Introduction :

The main ‘thread’ of work for this double-work day weekend was the final assembly and installation of an overhauled Bissel truck into the leading engine unit of the Sandstone Heritage Trust GMAM Garratt No.4079 ‘Lindie Lou’.  Both the Bissel Trucks on this locomotive have been found to have seized bolster plates and are thus unable to move in relation to the locomotive frame.  This particular unit was brought onto the Reefsteamers premises as a donor and stripped down, with much soaking with diesel oil and hammer blows.  This unit has been fitted with a decent axle and has had the bearings replaced on one end.  The vulnerable slide plates have been replaced with 16mm Vesconite plates.  We’ve been running trains and transferring locomotives for the last two weekend, and so we finally got around to getting this oxide red lump back together and under the locomotive, right where it belongs.

We had a relatively small work crew on the Bissel Truck and yet the assembly and installation went amazingly well.  A small crew pitched up on Sunday to install the Bissel Truck and were able to concentrate on this task.

Although this was the ‘center of attention’ job, work continued on other projects.  Rare fittings were removed from the club house coaches and the GMAM stoker’s big end caps were re-shimmed and the crankshaft refitted.  I will describe this work in the next issue of the Reefsteamers Depot report – as this one is 13 pages long already!

There was some live action too.  Piet ‘Buffels’ Steenkamp took the Class 15CA No.2056 ‘Dorothy’ to NASREC to haul back one of two rakes of Shongololo coaching stock (and a buffer beam load of blue gum saplings)  Simultaneously, the Class 15F No.2914 ‘Spikkels’ was fired up by a pair of trainee fireman with some comedy, some hiccups, and a whole lot of smoke!  Oom Attie took over the supervision of the firing-up and we had the locomotive ready for the following day’s trip to Magaliesburg.

We had a tight deadline to work to as Saturday evening was to be the annual Reefsteamers Christmas dinner, combined with a birthday celebration for Fred Sewell, Clifford Mathee and Elize Lubbe.  (Who has just turned 22  :o)  )  We made the deadline with no-one getting hurt or anything getting broken!

PROJECT – Reassembly of the GMAM GARRATT Bissel Truck :

The Big Bissel Blowout started with the re-installation of the swing links.  (Pic R01)  These curiously shaped bars, somewhat shaped like arched dog-bones with wedge shaped ends are not actually rigidly attached to the frame in any way.  They were temporarily lubricated in white grease and placed in their bearing slots.  (Their shape ensures that the diagonal distance matches the perpendicular – so that the Bolster Slide Plate stays at the same height whether the Bissel is tracking in the center line or fully displaced under the locomotive on a sharp curve.)  Then the Bolster Plate was hoisted into the Frame Cavity, on top of the rolling wedges.  The spring bosses and the large center hole for the Bolster Pivot were lubricated – the spring bosses with graphite grease and the main pivot bore with white grease.  (The pivot itself would be greased on the engine.)

The pair of top-hat shaped spring spacers caused a bit of confusion being installed small-end up within their circular bosses.  This would have worked if the leaf-spring bosses were hollow.  But the bosses that protrude under the leaf springs are solid cylinders.  In fact – the little spacers fit wide end up as swing spacers and to take the spring contact wear off the base plate.  (Like a traditional camshaft tappet.)

The new axle bearings were prepared for installation next.  The bare axle end was meticulously cleaned as even a trace of dirt or a rag would cause a cockeyed or jammed bearing installation.  Just as delicate as a car’s wheel bearings really.  The manufacturer’s grease was cleaned out from the bearings and they were allowed to dry. 

The bearings had to be expanded by heat to get them over the axle ends.  (Pic R02)  Shaun Ackerman did
this very carefully with the acetylene torch, being extremely careful to apply an even heat as not to distort the inner bearing race or overheat any one area.  This resulted in much kneeling and contortionist acts.  What was amazing was that Shaun’s trademark wedge cap didn’t fall off.  The flint lighter for the acetylene set seems
to have gone missing (as usual) but luckily Lee had some matches from the locomotive lighting exercise.

The bearings were installed while racing against the clock – these clunky parts having to be held, aligned and pushed onto the axle end while still remaining warm enough to still be expanded.  Meanwhile, the inner bearing race was continuously cooling, especially by the conduction through the ample heat sink of the axle itself. 
(Pic R03)  An overly cooled bearing would contract and jam on the shaft and would probably not come off, or be drifted all the way home without damage.  Because most of the heat was contained on the inner bearing race, Shaun managed to get the bearings over the axle with only one layer of rags, a layer of calluses and no gloves. 

The outer bearing went on the same way but slightly easier because it had a shorter distance to go.  (Pic R04)  These are taper bearings and were positioned with the downwards taper of each bearing pointing towards the inter-bearing space. 

The solid brass axle box horn guides didn’t need much work.  They simply needed wire brushing to get the light corrosion and fossilized grease off, and the counter sunk bolts and nuts to be wire brushed and lubed.  (Pic R05)  Lee did the honours at the wire wheel – surprised at the weight of these shallow-U channel pieces of brass.  Installation was basic – save that the nuts on the countersunk bolts protrude into the hollow frame cavity.  This made for restricted swing on the cheater bar and sockets.  (Pic R06)

With the swing links, bolster plate, spring boss spacers and the axle box horn guides all safely in
place on mamma Bissel, it was time for the task of getting the Bissel and the axle set back together. 
The guys rigged up a three way sling with three chains and a lifting cable, and hauled the Bissel frame
out over the ‘Komatie Box’.  (Pic R07)  We had to lift the Bissel frame several feet to clear the ‘Komati
Box.’ (Grey in Pic R07)  So, we were all nervous in case the cable or a chain link failed. 

The hoist didn’t co-operate as a link in the traversing chain was jamming the pulley.  Lee ended up hanging off that chain, swinging uselessly with both feet right off the ground, but the hoist wouldn’t budge.  The combined weights of Lee Gates and Andre van Dyk weren’t enough to shift the crane’s carriage and we looked like demented bell ringers!  Three of us got the crane to traverse.  When the stupid hoist carriage jammed again later on, we went to fetch the ‘heavy artillery’ (pun intended), in the form of Piet ‘Buffels’ Steenkamp.  This old driver’s loading gauge is almost too big to fit through a locomotive firebox door these days, but his weight and great strength subdued our recalcitrant hoist.

The axle set was then hoisted with little trouble – except that one of the hooks wouldn’t come free from the Bissel frame and needed some hammering to break it loose.  The axle was only hoisted about a foot and then carefully swung through 90 degrees to be parallel with the track.  (Pic R08)  These heavy weights are deceptively easy to move when they’re dangling on the hoist – but the inertia and momentum still exists and one can get hurt.  We used the channel next to the embedded rail head as a built-in scotching block to hold the axle stationery.  With the axle set in place, the two axle boxes were coated in light grease on both the slide channels and the spring bearing pad.  (Pic R09 above)

Bu now we were attracting an audience, almost everyone else at the depot migrating to the Workshop Yard to watch the operation.  (Pic R10 below)  The one exception was Mike Thiel, who stayed out of sight working on the GMAM\ stoker in between the locomotives.  We made up the three-way sling again, hoisted and traversed the Bissel frame to directly over the axle.  (Pic R10 again)  Making up the sling was trickier this time as the Bissel Truck frame had to be held level.

After some careful alignment and some waiting to let the pendulumic oscillations die down, the two painted springs were installed.  The spring simply fit into the donut shaped impressions of the axle boxes and are held in place by the weight of the Bissel truck and eventually, their own tension.  The Bissel frame was lowered carefully over the axle.  What made this job tricky was that the axle box side bearings would need engage in the horn guides at the same time the springs engaged the crown guides.  (Pic R11)  The axle box would either tilt, or the spring go skew and hang up the crown guides and block the works.  It took several people at either end of the axle to hold the component parts in alignment – rather nervously in the case of the springs. 

The Bissel truck came together after several attempts and allowed to settle fully on the axle.  The axle boxes retracted well into the horn guides and cleared the underside.  The two outboard slot-bolts, without their sleeves, were inserted to close the axle slots.  (Pic R13)  With the axle safely retained, the Bissel truck was tipped up on
its back faces to expose the underside.  (Pic R14) It was now much heavier with the axle and its boxes in place and the hoist took a bit of strain.  (It’s a 5 ton hoist, and that’s about what the complete Bissel truck weighs.)  Thus we kept the back faces against the ground to bear some of the weight.

With the hoist tilted back with the A-frame pointing towards the rapidly clouding sky, the center slot-bolts and
their sleeves were fitted.  Piet applied a liberal helping of graphite grease on those bolts inside there sleeves. 
After this was done and the Bissel Truck lowered, the naked outer bolts were removed, lubricated and reinserted with their sleeves.  There were problems finding nuts to fit as the nuts for the two dismantled Bissel trucks aren’t exactly the same and have gotten a bit mixed.  So much for standardization of parts.!

We broke for tea break after putting this lot together and were planning to put
it back under the locomotive on the morrow, which would be a Sunday.

Project – Reinstalling the GMAM Bissell Truck

This was the main project for Sunday and literally went according to that classic Haynes Workshop manual phrase ‘Re-assembly is the reverse order of removal.’  Actually, it was easier as we didn’t have to use the acetylene torch to loosen bolts.  We did have a few sticky moments but in general, the job went very well.

The very first job, after psyching ourselves up for the work, was to get the drop-pit rails safely up and lifted.  When we dropped the Bissell Truck several weeks ago, we had two block and tackles – one for the A-frame
and one for the pit rail.  One of these hoists has gone AWOL.  We lost a little time looking for it but eventually settled for the lighter hoist that we eventually used.  It would just change the job sequence a bit.  The pit rail wasn’t attached to the workshop in any way so it was an easy job to lift it.  (Pic T01)  The gang were careful to attach two safety chains to the suspended rail – one of them salvaged from the machine shop’s hand rails.  Shaun got himself a hard hat.  The only other people working in the drop pit were Dawie Viljoen and myself
(Lee Gates), and the two of us were very wary of that dangling rail!

The main bolster pin and the cylindrical bosses on both of the leaf springs were then greased.  (Pic T02) 
We used graphite grease for long life – as this stuff isn’t exactly accessible under a 190ton locomotive! 
We also used the grease on the A-frame drag pin pad and the retaining cover bolts – but after cutting
the threads with MH oil.  (Pic T03)

We sent Piet Steenkamp to the tool store to get the die and we got the right size on the second attempt. 
And then two spanners, a nice long ring spanner for leverage and a shortie ‘slogging’ spanner for confined work. 

We ended up using the slogging spanner for all four bolts because of lack of space.  (Pic T04 below)  It meant
we had little leverage – and although we generally use a hammer or a mallet on a ‘slogging spanner’ (hence the name), you don’t use percussion when using a thread tap or a die.  It was two-hex at a time, arm-over-head work and those spanners weigh a few kilos.  In classic fashion, Shaun randomly picked himself the hardest bolt to do first and as he’d already tired himself out with other work – Lee got to clean up the rest of those threads. 

The next step was to get the ‘bomb’ onto the trolley tracks.  We rigged up our cruciform arrangement of crow bars again, wedged through the A-Frame castings.  (Pic T05 above)  The Bissell truck was actually off the end of the rails and gave us a very graphic demonstration of why railways exist in the first place.  (Reduced friction)  It took four people to move that unit, with the flanges crunching against the concrete, and Dawie Viljoen nudging the wheels forward, from behind, with a crow bar. 

Our problems weren’t over once we got on the trolley tracks – as these have very tight curves at their extremities.  We had to continue the grunt and crowbar work to get the axle to maneuver that tight curve.  We even used manual sanding to give Dawie’s crowbar a bit of grip.  But once the Bissell Truck was on the straight section of trolley track, with no flange friction – it was quite literally a cake walk to get it on the wheel channels over the wheel drop pit.

With the underside preparation work done and the Bissell Truck ‘bomb’ safely on the ‘Ordinance Rails’ – it was time to get the lifts into operation.  The hydraulic wheel drop pit pump was started up and the jack trolley wheeled into place under the Bissell truck’s center cavity and extended.  There was a nice custom fitted block of wood between the claws of the jack’s lifting head.  But the other blocks of wood that we had used to lower the Bissell truck had disappeared over the previous few weeks.  So, we were fetching and testing out wood blocks with team members poking around the entire workshop.  (Pic T06)  It we needed a block of ‘rail wood’ that’s narrow enough for jacking, long enough to support both sides of the Bissell’s frame and strong enough for the load.  (We only scored 2 out of three – but that’s not so bad.)

The Bissell Truck was then jacked off the wheel channels – which went without issue.  I was in the
right position to see those big channels flex when the weight was taken off them!  (Pic T07 below) 
Obviously we wanted to minimize the lift height – as you end up with a dangerously top heavy contraption, mounted on rails, with people underneath.  But we had to get some extra lift as the wheel channels fit into recessed slots in the workshop floor and they themselves would need to be lifted slightly before withdrawal. 

We slid the inboard wheel channel out with little issues (Pic T08 above) and then
entered the most dangerous phase of the job as now the 4 ½ ton Bissell truck was
supported entirely by the extended  hydraulic jack and that itself is only supported on rails. 

Only one more step was required to start the traversing operation and that was to lay crow bars in the pit catwalk channels, to act as longitudinal slide bearings for the a-frame pivot.  They would also act as a bridge to get the A-Frame pivot eye safely over the man-trench before dropping the pit rail and setting up the hoist to lift the Bissell truck.  The bars do seem flimsy – but most of the weight is balanced around the axle and taken up by the jack.  (Pic T09)

The Bissell Truck was then gently lowered and rotated.  (Pic T10 below)  With the unit standing in
the center line of it’s location in the locomotive, the A-frame protruded beyond the trench walls. 
With very careful traversing, including more crowbar-to-the-wheel work by Dawie, the Bissel
Truck was located under the locomotive – barely clearing the hanging pit rail.  (Pic T11 below) 

You might naturally ask why didn’t we lower the Bissel Truck even more.  The problem was that the main
frame would then be lower than the a-frame pivot – which was still hung up in the crow-bar lined catwalk channels.  This would tilt the weight backwards and make for a dangerously asymmetrical load on the jack. 

With the Bissell Truck safely clear of dangling iron ware and the jack roughly in line with the center line of
the Locomotive’s frame – it was rotated straight again.  (Pic T12 above)  This was the last of the seriously
heavy work and we were pleased with the progress.  We were pleased until we saw that a nice long plank that we’d selected to bridge the axle cavity actually protruded too far out and would have fouled a brake hanger as soon as we raised the baby.  With 4 ½ tons on that plank, the only option was to cut the protruding end off – the nice long plank becoming a nice short plank.  Luckily, Andre van Dyk had his jig saw on the premises and poor Dawie had the chore of cutting the wood which was about 1 ½  the depth of the jigsaw blade.  (Pic T13 above) 

Isn’t working on trains fun? 

Once Dawie had finished the chop job (Pic t14 above), it was time to raise the Bissell truck into it’s approximate final position (pun intended) and do some delicate adjustments (with crow bars) to get the pivot eye to line up with the pivot pad.  While doing this, the Bolster Pin and the two spring bosses had to be engaged in the Bolster Swing Plate as well.  This went smoothly and soon it was time for a break.  In fact, it was time for some classic van Dyk stewed boerewors and crumble pap – aided and abetted with some left-over salads from Fred Sewell’s party the previous night.  (Pic T15)  We are heartily and paid the penalty, starting to get sleepy with a full firebox after an active morning.

Upon getting back into the trench, we started getting the hoists and cable slings all set up.  But, because
we only had chain block and tackle, the rail of Damocles had to be let back down to ground level.  This
went without incident and then the fun started of finding a safe place to hang the hoist.  It needed to
be centrally slung under the boiler to support the a-frame while lifting the Bissell to the final height and
keeping it level.  It was a case of pin the tail to the donkey, in this case, the loco.  But, it was managed. 

Dawie got the unenviable job of setting up the sling cable, which is getting a bit frayed from all the
Bissell work and will soon have to be discarded.  In the meantime, Dawie was very delicate and
genteel in his threading operation and didn’t slash or lose any finger tips to that cable.  (Pic T16 above)

We then put the pit rails back – after looking for the bolts that had been laid aside several weeks before.  It was found to be easier to hold the old rounded bolt heads with a pry bar rather than trying to use a  spanner.  The two rails weren’t taking any weight, as yet.  It was ironic that as we finished tightening the pit rails, the plank holding the Bissell truck’s weigh snapped under the shearing stress (Pic T18) and the entire unit settled about ½ an inch with a sudden crunch.  NOT the sound one wants to hear with people in the inspection pit!

Well, once everyone had checked for nuggets in their underwear, it was time to put the pivot pin back in place.  The collapsed jacking block turned out to be stable – held in place by the ends protruding into the axle cavity and wedged against the jack head.  We very carefully hoisted the Bissell truck A Frame upwards to bring the pivot eye and the pin pad together.  With some persuasion, the fellows managed to fit that pivot pin.  (It’s removable, as it is a wearing part.)  No hammer work was required.  (Pic T17 below)  The fore-aft alignment was accurate
as the Bolster pin was acting as an index pin.  But the Bissell, as expected, required just a little bit of swiveling
on top of the rotating jack ram.  This time around, the swiveling job was crow bar work from the outside of the trench as the spring bosses had engaged and so we were swiveling with the spring placement playing a role.

Fitting the pivot retaining cover was a breeze – thanks to the newly cut threads and the
cleaned up and tapped nuts.  (Pic T18)  With the graphite grease on there, this lot should be
removable for many years yet.  New split pins were installed as a matter of course.  (Pic T21)

The penultimate job was to put the brake rods all together.  (Pic T22 below)  The adjustable rod came together quite easily, if rather greasily.  Initially the boys screwed it in too tight (too short) and had to unscrew it to get the lengths to match.  To get the relay lever to engage both the rods was a three man job – with two pulling the rods inwards and one ready with the pin. 

With the brakes all hooked up, we were essentially done.  (Pic T23)  The speedometer drive was still to be connected on the LHS axle end and obviously the oxide-red paint would need to be covered with black paint for running.  The remaining items to be installed are the cleaned lubricator cups and their brackets.  Fortunately, they are a LOT lighter than this lump of ironmongery. 

At the time of sending – the Bissell Truck on the trialing engine unit has been removed.  The guys
are well practiced now and the truck was removed by 3 guys on Friday night, 23 November.

Firing up the Class 15F No.2914 ‘Spikkels’ :

The mis-adventures of the trainee firelighter(s) continue.

We actually had two of our locomotives in steam this day.  Piet Steenkamp was gallivanting
around the NASREC show grounds in our Class 15CA No.2056 ‘Dorothy’, picking up one of
two sets of Shongololo Express coaches.  (The second set were hauled in by diesel.)

Dawie Viljoen was the rostered duty Fire Lighter for Saturday but wasn’t able to pitch up at the depot due to last minute Saturday overtime work – so Lee, as trainee fireman, was now an ‘orphan’, left alone in the world to get by the best he could.  Actually, there were plenty of experienced people around (doing other jobs) to ask – so Lee just got stuck right in.  The first job was to clear the Class 15F Firebox after visually checking the stay bolts for leaks.  There weren’t any clinkers in there but a lot of soft ash.  Lee is 6ft2 with fairy wide shoulders, and it’s a arm-over-head exercise (rather like diving) to wriggle into that firebox.  But it’s not so bad inside and is a reminder of just how large these 3ft 6in gauge locomotives really are.  There wasn’t a drop-grate lever in the cab either – so one had to be ‘borrowed’ from another locomotive.  (Pic L01 below)  At least they are standardized.

‘Smudge’ Ackerman was prowling around and looking for the missing fire lighting crew, not aware that they (or rather, he) were inside the locomotive already – but the shovel scrapes into the drop-grate (Pic L02) and the occasional ash-filled cough soon pointed the way.  With Shaun’s expert assessment, it was decreed that a fresh fire could be lit on the remains of the ash to get the boiler warm and ready for handover by 5pm, as we had an evening Christmas function to get to.  By this time, Andreas Mathee pitched up with his pops (Cliffie) and the two young men took it in turns to lay the foundation layer of coal.  (Pic L03)  Only one row of workshop lights were on and you’re looking for black coal in a dark shadow-cast firebox.  The MagLite torch came in useful – a useful illumination and pointing aid as we highlighted the bald patches to each other. 

The fire-lighting wood had already been prepared and even delivered too, but was in the wrong bay. 
We stacked the wood in two orientations and then went rag hunting.  (Pic L04 below)  The paraffin tin was no-where to be found in the oil store so Lee soaked some rags in diesel fuel instead … which proved to be a mistake.  The fire lit up well under the instructions of Senior Driver Attie de Necker who
was now supervising – particularly as Lee had thought to bring matches with him today. 

That enthusiastic fire fooled all of us though.  As the other guys got onto other jobs and Lee was outside taking photographs of the NASREC train coming in – the Class 15F’s fire almost died.  It revived enough when Oom Attie rolled the top layer off – the extra oxygen helping the heavy waste to ignite.  (Pic L05 below)  Andreas had found the ‘Laurel’ paraffin tin by this time and we did the salad-oil drizzle treatment over a bucket of cotton waste and tossed it in, poking the burning rags into the crannies with the ash rake.  From there on, the fire behaved.

Through not communicating, we had accidently put two layers of coal on top of the burning heap during the mid day and ended up with a dense and smoky fire under the non-ventilated workshop roof.  (Pic L06)  It drew some ripe comment from Shaun, but as he was working outside in the fresh air, he didn’t have to breath the stuff.  But the engine was eventually moved a few meters on the drifter by Piet Steenkamp, to get the chimney stack clear of the depot roof.  He also took the opportunity to test the power reverser and brakes while Andre van Dyk, fresh from the Nasrec train (and astonishingly clean) was checking the works from the outside.  Piet soon discovered a fault – the reverser was creeping and operating asymmetrically – an indication that there is insufficient oil in the lock cylinder.

Good old 15F No.2914 is a good steamer and she requires little attention to get the boiler warming up once
the center heap has been spread to the corners of the firebox.  Andreas and Attie did this job while Lee was outside and walking a contractor around the depot.  The locomotive was ready to move at just past 1:30pm.

Lee Gates and Shaun Ackerman turned the engine around – Shaun being characteristically very careful to warm up the cylinders and blow out the condensate – as none of the fire lighting team had opened the cylinder cocks.  It’s actually quite amazing to see how slow and controlled a 100 ton locomotive can move on a drifter valve, whereas many motorists cannot achieve the same with their cars.  Shaun drove, naturally, while Lee did the points work and shunting signals.  It was as easy turnaround as we only had to open one set of the depot’s gates.

Lee did embarrass himself trying to start the injector – more to activate the cab spray pipe than to top the boiler off.  The two learner firelighters had left a generous scattering of coal on the cab floor.  Most of the drivers kick the foot operated water handle (Shaped like a putt-putt club) back to charge the injector, and then edge it forward to kick the injector in, once the appropriate steam valve is open.  Lee actually kicked the valve to the forward quadrant and was quite bewildered at the contradictory instructions to ‘kick it forward’ to modulate the water to create enough vacuum to start the injector.  Turns out the foot operated injector valves work both ways…  Lesson learnt.  (Which is what the shed-based training and experiences are all about.)

Doing the K53 had nothing on this….  :o)

After turning the choo choo, we stopped under the water tower – which was empty and the supply valve shut off.  The tender was right down to the rusty bottomed dregs.  We backed into the receiving track and promptly ran a pipe from the fire hydrant to the tender – only to find that there was no water!  Uh Oh!  The water supply to the entire depot had been cut off.  Contractors had arrived to sort out the burst pipe that had caused the problem – but without tools.  And thus, one of the weaknesses of the steam locomotive is highlighted … no water, no train.

Fortunately, there was enough water left in one of the auxiliary tanks to serve the train for the morrow, so Shaun went out to snag this 4 axled water canteen and backed into the receiving track with the tanker on the locomotive with the transfer hose already connected.  (Pic L07 above)  Aidan Mc. Carthy, as the duty loco minder for the evening, had just arrived and found this amusing.  But at least the engine was ready to go before we had to leave for the evening.

The last job was to fill up the empty lock cylinder for the Power Reverser.  (Pic L08)  It has a filler hole at either end, and one vents the cylinder by opening a bleed nut on the cataract valve.  Like a car’s brake system, there must be no air in either of the two oil cylinders – for the locking action of trapped hydraulic fluid to be effective.  The glands for the rear cylinder are leaking, we could see way too much oil on the rods – another repair job.

Pictures from around the shed :

- Lee Gates -

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