“Preserving South Africa’s
Steam heritage for all to enjoy.’

One thing that’s remarkable about our Steam Locomotive Depot is that it is never really all that uncomfortable to work there in terms of temperatures.  Whether it is blazing hot outside, or a grey, drizzly day, the depot workshops and sheds remain comfortable.  The only downside is trying to remember which work benches are under rust holes in the roof and strategically avoiding them!  We had a drizzly day outside, which made things a little slippery underfoot and made the steam action photography look a little dull as steam doesn’t show up well against a murky grey sky.  None the less, our wonderful steam locomotives look good no matter what the weather.

We had a good turnout of Reefsteamers this Saturday and yet it was a strangely quiet day.  We worked in singles and pairs spread out all over the sheds and there was a separate crew not involved in repairs at all, but firing up the Class 15F No.2914 ‘Spikkels’ for a trip to Magaliesburg the following day.

The project that naturally drew the most attention during the day was actually a unique step in South African Railway Preservation History.  This is the first time, to our knowledge, that a Vesconite Plate has been fitted to a Steam Locomotive’s Bissel Truck. 

The two bearing plates were prepared in the morning, being marked, drilled and countersunk.  And of course, the pristine white Vesconite got very grubby in the process – so they’ll soon blend in neatly with the black grit that crusts the underside of any locomotive!  You can see the mucky fingerprints in Pic G01.  Shaun had to painstakingly match the counter-sinking to the angle of the bolt heads.  (Pic G01)  Not only was this necessary to ensure a sustained tight fit, but also to maximize the effectiveness of the bolt’s key.  These countersunk bolts have no slots or hexes to allow for holding while tightening them up. 

The 19mm thick Vesconite Plates were installed into the stripped and primered Bissel truck frame.  (Pic G02)  The bolts were tightened in diagonal sequence to centralize the slide bearing to the frame rebates.  8 Countersunk bolts were used on either side and fastened with nice, modern nylock nuts.  Even though the holes matched quite well, there was still too much flex in the bearing plate to get the bolts to pull in and tighten up by hand or by socket. 

So, the ‘Bissel Team’ had the Catch-22 annoyance of not being able to tighten up the bolts because the head keys didn’t ‘bite’ – and having to tighten the stupid bolts to get the keys to bite in the first place.  The problem was resolved by bridging the central frame aperture with a collection of wooden blocks and using a portable expansion jack to press the bolt heads home, engage the keys and allow for proper tightening.  (Pic G03)  The bolt tightening was a bit of a fiddly job and one had to watch out for nipped fingers. 

But, with fingers un-nipped, and bolts safely ‘nipped,’ eventually the moment arrived to test the newly serviced  bolster slide plate.  This required a bit of hoisting, as to suspend the plate centrally within the Bissel’s frame.  The workshop gantry crane was hooked up to the air compressor lines.  Initially, the gantry was used to clear the track so that Class 15F No.2914 ‘Spikkels’ would be able to trundle out the shed to prepare for the next day’s trip to Magaliesburg.  Think of it as a railway version of tidying up the slippers from the bedroom floor.  We’d left a whole litter of Bissell frames and axles spread out across the rail heads.  (Pic G05)  We moved two axles and a frame, as well as dead bearings and a few scotch blocks.  (Pic G06)  A surprise for us all was the amount of moisture that had gotten into the air compressor lines – blowing out in a staccato, violent spray.  The line was gingerly held and allowed to blow clear for a while before the clawed air line fitting was hooked up. 
(Pic G04)

The freshly cleaned and primered Bolster Plate was easily managed by the pneumatic hoist, with the hooks cleanly going through the Bolster Spring Bosses and dollied across to the waiting frame.  With the weight still taken up by the pneumatic hoist, we carefully lowered the Bolster Plate in between the two Vesconite slides. 
In a sense, it looked quite good – a freshly painted oxide-red Bolster Plate sealing the gaping, open cavity of the Bissell frame like a neatly fitting box lid. 

The Bolster Plate lowered easily … rather too easily.  Much, much too easily. 
And when things are too easy with locomotives, you get suspicious. 

Uh Oh!

We found that we had the opposite problem from which we started.  Regular readers will remember that the original problem with the GMAM Garratt’s ‘Lindie Lou’ Bissell Truck was a seized Bolster Plate caused by the swelling effect of rust behind the original steel sliding plates, pushing them inwards and ‘pinching’ the Bolster Plate.  Now we had a plate that was a few mils too loose.  I was impressed with the guys as they hardly even swore.  They just stood around the Bissell Truck and stoically watched the Class 15F 2914 leaving the workshop, with Andrew King giving a slow, cynical ‘royal wave’.

The solution to the loose Bolster Plate problem was to shim one of the plates inwards with washers. 
This time, with the Bolster Plate suspended in place, measurements were made and then a Reefsteamers scavenger hunt for washers took place.  We needed wide washers to spread the bearing load.  Fender washers are too thin, and the standard wide washers that we have collected over the years, are too thick. 
So, Dawie Viljoen was put to the tricky task of firing up the lathe and turning several washers down to the correct thickness to act as custom made shims.  (Pic G08)

In the mean time, while master machinist Dawie was making skinny washers and steel slivers, Lee and Kenny started the process of loosening one of those new slide bearings again, as to be able to slip the washers between the back face and the frame.  It was amusing to see that Kenny instinctively chose the leading plate behind the A-frame, as he had a comfortable place to sit on the pivot eye while cracking off those bolts.  This task meant we had to set up the wood blocks and jack contraption again.  The nuts came off okay but it took a judiciously applied ball peen hammer to get those bolts out again.  The washers were inserted and lined up with the bolt holes with a combination of finger and wire – but not without the washers dropping right through behind the bearing plate, clunking dismally against the Bissel Truck frame like a rejected coin passing through a vending machine.

Well, so now the sliding Bolster Plate fits the Bissel.  The swing links, retainers and the axle guides need to be installed.  And the Bissel Frame needs to be drilled and tapped to accept some new grease nipples to service those new bearings.  There is to be a delay with the Bissel truck’s assembly though as we need to source new axle bearings to replace the pitted ones that we found.  But, it’s great to have made some progress towards converting the GMAM Garratt from a    4-8-0 + 2-8-4   to a    4-8-2 + 2-8-4.

When Reefsteamers brought the Sandstone Estates Class MMMM * Garratt back from the Rovos Rail facility, the locomotive was found to be in decent overall running condition.  We were already aware of the bad wheel flange wear problem – which lead to the Bissel Truck removal and overhaul as described above and in previous weeks.  Another obvious fault was the fact that the mechanical stoker was knocking like a mad carpenter.  Michael Thiel started dismantling and checking out the Stoker last week and basically found that nearly every bearing was worn.  These bearings can be rebuilt, and new gudgeon pins fabricated, but that takes time. 

* MMMM = Mr. Mole’s Magnificent Machine

Michael carefully dismantled a second, unused Standard Stoker that we’ve had lying in the top shed for a while.  The donor stoker’s components proved be in better condition and the big end caps are in decent shape. 
So an exercise in mixing and matching components took place, with a little traditional white metal scraping taking place.  (Pic S02)  The donor’s crankshaft and main bearings were not removed.  We need to source new main bearings for the GMAM Garratt stoker – which are roller bearings, not shell bearings as used in a car or truck engine.  The removed parts will be re-fabricated and rebuilt and then laid aside with the donor stoker to make a complete spare unit.

Steam Locomotives and leaks go together and it’s little wonder that they are affectionately (or otherwise) called ‘tea-kettles’ by their fans and detractors.  Our locomotives are no different and we’re constantly chasing down and trying to seal leaky valves.  Leaking steam and dribbling injector water may be picturesque but conflicts with our policy of locomotive maintenance, as well as being wasteful of water and the energy used to heats it.  But in mitigation, one needs to remember that many of the valves are 50-60 plus years old and high pressure steam itself has the power to cut notches and grooves in already-leaky valve seats and fittings.

Pat Ackerman has had many years experience repairing, restoring and driving steam locomotives on the Sandstone Estates 2ft narrow gauge network and his expertise came in useful in fixing a stubborn injector dribble on our Class 25NC No.3472 ‘Elize’.  The engine has a double deck arrangement for the injector water valves with stubby levers in a confined space.  These have been unpleasant to operate, trying to force them home to reduce injector dribble.  And if one uses two hands to shut that injector off, one runs the risk of burning your right arm against the grate shaker pipes … ask me how I know!

Patrick did the conventional clean and grind operation, using a beveled grinding cutter.  However, he also found where the main leak was – between the removable valve seat and the valve body.  (Pic V02)  A tiny leak had become notched over time.  Because it was under the valve seat, grinding down the valve seat surface and the valve disk wouldn’t help one bit.  He ground down the valve body slightly, cleaned the seat and then handed it over to the Chief Engineer, Andrew King, for inspection.

Andrew King deemed the seat unsuitable – so a spare seat was rustled up from stores.  Poor Pat had to do grinding and fitting once more to put the bastardized valve back together, only to find that it would still have leaked.  He discovered that the diameter of the valve seat was wider than the cutter head – thus leaving a higher un-cut ridge around the edges and messing up the seal.  The valve seat had to be turned in the lathe to cut away the circumferential ‘crown’ ridge.  The valve is now together – but the proof of the work will be nice dry injector overflows the next time the boiler is pressurized.

Our Class 15F No.2914 ran for the first time in a year and 4 months a few weeks ago.  She did great, but as we expected, there were issues found.  (She IS a steam locomotive after all.  :o)  )  One issue was damaged dynamo armature bearings due to incorrect oil being used.  Another issue was the fact that the power reverser kept creeping forward.  The valve chambers on both the actuating and the lock cylinders had been removed, checked and serviced.  It was time to put it all back together in time to get the locomotive running this very afternoon.  We frequently see Reefsteamers fitting parts and components onto a live boiler with steam issuing from open pipes and ports.  It wasn’t long before the loco-lighting crew busy in the cab got a peeved request from the mechanics to turn off the reverser’s turret valve!

There’s no such thing as going to Midas to get replacement gaskets for locomotives.  We roll our own!  Andrew tapped out the new gaskets by applying a sheet of gasket material to the mating surfaces and tapping gently around all the edges and the holes with a ball-peen hammer, to indent and thin out the gasket sheet stock along the edges.  (Pic R01)  It’s a classic technique for making customized gaskets.  The gentle hammer taps cut out the edges and the peen-ball neatly cuts the holes.  The gasket is then pressed out of the sheet along the thinned and cut sections.  It results in a slightly rough cut but accurately fitting custom made gasket.  And one doesn’t need to do tedious cutting along pencil marks either!  (Pic R02)

Stuart was put to the task of fitting the brass ‘Wagon Top’ cover sheets to the Class 15F Actuator and Lock Cylinders for the Power Reverser.  These units had been recently painted in the traditional signal red for the reverser actuator and it’s rods, and traditional green for the lock cylinder and the indicator rods.  Reefsteamers prefers to use a conservative colour scheme, your basic Persian-midnight ‘plain black’ and red buffer beams being the safest for photography.  Not every photographer likes detail or movable parts picked out in colour.  While both the valves were off and the linkages removed the opportunity was taken to smarten the reverser up with some brass sheeting.  Stuart had to some trimming and grind stone work to get the sheets to fit properly. 

Andrew and Stuart met their tight time schedule and the Power Reversing Gear was buttoned up and
ready to go by the time the locomotive was required to be moved for turning and coaling.

The characteristic SAR ejector valve covers on the Class 15F No.2914 were removed and serviced by Kenny.  These covers can be prone to leakage and are easily damaged by over-tightening.  These covers rarely leak enough to affect the operation of the brakes themselves, but the escaping steam constantly blows across the engine driver’s field of vision and can burn whoever operates the brakes.  Kenny managed to remove, clean and seal the covers with only one extra trip to the store room to get a longer cheat bar and socket.  The two covers didn’t require extensive filing, grinding or panel beating – just a little cleaning and a generous helping of ‘Stag’ pipe sealer. 

Work continued on clearing up the articulated coach set for conversion into a club house.  Lex and Willie were hard at work and a bit isolated away from the rest of the gang.  They have fitted a new Yale lock on the coaches to keep the baddies and the doggies out.  The intact compartments are to be used for storage while the clubhouse section is being rebuilt.  So we’re preventing pilferage as well as vandalism.

An original folding table has been removed and serviced, and is being prepared for installation, and we’re looking for some seats.  In the meantime, roof apertures have been sealed and plated off.  The guys also carefully removed one of several long, delicate ladder-like picture frames (Pic H02)  and did some cleaning and simple, smartening work by installing new colour photographs to replace the faded, moisture damaged photos.  The old photos are to be put into safe keeping however. 

The Marketing Gang and some board members got together to discuss issues.  Lee’s proposal for an on-board Reefsteamers Information pack was reviewed.  This is a small document to be handed out one for each family on the train to explain a little about Reefsteamers and who we are, and where our locomotives come from.  The content was basically approved but Lee has the challenge of cutting down his somewhat verbose writing to 5 pages maximum.  Hmmmm. 

The Marketing guys also discussed the existing Reefsteamers Trips and Sponsors Brochure, as well as managing adverts to be placed into magazines.  We are looking seriously into advertising in ‘Go’ \ ‘Weg’ magazines.  Trip schedules were confirmed for the next few months as well as continuing communication with SANRASM, using Les Smith as the point-of-contact.

In preparation for the Magaliesburg Trip on the next day, Les Smith put up coach number signs in all the Coach doors.  We have found that day-tripper people don’t remember the standard SAR 5 digit coach number.  We have also found that people get confused when the locomotive is turned at the end of a run, and placed on the other end of the coaches, especially when we have a water tanker on each end of the train.  They try to sit in the same position relative to the locomotive and end up in wrong coaches – a PR problem for the SANRASM trips where compartments are booked.  We do have an existing set of magnetic signs but some have been hooked off the train by passing thorn tress and some have been hooked off the train by souvenir hunters.  So we’ve gone for a cheap and easily replaceable method.  And they can be removed for a more authentic look during photo tours and trips.

Cool drinks and crisps were loaded into ‘Kango’, the catering car, in preparation for the trip the next day.  The perishables were loaded the following morning.  It’s not cost efficient to run the generator overnight to refrigerate a few trays of eggs and a few packs of bacon. 

- Lee Gates -