K0FUpdslkXM4uvdFOHY8qa20v1cFH-VRnwd01KXFRPOFaLf1SPWNm9JjOdweYTEk98oDgdnLBwWDa23vuIn/s1600/Loco+Approaching+Crossing.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="977" data-original-width="1600" height="243" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi_O1RHwj6N2XkcoYuW_J3DZIp9twkrTKe2ssX9gVg0RQpkUh_67m9waP6r7K0FUpdslkXM4uvdFOHY8qa20v1cFH-VRnwd01KXFRPOFaLf1SPWNm9JjOdweYTEk98oDgdnLBwWDa23vuIn/s400/Loco+Approaching+Crossing.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Crossing approach</td></tr>
</tbody></table>
Being a propelled train, it's possible to book to be in the carriage adjacent to the smoke stack. Whilst this seems like an enthusiasts' heaven, the smoke stack is extremely loud. Many passengers use ear defenders and I'd very much recommend this as 2-3 hours of the noise is somewhat fatiguing and it also drowns the informative commentary.<br />
<a href="https://youtu.be/Ht27xpl9kuE" rel="nofollow" target="_blank">Video clip is here on YouTube</a> (including whistles galore but no bells).<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgcKtujkdlNa3CRYoKJsQqtidFAYMK3fIQmKjsHc84mewf_WqZ6-W8qzBrAgYloPYmzTo_m9OZSczySJcE6_2lXxXEZlUx4HkcVfO5Z_ffv8hd9WjFbJf3ntdqOnl9YR9dlBkn1Tg7JnTyR/s1600/Cass+Level+Crossing.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="965" data-original-width="1600" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgcKtujkdlNa3CRYoKJsQqtidFAYMK3fIQmKjsHc84mewf_WqZ6-W8qzBrAgYloPYmzTo_m9OZSczySJcE6_2lXxXEZlUx4HkcVfO5Z_ffv8hd9WjFbJf3ntdqOnl9YR9dlBkn1Tg7JnTyR/s400/Cass+Level+Crossing.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Cass Level Crossing</td></tr>
</tbody></table>
<a href="https://youtu.be/cAJ34cferV8" rel="nofollow" target="_blank">A second video clip is here on YouTube</a> (including whistles galore, no bells but many birds).<br />
The line climbs up the hillside.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg9u4ypuW7XLUCUMvEPUwyWUp0G_HvbHahDcnheRWAkhoiypLHWKXcogxVgSZ1NRIpYMFwHWMbbWKwLbw7RgwXqSLDq73eHkapij5SSqu-hcSKD5SCj9jvQmfmVsjvatLOvs4mJ8oQy9iMi/s1600/Shay+Climbing.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="938" data-original-width="1600" height="233" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg9u4ypuW7XLUCUMvEPUwyWUp0G_HvbHahDcnheRWAkhoiypLHWKXcogxVgSZ1NRIpYMFwHWMbbWKwLbw7RgwXqSLDq73eHkapij5SSqu-hcSKD5SCj9jvQmfmVsjvatLOvs4mJ8oQy9iMi/s400/Shay+Climbing.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Line fades away behind</td></tr>
</tbody></table>
<a href="https://youtu.be/idI-pjt3kkY" rel="nofollow" target="_blank">Video clip is here on YouTube</a> (including no bells, whistles or birds but the gentle purring of the fast revving steam engine).<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi-vVqhFz69hVrkgP-tJyNl7ajksFdHNQG0j7IXpoMRyArLxOGSFczJFan4KF9cD0BCHRL7KrEUHe82rflnnC2sJVpwRkg2wWTGaJkJmd_yE0gHZDiGYyOLl0-Re8ZInhhaB9jrDkSdL5UM/s1600/IMG_9292+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1063" data-original-width="1600" height="265" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi-vVqhFz69hVrkgP-tJyNl7ajksFdHNQG0j7IXpoMRyArLxOGSFczJFan4KF9cD0BCHRL7KrEUHe82rflnnC2sJVpwRkg2wWTGaJkJmd_yE0gHZDiGYyOLl0-Re8ZInhhaB9jrDkSdL5UM/s400/IMG_9292+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Onwards and Upwards</td></tr>
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To gain height in a short distance, the Cass railroad has a zig-zag. I've tried to capture the gradients encountered.<br />
<a href="https://youtu.be/JHQDX6AKELY" rel="nofollow" target="_blank">Video clip on YouTube of the train arriving at the zig</a> (including no special sounds).<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjElrNAZeHnqKYaoRaoCLV_qDiJbtNZ7WA5XkInW0IdvCZ6qiHIEeHQNOfBfZqYK0gB0aYc9-yr7E0zfxWiWZH7r2YHW22JG2OIQ6uNn0hRQyjonhUCn-pL5hh85c4kdh8BhWf9T0q0UF_S/s1600/IMG_9276+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1468" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjElrNAZeHnqKYaoRaoCLV_qDiJbtNZ7WA5XkInW0IdvCZ6qiHIEeHQNOfBfZqYK0gB0aYc9-yr7E0zfxWiWZH7r2YHW22JG2OIQ6uNn0hRQyjonhUCn-pL5hh85c4kdh8BhWf9T0q0UF_S/s400/IMG_9276+Cropped.jpg" width="366" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Line climbing to meet the zig-zag middle section</td></tr>
</tbody></table>
<a href="https://youtu.be/7wmhh3Z_Rd0" rel="nofollow" target="_blank">Video clip of Shay setting off hauling the train up the middle section of the zig-zag</a> (sounds different hauling in reverse).<br />
<br />
The train approaches the down-coming train waiting on the top section of the zig-zag.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjL6Zn2hoe9Ah-Wzc-cUKgD2uo_zz5Ynb_rQt9-GIANAgMblSguVMJGFqP5Q6tRc7FFEGA1UfZWO_4TicHapAMBfz0bAxBZtBz0j3wa39MvG61SL2LIO8xIM7kDgUKWMaU6t6d5wSzy61m1/s1600/IMG_9281+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1226" data-original-width="1600" height="306" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjL6Zn2hoe9Ah-Wzc-cUKgD2uo_zz5Ynb_rQt9-GIANAgMblSguVMJGFqP5Q6tRc7FFEGA1UfZWO_4TicHapAMBfz0bAxBZtBz0j3wa39MvG61SL2LIO8xIM7kDgUKWMaU6t6d5wSzy61m1/s400/IMG_9281+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Down train ahead on left</td></tr>
</tbody></table>
<a href="https://youtu.be/kZVDPg1FDOE" rel="nofollow" target="_blank">Video clip on YouTube of the train meeting the down train</a>.<br />
The up train goes into a long spur and waits while the down train follows into the spur. The down train then reverses out and down the zig; the up train then reverses out and up the zag.<br />
<br />
The line climbs onwards to the summit at Bald Knob (4842 feet) through some amazing countryside.<br />
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<tr><td><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEirHl11z4nMweT5Vwp0zELZPOu3vUpV1-S7I9zlZfoB-ijnmU7nPQ1lisfmYnfYtBRcOJDV35lSfoCzVVIVrhHalBRufSYoQvTVt_Vy4FmFVh4RBp1UiRlKSNp0tlX4dRsRDxHpu4s7eTS_/s1600/IMG_9301+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1106" data-original-width="1600" height="276" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEirHl11z4nMweT5Vwp0zELZPOu3vUpV1-S7I9zlZfoB-ijnmU7nPQ1lisfmYnfYtBRcOJDV35lSfoCzVVIVrhHalBRufSYoQvTVt_Vy4FmFVh4RBp1UiRlKSNp0tlX4dRsRDxHpu4s7eTS_/s400/IMG_9301+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Almost at the summit</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEigd-hbYYL02_S_b3G2bQoIfE-4MuO_PqaY6hdMR2mxq_lvKUNxXxmFOoOjYFar3dX3Mpj32944PZ3dUaKZRqtjxPNjKi4d8lH_ACU5Ngwtq0SmgL3kRcAmvNjx-eBYBCmylHfvBp2l4533/s1600/IMG_9302+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1008" data-original-width="1600" height="251" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEigd-hbYYL02_S_b3G2bQoIfE-4MuO_PqaY6hdMR2mxq_lvKUNxXxmFOoOjYFar3dX3Mpj32944PZ3dUaKZRqtjxPNjKi4d8lH_ACU5Ngwtq0SmgL3kRcAmvNjx-eBYBCmylHfvBp2l4533/s400/IMG_9302+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Shay No. 2 at the Bald Knob summit</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi6cFkAdkUCN-nB2UrdGQQKDLd31k4KdxMiJLSXXw7lO6fyD87xib-kzqHqci5RC4_6FC1oy2LamJDOZ5uWxW-pCd2SDpcbxbQEsrgJxm9jqIXvFnnQlDWx_cFdoQkqZgms9sDNpH-XlXVq/s1600/IMG_9319+Cropped.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1109" data-original-width="1600" height="276" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi6cFkAdkUCN-nB2UrdGQQKDLd31k4KdxMiJLSXXw7lO6fyD87xib-kzqHqci5RC4_6FC1oy2LamJDOZ5uWxW-pCd2SDpcbxbQEsrgJxm9jqIXvFnnQlDWx_cFdoQkqZgms9sDNpH-XlXVq/s400/IMG_9319+Cropped.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">View backwards from whence we came</td></tr>
</tbody></table>
Finally, <a href="https://youtu.be/z7lMrIjSbEk" rel="nofollow" target="_blank">Shay No. 2 descends somewhat more quietly than when climbing</a> (including not much noise at all!).<br />
<br />
A fantastic 5 hour journey, one of the best there is.<br />
</span><br />
<br />AndyKChapmanhttp://www.blogger.com/profile/14132567027572460873noreply@blogger.com1