Steam Locomotive Inspection and Maintenance Standards
Total Page：16
File Type：pdf, Size：1020Kb
Load more
Recommended publications
-
Fall New Items 2017
Korrektur an Märklin Freigabe Märklin Fall New Items 2017 E Gelesen Korrektur an Märklin Freigabe Märklin Daten an Marieni The last S 3/6 in active service qd%!SW\ A classic that is a must on any layout: The elegant 16185 Express Train Locomotive with a Tender, The locomotive and tender are close coupled. 3 axles Digital Functions DCC SX2 SX class 18.5, a member of the S 3/6 family, generally con- Road Number 18 505 powered through side rods. Traction tires. Triple headlights Headlight(s) • • • sidered by many railroaders as one of the most beautiful Prototype: German Federal Railroad (LVA Minden) road consisting of warm white LEDs. Locomotive whistle • • • steam locomotives. The class 18 505 can still be admired number 18 505 (class S 3/6, series k, Maffei 1924) with a Length over the buffers 142 mm / 5-5/8“. Steam locomotive op. sounds • • at the DGEG Railroad Museum in Neustadt/Weinstraße, type 2´3 T38 tender. The locomotive looks as it did around Conductor‘s Whistle • • Germany. 1967. • Tooling variation. Direct control • • Model: The locomotive is a tooling variation (examples: • Digital sound with many functions. Sound of squealing brakes off • • sound dampers for the Riggenbach counter-pressure Replenishing fuel • • brake, air intake valves). The locomotive and tender are Whistle for switching maneuver • • constructed of die-cast metal. The locomotive has a motor A passenger train to go with this locomotive is Station Announcements • • with a bell-shaped armature and a flywheel, mounted in available under item number 15680. Letting off Steam • • the boiler. It also has a built-in digital decoder and sound Sound of coal being shoveled • • Replenishing fuel generator with the formats DCC, Selectrix, and Selectrix 2. -
Subject: Supplement to Upper Engine and Fuel Injector Cleaner Label Models: All GM Vehicles Equipped with a Gasoline Engine
7/11/2018 #PIP4753: Supplement To Upper Engine And Fuel Injector Cleaner Label - (Dec 11, 2009) • 2003 GMC Truck Yukon 4WD • MotoLogic 2003 Yukon 4WD Report a problem with this article Subject: Supplement to Upper Engine and Fuel Injector Cleaner Label All GM Vehicles Models: Equipped with a Gasoline Engine The following diagnosis might be helpful if the vehicle exhibits the symptom(s) described in this PI. Condition/Concern: Some service procedures, service bulletins, or PIs may advise to decarbon the engine with GM Upper Engine and Fuel Injector Cleaner to remove valve deposits but the label that is on the back of the bottle does not include any instructions that explain how to use the cleaner. Recommendation/Instructions: If a service procedure, service bulletin, or PI does not include decarboning instructions and the GM Vehicle Care 3 Step Induction Cleaning Kit (E-957-001) is not available, the guidelines below supplement the label and explain how the cleaner can be used to clean the intake valves: Important: Extreme care must be taken not to hydrolock the engine when inducing the cleaner. If too much cleaner is induced at too low of a RPM, or if you force the engine to stall by inducing too much cleaner at once, the engine may hydrolock and bend a connecting rod(s). 1. In a well-ventillated area with the engine at operating temperature, slowly/carefully induce a bottle of GM Upper Engine and Fuel Injection Cleaner into the engine with RPM off of idle enough to prevent it from stalling (typically around 2,000 RPM or so). -
Establishing Relieving Capacities
Establishing Relieving Capacities Prepared for Chief’s meeting October 9, 2019 By Joseph F. Ball, P. E. Overview of Session • Review of Section IV Pressure Relief Capacity Requirements • ASME Requirements • NBIC Installation Requirements • Establishment of Relieving Capacity for Section IV Pressure Relief Valves Section IV Capacity Requirements The Basics: Overpressure protection requirements are defined by boiler manufacturer. Nameplate shall include: (HG-530.1(a)(3)) Safety or safety relief valve capacity (minimum) as determined according to HG-400.1(d) and HG-400.2(e) Heating area must be marked Section IV Capacity Requirements The Basics: Same for cast iron or aluminum (HG-530.2(c)(3)) – depends upon number of sections Section IV Capacity Requirements The Basics: Modular Boilers • Each module has its own nameplate with capacity required for that module • Aggregate capacity (and heating area) is applied to a single nameplate for the combined unit Section IV Capacity Requirements The Basics: HG-400.1 (d) The minimum valve capacity in pounds per hour shall be determined by dividing the maximum Btu/hr (kW) output at the boiler nozzle obtained by the firing of any fuel for which the unit is installed by 1,000 (0.646). In every case, the requirement of (e) shall be met. (e) The safety valve capacity for each steam boiler shall be such that with the fuel burning equipment installed, and operated at maximum capacity, the pressure cannot rise more than 5 psi (35 kPa) above the maximum allowable working pressure. Section IV Capacity Requirements The Basics: HG-400.2 (e) The required steam-relieving capacity, in pounds per hour (kg/hr), of the pressure-relieving device or devices on a boiler shall be determined by dividing the maximum output in Btu/hr (kW) at the boiler nozzle obtained by the firing of any fuel for which the unit is installed by 1,000 (0.646). -
Steamboating Guide Edition 2 2010
Steamboating SampleGuide Pages Second Edition Steamboating Guide Edition 2 2010 Edited by Roger Calvert and Rob van Es The contributors and editors of this publication have made every effort to ensure the accuracy and relevance of the data presented and the validity and appropriateness of the recommendations made. It is, however, ultimately the responsibility of the owner of a boat to check the data and take the final decisions, in the context of the proposed design. If necessary, appropriate professional advice should be sought. Neither the contributors, the editors, nor the SBA can accept responsibility for any direct or indirect consequences arising from the use of the data or from following the recommendationsSample of this publication. Pages Copying of parts or the whole of this document by members of the SBA is permitted, subject to the terms published on the SBA web site. Otherwise, copying is not permitted without the permission of the SBA, except as allowed under copyright law. Table of Contents Preface Section A – Introduction 1 Hulls 1-1 2 Boiler Types 2-1 3 Engine Types 3-1 4 Fuels 4-1 Section B – Steamboat Operations 5 Boiler Fittings 5-1 6 Steam Plant Installation 6-1 7 Boiler Operation and Maintenance 7-1 8 Steam Ancillaries 8-1 9 Boat Handling Advice 9-1 10 Boiler Inspection and Testing 10-1 11 Trailers and Towing 11-1 Section C – Technical 12 Propulsion 12-1 13 Valve Setting 13-1 14 Data and Performance 14-1 15 Boiler Design Considerations 15-1 16 Workshop Techniques 16-1 Glossary 17-1 Index 18-1 Sample Pages Preface The aims and objects of the Steam Boat Association are: (i) To foster and encourage steam boating and the building, development, preservation and restoration of steam boats and steam machinery, by all possible means. -
My,M~Lflijltl~Ffdu \'------
A Review of Rail Behavior u.s. Department Under Wheel/flail Impact Of Transportation Federal Railroad Administration Load ing ,/mY,M~lflijltl~ffDU \'------------- Office of Research and Development Washington DC 20590 D. R. Ahlbeck Batelle Columbus. Laboratories 505 King Avenue Columbus. Ohio 43201-2693 DOT -FRA-ORO-86-01 April 1986 This document IS avaliableto the DOT -TSC-FRA-85-5 Final Report Public through the National Technical Information Service, Springfield, Virginia 22161. RfPROOUCED BY NA Tl.ONAL TECHNICAL INFORMATION SERVICE u.s. DEPARTMENT OF COMMERCE SPRINGFiElD, VA. 22161 NOTICE This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for its contents or use thereof. NOTICE The United States Government does not endorse products of manufacturers. Trade of manufacturers'names appear herein solely because they are con sidered essential to the object of this report. a... - Technical Report Documentation Page I. Repo"No~---------------------r~2~.~G~0-v-.-r"-m-e-n-t~A-c-c-e'-I~io-n~N-o.~---------r~3-.~R~e-c~iP-i-en-t~·'~C-ot-o~lo-g-N--0.---------------, DOT-FRA-ORO-86-0l 4. Till. and Subtitle s. Reporr Dale April 1986 A REVIEW OF RAIL BEHAVIOR UNDER WHEEL/RAIL 6. Perform,ng Orgoni zalian Caoe IMPACT LOADING TSC/DTS-73 r-:;--:-7""~:----------------------------------------------------~ 8. P .rformi ng Orgoni zation Repo,' No. 7. Author'.) / D.R. Ahlbeck _pOT-~SC-FRA-85-5 9. P .,forming_ O,gani &a'ion Nom. and Addr.ss 10. Worlo Unit No, (TRAIS) Batelle Columbus Laboratories RR6l9/R6654 505 King Avenue 11. -
Swampʼs Diesel Performance Tips to Help Remove and Install Power
Injectors-Chips-Clutches-Transmissions-Turbos-Engines-Fuel Systems Swampʼs Diesel Performance Competition Parts For Your Diesel 304-A Sand Hill Rd. La Vergne, TN 37086 Tel 615-793-5573 or (866) 595-8724/ Fax 615-793-5572 Email: [email protected] Tips to help remove and install Power Stroke injectors. Removal: After removing the valve covers and the valve cover gaskets, but before removing any injectors, drain the oil rails by removing the drain plugs inside the valve cover. On 94-97 trucks theyʼre just under where the electrical connectors are on the gasket. These plugs are very tight; give them a sharp blow with a hammer and punch to help break them loose, then use a 1/8" Allen wrench. The oil will drain out into the valve train area and from there into the crankcase. Donʼt drop the plugs down the push rod holes! Also remove one of the plugs on top of each oil rail, (beside where the lines from the High Pressure Oil Pump enter) for a vent to allow air to enter so the oil can drain. The plugs are 5/8”. Inspect the plug O-rings and replace if necessary. If the plugs under the covers leak, it will cause a substantial loss of performance. When removing the injectors, oil and fuel from the passages in the cylinder head drains down through the injector bore into the cylinders. If not removed, this can hydro-lock the engine when cranking. There is a ~40cc dish in the center of each piston. Fluid accumulates in it, as well as in the corner on the outside of the piston between the piston top and the cylinder wall, due to the 45* slope of the cylinder bank. -
Lima 2-8-0 “Consolidation”, Developed for TS2013, by Smokebox
Union Pacific 4000 Class 4884-1 "Big Boy" circa 1948-49 Developed by Smokebox TM for Dovetail Games' Train Simulator © Smokebox 2021, all rights reserved Issue 1 Union Pacific 4000 Class 4884-1 "Big Boy" Steam Locomotive Page 2 Contents Introduction ....................................................................................................................................................... 7 32- and 64-bit TS ................................................................................................................................................ 7 Expert or Simple Controls mode, HUD and Automatic Fireman ....................................................................... 7 "All-in-one" .................................................................................................................................................... 7 Standard TS Automatic Fireman .................................................................................................................... 8 F4 HUD ........................................................................................................................................................... 8 High Detail (HD) and Standard Detail (SD) ........................................................................................................ 8 Recommended Settings ..................................................................................................................................... 9 Cab Layout ...................................................................................................................................................... -
Bryan® Boilers
Form No. 7510 (Rev. 6/05) Bryan “Flexible Water Tube” AB Series Steam & Water Boilers 900,000 to 3,000,000 BTUH Forced draft gas, oil or dual fuel fi red Water Boiler AB120-W-FDGO Steam Boiler AB250-S150-FDG BRYAN® BOILERS Originators of the “Flexible Water Tube” design Low initial cost, high operating effi ciency deliver substantial return on investment • True “fl exible water tube” design guaranteed shock free F • Longer lasting with better A M performance J C • Full fi ve sq ft of heating K surface per BHP G Quality Construction Features: A. Water side or steam side interior ac cessible for B clean out and inspection, front and rear open ings, D upper and lower drums. H B. Large volume water leg downcomers promote rapid internal circulation, temperature equalization and L effi cient heat transfer. I C. Boiler tube and furnace area access panels: heavy E gauge steel casing with 2" high-temperature ceramic fi ber insulation, bolted and tightly sealed to boiler frame. D. Flame observation port in access door at rear of boiler. E. Single side access; combustion chamber, tubes and burner head are completely accessible from one side simplifying K. Bryan bent water tubes maintenance and minimizing fl oor space. are fl exible, individually F. Minimum sized fl ue vent. replaceable without welding or rolling. Never more than G. Control panel: all controls installed with connections to two tube confi gurations. terminal strip. L. Pressurized design H. Forced draft, fl ame retention head type burner. Effi cient fi rebox with internal water- combustion of oil or gas, plus quiet operation. -
The Evolution of the Steam Locomotive, 1803 to 1898 (1899)
> g s J> ° "^ Q as : F7 lA-dh-**^) THE EVOLUTION OF THE STEAM LOCOMOTIVE (1803 to 1898.) BY Q. A. SEKON, Editor of the "Railway Magazine" and "Hallway Year Book, Author of "A History of the Great Western Railway," *•., 4*. SECOND EDITION (Enlarged). £on&on THE RAILWAY PUBLISHING CO., Ltd., 79 and 80, Temple Chambers, Temple Avenue, E.C. 1899. T3 in PKEFACE TO SECOND EDITION. When, ten days ago, the first copy of the " Evolution of the Steam Locomotive" was ready for sale, I did not expect to be called upon to write a preface for a new edition before 240 hours had expired. The author cannot but be gratified to know that the whole of the extremely large first edition was exhausted practically upon publication, and since many would-be readers are still unsupplied, the demand for another edition is pressing. Under these circumstances but slight modifications have been made in the original text, although additional particulars and illustrations have been inserted in the new edition. The new matter relates to the locomotives of the North Staffordshire, London., Tilbury, and Southend, Great Western, and London and North Western Railways. I sincerely thank the many correspondents who, in the few days that have elapsed since the publication: of the "Evolution of the , Steam Locomotive," have so readily assured me of - their hearty appreciation of the book. rj .;! G. A. SEKON. -! January, 1899. PREFACE TO FIRST EDITION. In connection with the marvellous growth of our railway system there is nothing of so paramount importance and interest as the evolution of the locomotive steam engine. -
Westinghouse Technology 7.1 Main and Auxiliary Steam Systems
Westinghouse Technology Systems Manual Section 7.1 Main and Auxiliary Steam Systems TABLE OF CONTENTS 7.1MAIN AND AUXILIARY STEAM SYSTEMS ................................................... 7.1-1 7.1.1 Introduction .......................................................................................... 7.1-1 7.1.2 Main Steam System Description ......................................................... 7.1-1 7.1.2.1 Safety Considerations ............................................................ 7.1-2 7.1.2.2 Accident Considerations ........................................................ 7.1-3 7.1.3 Main Steam System Component Descriptions .................................... 7.1-4 7.1.3.1 Flow Restrictors ..................................................................... 7.1-4 7.1.3.2 Main Steam Instrumentation .................................................. 7.1-4 7.1.3.3 Power-Operated Relief Valves ............................................... 7.1-5 7.1.3.4 Steam Generator Safety Valves ............................................ 7.1-6 7.1.3.5 AFW Pump Steam Supplies .................................................. 7.1-6 7.1.3.6 High Pressure Drains ............................................................. 7.1-6 7.1.3.7 Main Steam Isolation Valves .................................................. 7.1-7 7.1.3.8 Main Steam Check Valves ..................................................... 7.1-8 7.1.3.9 MSIV Bypass Valves .............................................................. 7.1-8 7.1.4 Auxiliary Steam System -
Steam Locomotive Firebox Explosion on the Gettysburg Railroad Near Gardners, Pennsylvania June 16, 1995
PB96-917008 NTSB/SIR-96/05 NATIONAL TRANSPORTATION SAFETY BOARD WASHINGTON, DC 20594 SPECIAL INVESTIGATION REPORT STEAM LOCOMOTIVE FIREBOX EXPLOSION ON THE GETTYSBURG RAILROAD NEAR GARDNERS, PENNSYLVANIA JUNE 16, 1995 . Illlr 6768 Abstract: On June 16, 1995, the firebox crownsheet of Gettysburg Passenger Services, Inc., steam locomotive 1278 failed while the locomotive was pulling a six-car excursion train about 15 mph near Gardners, Pennsylvania. The failure resulted in an instantaneous release (explosion) of steam through the firebox door and into the locomotive cab, seriously burning the engineer and the two firemen. This accident illustrates the hazards that are always present in the operation of steam locomotives. The Safety Board is concerned that these hazards may be becoming more significant because Federal regulatory controls are outdated and because expertise in operating and maintaining steam locomotives is diminishing steadily. As a result of its investigation, the National Transportation Safety Board issued safety recommendations to the Federal Railroad Administration, the National Board of Boiler and Pressure Vessel Inspectors, and the Tourist Railway Association, Inc. The National Transportation Safety Board is an independent Federal agency dedicated to promoting aviation, railroad, highway, marine, pipeline, and hazardous materials safety. Established in 1967, the agency is mandated by Congress through the Independent Safety Board Act of 1974 to investigate transportation accidents, determine the probable causes of the accidents, issue safety recommendations, study transportation safety issues, and evaluate the safety effectiveness of government agencies involved in transportation. The Safety Board makes public its actions and decisions through accident reports, safety studies, special investigation reports, safety recommendations, and statistical reviews. -
Modeling China's — and Now Iowa's — Mighty QJ 2-10-2'S
February 2007, Volume 75, Number 9 Modeling China’s — and now Iowa’s — mighty QJ 2-10-2’s After being replaced by diesels in their home country of China, a few of these modern, heavy-duty steamers have found their way to the American Heartland / Robert D. Turner ntil the end of 2005 one last place remained on Earth where big steam locomotives in substantial numbers were running in regular freight and passenger service on a year- round basis. That place was northern China, and in particular the autonomous region U of Inner Mongolia, to the northwest of Beijing. There, on the JiTong Railway, (often written Ji-tong) a stable of rugged 2-10-2’s—coal-fired and fire breathing—were still racking up ton- miles every day in an uncompromising display of first-class railroading. These impressive machines were China’s QJ class locomotives. QJ is short for Qian Jin, or “Advancing.” It comes from the Chinese revolutionary slogan, “revolution is the locomotive pushing human history forward.” Revolutionary rhetoric aside, which I am sure loses something in the translation, it is fair to say that in years to come the QJ will be remembered as one of the most interesting and important types of steam locomotives developed in the 20th century. In fact, two now reside in North America, having been imported by Railroad Development Corporation in June of 2006. They were moved to the Iowa Interstate Railroad soon after their arrival and were operated on its rails over the weekend of September 14-17, 2006. I met my first QJ early in 2001 on China Rail just before they were retired, and then began to explore the JiTong Railway, where QJ’s were in abundance.