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LM6-Springs and Bogies

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LM6-Springs and Bogies Developing these modules has taken time and expense. We hope you will benefit from the information contained within the modules. If you wish to make a donation to help BESTT recover our costs and promote further modules it would be gratefully appreciated. You can make a donation HERE. Thank You… ©2019 Boiler & Engineering Skills Training Trust Steam Locomotive Repair and Overhaul Module LM6 Steam Locomotive Springs And Bogies DISCLAIMER. The Boiler and Engineering Skills Training Trust (BESTT) has used its best endeavours to ensure that the content shown herein is accurate, complete and suitable for its stated purpose. However, it makes no warranties, express or implied that compliance with the contents of this document shall be sufficient to ensure safe systems of work or operation. Accordingly BESTT will not be liable for its content or any subsequent use to which this document may be put. Richard Gibbon & Tony Simons November 2017 – version 1.0 Module BESTT LM6 Steam Locomotive Springs and Bogies Aim This unit will give learners an understanding of how Locomotive Springs and Bogies operate and how to examine for wear. The learner will consider: - * Springs * Weighing of Locos * Different types of Bogies and trucks * Different types Radial Axles and boxes * Examination and reporting Learning Outcomes LO1 springs LO2 ‘Weighing’ a Locomotive, see also Module LM2 LO3 Bogies and trucks LO4 Radial Axles and Boxes LO5 Routine examination of springs LO6 Routine examination of Bogies and trucks INTRODUCTION Springs and bogies might seem unlikely bedfellows in the world of steam locomotives but in fact they share a vital role in keeping fast-running powerful steam locomotives on the track steady and safe. A good springing system ensures that all the wheels carry their allotted proportion of the overall weight, leaving the maximum allowable figure of weight to be carried on the driving wheels for adhesion purposes, without exceeding the maximum axle load dictated by the railway’s civil engineer. Bogies and carrying wheels are there to help guide the weight of the locomotive around curving track so that the driving wheels do not suffer from excessive flange wear as they lurch into bends which have less than perfect transitions from straight to curve, thereby damaging the rails and the coupled wheels. STEAM LOCOMOTIVE SPRINGS If a locomotive were not fitted with spring gear, tremendous shocks would be sustained by the wheels, axles, axle-boxes etc. owing to the great weight of the locomotive and the fact that there would be no “give” to allow for undulations in the track, points and crossings. Spring gear is normally made adjustable so that when the locomotive is new, and on subsequent occasions, adjustments can be carried out to ensure that the load on each wheel is as near as possible what the designer intended it to be. Thereafter when the locomotive is running over well -maintained track, the springs allow some vertical movement of the wheels and axles relative to the frame due to track irregularities without giving rise to sudden increases in load. The spring-borne weight of a steam locomotive is the whole weight less the weight of the wheels, axles axle-boxes, coupling rods, eccentrics, and part of the weight of the springs and connecting rods. The weight of these items is un-sprung and kept to a minimum by the designer. Fig 21 shows diagrammatically an equalised spring rigging and individual suspension for a typical 4-6-2 locomotive. On Britain’s railways the quality and standard of the maintenance of the track are such that variations in wheel load due to uneven track are not sufficient to call for departure from individual suspension arrangements. On less well-maintained track however the variations would be too pronounced so equalised or compensated spring rigging is fitted. FIG 21 There are three main types of springs for locomotive suspension systems Laminated, Helical and Volute Laminated springs from a dismantled LMS 4F locomotive. Look carefully at the underside of the spring bottom left to see the groove and rib system of keeping the leaves in alignment without clamps discussed in the text. Helical spring as we might find on a carriage suspension or modern locomotives. Steam locomotive helical springs used to be made from a square section bar called TIMMIS Springs. Volute spring, which we might also often find on draw-gear or suspension on carriages and wagons. Unlike a leaf spring it has the ability to go solid once it has travelled fully. Generally with steam locomotives we are dealing with laminated leaf springs and it is important to learn how and where to look for broken leaves within a spring assembly. Because the leaves are retained it is sometimes difficult to spot a breakage yet it can be critical. Breakages are caused by rough riding, overloading or dropped joints. There is an interesting anecdote concerning the Isle of Man Steam Railway, which runs with a fleet of 2-4-0 Beyer Peacock passenger tank locomotives. They are fine looking machines with large driving wheels supported by an equalising beam, but the leading pony truck takes all the clout from bad track. Around the 1990s there was a Blacksmith employed in the Workshop whose sole job was making and repairing springs for that leading truck as the breakages came in regularly. At the Millennium the major part of the operating line was relayed with new heavier gauge modern track as part of a deal to find a route for the new sewer that was chosen to run beneath the railway. A much-improved ride resulted from this work and the spring breakages disappeared overnight! Searching for broken spring leaves during locomotive inspections is not as easy as it might appear especially as is usually the case everything is covered in dirt and oil. This makes the case for regular and thorough cleaning of locomotives between and outside the frames. The crack will generally show as a tiny vertical black line on one of the leaves, and is best viewed from under the engine with a lamp. Obviously if it is the top leaf that is broken then it becomes more self-evident but intermediate leaves are hard to spot when they are broken. Spring breakages are more likely to occur in frosty weather. The effect of a broken spring on the running of a locomotive depends on the location of the spring. If it is a middle-coupled wheel spring for example, a greater load will be placed on the adjacent springs, but the even keel of the engine is unlikely to be upset, and it will normally be possible to continue the journey at a slower pace until assistance can be obtained. Similarly with coil springs it is very unlikely that the spring will break in more than one place so that the broken part will be retained. Again careful progress at reduced speed towards a place where help can be obtained should be possible. Standard locomotive springs do not have adjusting screws, they have shims in pockets to lengthen or shorten the spring hanger. NE & LNER tender springs are an interesting case as they have emergency supports attached to the frame of the vehicle which are held clear of the spring until top leaf breakage occurs. The danger with a broken spring on axleboxes that are supported outside the wheel is that the unloading of the end of an axle through spring breakage on one side could result in the wheel set tipping and the unloaded flange lifting clear of the rail causing a derailment. With axleboxes INSIDE the wheels such as on driving wheel axleboxes, the axle remains stable on the track even though the spring might be broken. But the Learner must not under-estimate the difficulty of changing a spring under a locomotive or even making adjustments to the height the spring is set to. With up to twenty tons on each axle the adjusting nuts and lock nuts on the threaded spring hangers have to be adjusted with their full load present. It can help in the case of under slung springs to position a hydraulic jack under the spring buckle to as to take the weight off the hangers and so allow adjustment to take place more easily. Changing a spring can sometimes be helped by using an overhead crane with a hemp rope sling fed down through the spokes of a particular wheel, but of course the pull of the lift is not directly in line with what is wanted and great care must be exercised for safe working in the pit. Learners need to take part in this experience. An idea of how tricky the operation of changing a spring is can be judged from watching the You Tube film below called “5637 Spring Change” It is Highly recommended viewing for the Learner! https://www.youtube.com/watch?v=u4E9j1jzCeo Once the locomotive is sitting on its new or repaired springs the overall height and the buffer height must be checked to make sure that the figures fall within those stipulated in MT276. Adjusting spring hangers to get the right distribution of weight on the wheel can be very hard work, especially if the spring hanger needs to be tightened rather than slackened. KELBUS SCALES in use on Green Arrow at NRM after changing a spring. The process of manufacturing a leaf spring is shown well in https://www.youtube.com/watch?v=k7MayvvgYLA But the although the products are for automotive purposes the methods used are as for railway springs. One of the interesting and important processes is shown right at the end of the film, before painting.
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