106
Work and Events / Re: Boiler plate flanging machine
« on: August 28, 2016, 06:15:16 AM »
Caution may be needed, though, as cold flanging can cause crack initiation. Pre-heating should be considered for boiler components.
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107
Work and Events / Re: A bit of history on our patternmakers lathe
« on: August 28, 2016, 06:13:33 AM »
Alan
Please don't apologise for educating us all about beautiful old machinery of great historical significance. Thank you.
Please don't apologise for educating us all about beautiful old machinery of great historical significance. Thank you.
108
Work and Events / Re: Eames Train Brakes - Official Work Thread
« on: August 15, 2016, 08:55:16 AM »
A top view, with muffler, of a Sydney steam tram Baldwin motor can be seen here: https://upload.wikimedia.org/wikipedia/commons/a/af/NSWGT_Tram_Motor_No._1A_Top_View.jpg .
One of these in action can be seen here: https://www.youtube.com/watch?v=WnPcduIGdWc .
A web search for < steam_scene_vol5_issue5.pdf > will produce further relevant information.
One of these in action can be seen here: https://www.youtube.com/watch?v=WnPcduIGdWc .
A web search for < steam_scene_vol5_issue5.pdf > will produce further relevant information.
109
Work and Events / Re: Eames Train Brakes - Official Work Thread
« on: August 15, 2016, 08:39:14 AM »
The Eames equipment on W&W No. 4 is to US Patent 228743, which can be accessed here: https://www.google.com/patents/US228743 . That equipment is designed for non-automatic continuous vacuum train brakes. I believe it could be adapted for use for the control of automatic continuous vacuum train train brakes on the WW&F.
On W&W No. 4 the vertical lever releases the brake by admitting atmospheric air to the brake pipe. The horizontal lever admits steam to create vacuum to apply the brakes. The push button, below, allows selection as to whether or not driver brakes will apply when the train brakes are applied. The vacuum ejector is contained within the main vertical body of the equipment and it exhausts steam and air through the cab roof.
On W&W No. 4 the vertical lever releases the brake by admitting atmospheric air to the brake pipe. The horizontal lever admits steam to create vacuum to apply the brakes. The push button, below, allows selection as to whether or not driver brakes will apply when the train brakes are applied. The vacuum ejector is contained within the main vertical body of the equipment and it exhausts steam and air through the cab roof.
110
Work and Events / Re: Eames Train Brakes - Official Work Thread
« on: August 01, 2016, 10:52:20 PM »
The latest (July / August 2016) issue of the Museum newsletter carries an excellent article describing vacuum automatic brake equipment to be fitted to passenger cars operating on the WW&F Railway. The article is very well thought out and it is nicely illustrated.
Some of the vacuum equipment that will be needed on cars is not dealt with in the newsletter article, including the Release Valve that is needed on each car to enable its brakes to be bled off and the Conductor’s Valve that should be fitted on each passenger car to enable the application of the train brakes in an emergency. The design of these valves involves special consideration as they must not permit dirt or moisture to enter the vacuum brake system.
The normal strategy for obtaining the function of a Release Valve is to arrange for the check valve that is described in the newsletter article to be manually lifted, when desired. This produces equalisation of the pressures on either side of the brake piston, allowing it to fall as a result of the action of gravity on the mass of the brake rigging (assuming vertical mounting of the brake cylinder). The Release Valve mechanism can be sealed from the atmosphere by a diaphragm in a manner similar to that employed for the brake cylinder piston rod.
The actuating mechanism of the Release Valve of a car (typically a pull chain or light rodding) should be arranged for manual operation from either side of the car. When the braking system of a car needs to be cut out (because of some defect), means are needed to tie back the actuating mechanism of the Release Valve to keep the valve open.
A Conductor’s Valve needs to incorporate some means for the filtration of incoming atmospheric air. The valve should be designed to remain open, following manual activation, until all brake pipe vacuum has been destroyed.
As indicated in the newsletter article, the car equipment for the vacuum automatic brake system can be relatively simple. Equipping the locomotives will present greater challenge as there are additional issues to be considered and provided for.
Some of the vacuum equipment that will be needed on cars is not dealt with in the newsletter article, including the Release Valve that is needed on each car to enable its brakes to be bled off and the Conductor’s Valve that should be fitted on each passenger car to enable the application of the train brakes in an emergency. The design of these valves involves special consideration as they must not permit dirt or moisture to enter the vacuum brake system.
The normal strategy for obtaining the function of a Release Valve is to arrange for the check valve that is described in the newsletter article to be manually lifted, when desired. This produces equalisation of the pressures on either side of the brake piston, allowing it to fall as a result of the action of gravity on the mass of the brake rigging (assuming vertical mounting of the brake cylinder). The Release Valve mechanism can be sealed from the atmosphere by a diaphragm in a manner similar to that employed for the brake cylinder piston rod.
The actuating mechanism of the Release Valve of a car (typically a pull chain or light rodding) should be arranged for manual operation from either side of the car. When the braking system of a car needs to be cut out (because of some defect), means are needed to tie back the actuating mechanism of the Release Valve to keep the valve open.
A Conductor’s Valve needs to incorporate some means for the filtration of incoming atmospheric air. The valve should be designed to remain open, following manual activation, until all brake pipe vacuum has been destroyed.
As indicated in the newsletter article, the car equipment for the vacuum automatic brake system can be relatively simple. Equipping the locomotives will present greater challenge as there are additional issues to be considered and provided for.
111
Work and Events / Re: WW&F No. 10 - Official Work Thread
« on: June 27, 2016, 09:22:51 PM »
That explains matters very well, thank you Jason.
I had understood that the new boiler for No. 10 would be welded but if both boilers are to be of riveted construction, that will be wonderful. A very big part of preservation is the maintenance of skills. Authenticity is the ultimate justification for the existence of the museum (as I am sure all members know). Observant visitors should learn the truth!
I had understood that the new boiler for No. 10 would be welded but if both boilers are to be of riveted construction, that will be wonderful. A very big part of preservation is the maintenance of skills. Authenticity is the ultimate justification for the existence of the museum (as I am sure all members know). Observant visitors should learn the truth!
112
Work and Events / Re: WW&F No. 10 - Official Work Thread
« on: June 25, 2016, 07:04:58 PM »
My understanding is that the design of a new all steel welded boiler for No. 10 is well advanced. It seems appropriate, therefore, to ask whether the design will incorporate welded support brackets at the firebox so that there will be no need to resort to a retrofit arrangement such as that employed for No. 9? Such welded bracketry would need to be applied early enough to be included in the heat treatment of the outer shell of the boiler.
113
Work and Events / Re: Eames Train Brakes - Official Work Thread
« on: June 13, 2016, 07:09:37 AM »
The diagram, below, illustrates the Eames Style A brake rigging of locomotive 9.
114
Work and Events / Re: Eames Train Brakes - Official Work Thread
« on: June 13, 2016, 07:01:57 AM »
That was my first attempt at posting an image at this site. My intention is to spread some precise knowledge about the equipment and to illustrate the Eames style, when it comes to brake equipment.
The brake equipment of locomotive 9 also incorporates the brake rigging arrangement that was termed "Style A" in the Eames catalog.
The diagram, above, includes the operating lever, which is mounted vertically on locomotive 9. The lever is linked to the operating shaft of the ejector. Backward movement of the lever opens the steam valve so that vacuum is created and the brake is applied. In the mid position of the lever, the release valve H and the steam valve J are both closed. Forward movement of the lever closes the steam valve and opens the release valve, which destroys the vacuum and releases the brake.
The brake equipment of locomotive 9 also incorporates the brake rigging arrangement that was termed "Style A" in the Eames catalog.
The diagram, above, includes the operating lever, which is mounted vertically on locomotive 9. The lever is linked to the operating shaft of the ejector. Backward movement of the lever opens the steam valve so that vacuum is created and the brake is applied. In the mid position of the lever, the release valve H and the steam valve J are both closed. Forward movement of the lever closes the steam valve and opens the release valve, which destroys the vacuum and releases the brake.
115
Work and Events / Re: Eames Train Brakes - Official Work Thread
« on: June 13, 2016, 06:47:47 AM »
I have an original catalog from the Eames Vacuum Brake Company. It is undated, but it comes from the 1880s, I think. I thought I would share a diagram from the catalog, that illustrates the vacuum ejector of the Driver Brake equipment that is fitted to locomotive 9.
116
Work and Events / Re: Eames Train Brakes - Official Work Thread
« on: June 09, 2016, 09:25:23 AM »
I greatly appreciate seeing the excellent and most informative posts concerning the Eames brake system. My question about a possible precedent for a single pipe Eames continuous automatic brake system was based on my suspicion that no precedent existed, and that has been confirmed.
Mention has been made of the challenge to develop an Eames-like continuous automatic brake system that will satisfy the needs of the WW&F. I gather that considerable progress has been made.
It has been stated that the sensible approach of referring to Eames patents for design inspiration has been adopted. I think that such an approach must bring worthwhile results, if faithfully pursued. It would be of concern, however, if the WW&F were to adopt too much of the style of the Great Little Trains of Wales, great though they might be.
When planning a vacuum train brake system, one of the decisions is how to integrate the operation of the locomotive brake system with that of the trailing vehicles. Historically, commonly applied options included:
1. Apply automatic vacuum brakes to the locomotive so that it becomes just another part of a train; or
2. Use steam or air brakes on the locomotive that may be independently controlled when working light engine and that may be vacuum-controlled, via a vacuum/steam or vacuum/air proportional valve, from the train brake system.
For the WW&F, neither of these options is easily applicable because the locomotive brake is “straight” vacuum. Awkwardly, the need arises to provide vacuum for two separate vacuum brake systems that need vacuum creation at differing times.
The heritage value of the existing Eames Vacuum Driver Brake that is fitted to locomotive #9 is such that it should not be altered. This makes the integration of the two brake systems most difficult – or impracticable.
I have studied published photographs but I am not entirely clear as to how the various issues have been addressed in the design of the prototype continuous automatic vacuum brake. If the two systems have been kept completely separate, then there would be a need for them to be separately manipulated in service. If the two systems have been integrated, then that might spell compromise for the Eames Vacuum Driver Brake.
It would greatly clarify if we could see a schematic diagram of the prototype brake system. Then it would be clear what equipment is installed and how the various parts are interconnected. A scan of a good sketch would do.
I am not sure whether it applies throughout the WW&F but I assume that the overall aim is to preserve or recreate the state of affairs that applied on the railroad at the time of its closure, in 1933. I know that is so for locomotive #9.
Mention has been made of the challenge to develop an Eames-like continuous automatic brake system that will satisfy the needs of the WW&F. I gather that considerable progress has been made.
It has been stated that the sensible approach of referring to Eames patents for design inspiration has been adopted. I think that such an approach must bring worthwhile results, if faithfully pursued. It would be of concern, however, if the WW&F were to adopt too much of the style of the Great Little Trains of Wales, great though they might be.
When planning a vacuum train brake system, one of the decisions is how to integrate the operation of the locomotive brake system with that of the trailing vehicles. Historically, commonly applied options included:
1. Apply automatic vacuum brakes to the locomotive so that it becomes just another part of a train; or
2. Use steam or air brakes on the locomotive that may be independently controlled when working light engine and that may be vacuum-controlled, via a vacuum/steam or vacuum/air proportional valve, from the train brake system.
For the WW&F, neither of these options is easily applicable because the locomotive brake is “straight” vacuum. Awkwardly, the need arises to provide vacuum for two separate vacuum brake systems that need vacuum creation at differing times.
The heritage value of the existing Eames Vacuum Driver Brake that is fitted to locomotive #9 is such that it should not be altered. This makes the integration of the two brake systems most difficult – or impracticable.
I have studied published photographs but I am not entirely clear as to how the various issues have been addressed in the design of the prototype continuous automatic vacuum brake. If the two systems have been kept completely separate, then there would be a need for them to be separately manipulated in service. If the two systems have been integrated, then that might spell compromise for the Eames Vacuum Driver Brake.
It would greatly clarify if we could see a schematic diagram of the prototype brake system. Then it would be clear what equipment is installed and how the various parts are interconnected. A scan of a good sketch would do.
I am not sure whether it applies throughout the WW&F but I assume that the overall aim is to preserve or recreate the state of affairs that applied on the railroad at the time of its closure, in 1933. I know that is so for locomotive #9.
117
Work and Events / Re: Eames Train Brakes - Official Work Thread
« on: June 06, 2016, 08:03:24 AM »
I would be interested to know whether any of the Maine Two-footers ever had a single pipe continuous automatic Eames vaccuum brake?
118
Two Footers outside of the US / Re: 2-footer crosses standard gauge
« on: June 02, 2016, 06:02:53 AM »
Mainlines in Queensland are laid to 42 inch track gauge.
JBS
JBS
119
Work and Events / Re: Eames Train Brakes - Official Work Thread
« on: May 31, 2016, 06:33:00 AM »
As a recently-joined member, this is my first post. I regret that some of it will be a little negative. Please understand that I greatly admire what is being achieved by the members of the WW&F Railway Museum. My intention is to contribute, from afar, in what will be an ultimately positive manner.
Safety chains have been discussed in this thread. In the absence of a continuous automatic brake system, safety chains compensate by reducing the likelihood of and controlling the risks associated with train separation in cases of coupling failure. This is necessary so that unbraked cars will not run free, putting occupants and others in danger. A further advantage of keeping the train together is that brakemen will then have the best chance of bringing all of it to rest in a safe manner.
When continuous brakes have been fitted, it may be considered that safety chains will be no longer needed. In the event of train separation, both portions of the train will be brought to rest by the automatic action of the continuous brake.
Having studied the excellent and informative posted photographs of the trial WW&F continuous vacuum brake system, I have noted that end cocks have been included in the brake pipe of each vehicle. Some of these would be accessible by passengers. Accidental or deliberate closing one of these end cocks would remove brake system continuity in a train and a safety hazard would thus be introduced: the locomotive engineer could no longer control the automatic brake system throughout the train and the hazards associated with train separation would be introduced.
Historically, automatic vaccuum brake systems have never incorporated end cocks because they are unnecessary. Hose couplings self-seal onto the mating receptacles (termed “acorns”, because of their shape) that are provided at car ends. The vacuum holds everything together. A hose can be pulled from a receptacle (at the rear of a train) and replaced to prove continuity. Inside a caboose, a Conductor’s Emergency Cock is provided and connected to the brake pipe. By manipulation of that cock a train can be brought to a stand at any time.
End cocks are unsafe, as detailed above, and they are unnecessary. One of the beauties of the vacuum brake is its simplicity. That inherent safety is compromised by the introduction of unnecessary end cocks.
Another advantage of the vacuum brake is that it permits both graduated application and release of the brakes throughout a train. That makes for smooth train handling.
I do understand that the WW&F vacuum brake system is still experimental. I am sure that the proven and exacting approach of the WW&F shop forces will eventually produce a system that will be well worthy of those magnificent trains. I am sure that all realistic standards of safety will be met.
John B Scott
Melbourne
Australia
Safety chains have been discussed in this thread. In the absence of a continuous automatic brake system, safety chains compensate by reducing the likelihood of and controlling the risks associated with train separation in cases of coupling failure. This is necessary so that unbraked cars will not run free, putting occupants and others in danger. A further advantage of keeping the train together is that brakemen will then have the best chance of bringing all of it to rest in a safe manner.
When continuous brakes have been fitted, it may be considered that safety chains will be no longer needed. In the event of train separation, both portions of the train will be brought to rest by the automatic action of the continuous brake.
Having studied the excellent and informative posted photographs of the trial WW&F continuous vacuum brake system, I have noted that end cocks have been included in the brake pipe of each vehicle. Some of these would be accessible by passengers. Accidental or deliberate closing one of these end cocks would remove brake system continuity in a train and a safety hazard would thus be introduced: the locomotive engineer could no longer control the automatic brake system throughout the train and the hazards associated with train separation would be introduced.
Historically, automatic vaccuum brake systems have never incorporated end cocks because they are unnecessary. Hose couplings self-seal onto the mating receptacles (termed “acorns”, because of their shape) that are provided at car ends. The vacuum holds everything together. A hose can be pulled from a receptacle (at the rear of a train) and replaced to prove continuity. Inside a caboose, a Conductor’s Emergency Cock is provided and connected to the brake pipe. By manipulation of that cock a train can be brought to a stand at any time.
End cocks are unsafe, as detailed above, and they are unnecessary. One of the beauties of the vacuum brake is its simplicity. That inherent safety is compromised by the introduction of unnecessary end cocks.
Another advantage of the vacuum brake is that it permits both graduated application and release of the brakes throughout a train. That makes for smooth train handling.
I do understand that the WW&F vacuum brake system is still experimental. I am sure that the proven and exacting approach of the WW&F shop forces will eventually produce a system that will be well worthy of those magnificent trains. I am sure that all realistic standards of safety will be met.
John B Scott
Melbourne
Australia