Modifications in Mainline Steam - The Red Devil

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South African Railways (SAR) Class 26 number 3450 (nicknamed the "Red Devil"), is the product of mechanical engineer David Wardale’s 1981 rebuilding of a Class 25NC 4-8-4 steam locomotive.  The rebuilding, performed at the Salt River Works in Cape Town, South Africa, was based on the works of the Argentinian mechanical engineer L.D. Porta, with whom Wardale corresponded during the modification.

The SAR Class 25 and 25NC 4-8-4’s were a group of 140 locomotive purchased by the South African Railways, delivered between 1953 and 1955 by Henschel and Sohn as well as the North British Locomotive Company. These locomotives featured all the then-contemporary American improvements: one piece cast steel frame with integral cylinders, roller bearings on all axles and motion, as well as mechanical and pressure lubrication.  The last built Class 25NC, number 3450, entered service in 1953 built by Henschel and Sohn, construction No.28697.

Red Devil just after rebuilding - Photo: M. Best

Standard SAR Class 25NC - Photo: M. Best

Condensing locomotive of the SAR Class 25 - Photo: M. Best

Even though SAR management had already decided to replace all steam traction with electric and diesel-electric power, Wardale was determined to show that the efficiency of steam locomotives could be greatly increased.  With the help of Argentinian mechanical engineer L.D. Porta, Wardale set about on a major modification program including the installation of the Gas Producer Combustion System (GPCS) to improve combustion efficiency and the Lempor exhaust system to improve the power output of the cylinders.

At the end of 1979, the rebuilding of number 3450 to Class 26 began.  Several SAR mechanical facilities were involved in producing new parts of modifying existing parts, including: Salt River in Cape Town, Bloemfontein, Beaconsfield in Kimberley, Koedoespoort in Pretoria and Pietermaritzburg.  The modification work had three main goals: 1) improve the combustion efficiency and increase the steam production, 2) reduce smoke emissions and 3) eliminate clinker problems in the firebox.

Following is a list of the principle modifications to the locomotive:

• Double Lempor Exhaust;
• Closed Type Feedwater Heater;
• Enlarged Steam Chests;
• Enlarged Branch Pipes;
• Larger Superheater and Front-End Throttle (From a SAR Class GMAM Garratt);
• Superheat Booster;
• New Design Piston Valves;
• Articulated Valve Spindles;
• Cooled Valve Liners;
• Diesel-type Piston Rings;
• Improved Steam Ports;
• New Design Cylinder Liners;
• New Design Pistons;
• Modified Valve Gear;
• Tender Coal Capacity Increased by 2 Tons;
• Lengthened Smokebox;
• Air Sanding;
• Self-Cleaning Smokebox;
• New Design Valve and Piston Rod Packings;
• Cutoff Proportional Lubrication;
• Modified Insulation;
• Exhaust Deflectors and
• Bright Red Paint.

During testing, the locomotive proved capable of achieving nearly 5,000 DBHP, believed to be the highest output attained by any locomotive on Cape Gauge (3'-6").  In comparison, the Red Devil was capable of the following improvements against a standard Class 25NC:

• 28% Reduction in Coal Consumption;
• 30% Savings in Water Consumption and
• 52% Increase in Drawbar Horsepower.

Equally impressive is that the locomotive ended up being cheaper to maintain and operate than diesel-electric locomotives on the railroad, due in large part to its modern construction, the low cost of fuel, and the application of advanced water treatment.

The following table provides a comparison between the Red Devil and other locomotives in operation today.

CATEGORY	Southern 4501 As Rebuilt by TVRM in 2014	SAR Class 25NC (Unmodified)	SAR Class 26 No. 3450 "Red Devil"	ATSF 3751 As Rebuilt by ATSF in 1941
General Classification	2-8-2	4-8-4	4-8-4	4-8-4
Cylinders, in.	26.625 x 30	24 x 28	24 x 28	30 x 30
Drivers, in.	63	60	60	80
Boiler Pressure, lbs.	205	225	225	230
Grate area, Sq. ft.	54	70	70	108
Engine weight, lbs.	272,940	214,400	222,400	478,100
Heating surface, Sq. ft.	3,231	3,390	3,104	5,634
Superheater, Sq. ft.	600	630	1,014	800
Drawbar horsepower, hp.	2,150	2,091	4,023	3,600
Power/Weight (dbhp/ton)	15.8	19.5	36.2	15.3
Tractive effort, lbs.	53,900	45,360	52,000	71,719
Builder	Baldwin	Henschel + North British	Henschel	Baldwin
Date (Rebuit)	1911 (2014)	1953-1955	1953 (1981)	1927 (1941)

It was announced earlier in 2016 that the Red Devil was moved from storage at Monument Station in Capetown to a restoration facility for restoration to operation. The locomotive is set to be used in conjunction with the Ceres Rail Company excursion operation, hauling trains on the mainline between Cape Town and Wolseley. It is unclear whether the locomotive, which had been significantly de-modified, will be rebuilt as a Class 25NC or converted back into a Class 26.

New Mainline Steam in the South?

New not-for-profit seeks to rebuild unique steam locomotive, CSR's Ward assists in the process

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The Nashville Steam Preservation Society announced today its intentions to seek a lease agreement with Metro Nashville to move, inspect, and rebuild to operation Nashville, Chattanooga & St. Louis 4-8-4 type steam locomotive number 576. The newly-formed group is comprised of some of the most respected and experienced steam preservationists in the industry.

CSR President Davidson Ward has assisted the group from its nascence. In addition to designing the logos and graphic standards of NSPS, Ward has been involved in negotiations with Metro Parks regarding 576, has served as a strategic advisor to matters ranging from fundraising strategy to facilities designs, and is involved in many of the strategic planning matters undertaken by NSPS.

The "Stripe" with a few of the NSPS folks in front of its 70" driving wheels. From left to right: Jim Wrinn [Editor of Trains Magazine & NSPS Board Member], Shane Meador [NSPS President], Jason Sobzynski [Steam Mechanic and NSPS Advisor] and Davidson Ward [CSR President and NSPS Advisor]. Photo: S. Ward

Built in 1942, locomotive No. 576 was designed and built utilizing the most modern technology of the day. Before its preservation, it roamed the southeast pulling freight and passenger trains, most notably during the busy years of World War II.

The restoration of No. 576 will enhance the locomotive’s value to Nashville and the region as a living historical artifact instead of a static park display. Passengers and spectators will be able to ride behind it and experience the sights, sounds, and impressions of a major steam locomotive in operation.

To reach this goal, the organization must reach a lease agreement with Metro Nashville, move the engine to a shop at the Tennessee Central Railway Museum, and raise a significant amount of money before embarking on the work.

NSPS President Shane Meador also serves as a technical advisor to CSR. Photo: D. Ward

“We are excited about this proposal to help secure locomotive No. 576’s future, and are looking forward to working with Metro Parks, the Tennessee Central Railway Museum, and the Nashville and Eastern Railroad to bring this Nashville Icon back to life to educate and operate it for the good Citizens of Nashville,” said President Shane Meador of the preservation society. “As a native of Nashville, I am thrilled to have the opportunity to pursue returning this one-of-a-kind locomotive to operation.”

Once operational, No. 576 will pull the Tennessee Central Railway Museum’s restored passenger cars on the Nashville & Eastern Railroad, also used by Nashville’s “Music City Star” Commuter operation. Excursions would originate downtown.

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A 14 car-long matching stainless steel TCRM railway excursion, behind its fleet of first generation diesels, rounds the curve near Mt. Juliet in March 2016. It would look nice with a 4-8-4 on the point. Photo: D. Ward

“The locomotive 576 has been an important part of Centennial Park since 1953. The Park Board will be thoughtful in their assessment to ensure that any lease honors the intent of the original donors, retains public access, and provides for responsible stewardship going forward. The opportunity to ride a steam train out of Riverfront Park could be a much richer experience than the current static observation available in Centennial Park and is worthy of consideration,” said Parks Director Tommy Lynch. If approved by the Park Board, the agreement would next go to Metro Council for approval.

“Having worked on more than 20 steam locomotive restoration projects, I am excited about this proposal to return such a unique technological marvel to operation for the Citizens of Metro Nashville,” said steam locomotive expert Gary Bensman, a member of the organization’s board of directors. “Given the condition and disrepair of the locomotive following more than 60 years of being exposed to the elements, this proposal comes at a critical time to ensure the locomotive can be preserved for future generations.”

NSPS plans to raise $3 million to restore the locomotive, which will take place just a couple of miles from downtown Nashville. The organization is also seeking an additional $2 million to construct a permanent, visitor- friendly home and facility for the locomotive that will allow for its continued maintenance as well as to provide an interactive educational environment.

The organization has already received pledges of more than $200,000 to launch this campaign, and will continue seeking private and corporate supporters. After an agreement is reached with Metro, the locomotive will not be moved out of Centennial Park until an initial capital goal of $500,000 is reached to ensure funding throughout the first phase of this six phase project. In addition, the Nashville & Eastern Railroad has sent a letter of commitment stating that it will allow the locomotive to run on its tracks, and the Tennessee Central Railway Museum has pledged the use of its fleet of vintage, restored passenger cars. This proposal also provides a set number of free tickets, annually, to children and seniors of Metro Parks sponsored Community Centers for excursion trains once the 576 is operational.

Preliminary Inspection of L&N 152

Shane Meador takes a UT reading along the sidesheet of the firebox.

As announced earlier this year, CSR has been retained by the Kentucky Railway Museum to serve as consulting engineers on the rebuild of its 1905-built 4-6-2 locomotive - former L&N No. 152. 

A core component of this consulting work is to perform a mechanical inspection of the 111 year-old locomotive that includes a full ultrasonic thickness survey of its boiler and a thorough mechanical inspection. Prior to undertaking the detailed survey and inspection, we sent a crew of two, President Davidson Ward and Technical Advisor Shane Meador, to New Haven, Kentucky, this week to perform a preliminary inspection.

The two CSR members met with volunteers and staff members of KRM to perform a cursory overview of the engine. Work included visual inspection of the pressure vessel and machinery, site preparation of areas of interest, and spot checking  boiler sheets throughout the locomotive with a UT tester. CSR also arranged to have a sandblasting contractor meet both teams on site to discuss the unique job of blasting the inner and outer boiler surfaces. 

Shane Meador (foreground) and Joe Bratcher (background) look over the condition of the firebox wrapper sheet in the vicinity of boiler studs.

The preliminary inspection was beneficial to both groups - providing CSR the opportunity to visit with KRM crews and get to know No. 152 a bit better and giving KRM's Crew 152 the chance to meet with CSR and discuss next steps regarding locomotive preparations.

Speaking of next steps - Crew 152 will continue stripping the boiler of the few remaining components, and they will finalize the removal of tube ends and ferrules from the tubesheets. The locomotive boiler will then be sandblasted and prepared for detailed UT inspection.

Shane Meador inspects the large 5-1/2" superheater openings in the front flue sheet of 152.

Once the boiler is prepped, CSR will send a larger crew to Kentucky to perform a multi-day work blitz, including the complete UT inspection of the locomotive boiler and a mechanical inspection of the engine and tender. This inspection will feed into completion of a preliminary "Form 4" calculation, which will indicate the Maximum Authorized Working Pressure (MAWP) of the boiler in its current condition and outline any areas that might need detailed reconditioning.

We are thrilled to have the opportunity to work with KRM on this important project and look forward to the next steps. 

History of the 141 R - A Precursor to CSR's New White Paper

Preserved 141-R 1199 sits at the Vailleneuve-Saint-Georges on May 5, 2007. Didier Duforest Photo - Wikimedia Commons

CSR will be releasing its newest White Paper, the Development of Modern Steam 4: Advanced Internal Water Treatment, to its Supporters later this week (one benefit of being a CSR Supporter is receiving advanced copies of White Papers). The paper will be released to the public in mid-February.

On this #TechTuesday, we wanted to take a moment to discuss the unique history of French State Railways'(SNCF) Class 141-R, a series of more than 1,300 U.S.- and Canadian-built 2-8-2's used overseas. Covered in greater detail in the upcoming White Paper, the 141-R served as test bed locomotives for an advanced internal boiler water treatment that eventually led the way to that which CSR's Director of Engineering Shaun McMahon has been utilizing in locomotives for the past 24 years. Of note is that this predecessor treatment resulted in a 90% reduction in boiler maintenance, allowing the locomotives to operate in excess of 1,000,000 kilometers with next-to-no boiler maintenance issues!

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General Steel Castings advertisement from the era - click to enlarge.

When the French entered the World War II, the country had more than 17,000 operable steam locomotives to haul its trains - shortly after Liberation, however, only 3,000 remained in operation. The SNCF needed a rugged, light-weight, and powerful dual-purpose locomotive to aid in reconstruction, and they turned to North America for a solution.

That solution evolved into the 141-R, a 256,000 pound 2-8-2 (known as 141 in France where steam engine configurations are designated by axles not wheels) that could pump out 44,500 pounds of tractive force through its 65 inch driving wheels. These locomotives were without a doubt the most advanced 2-8-2's ever manufactured in mass quantity (1,340 were manufactured by a combination of ALCO, LIMA, Baldwin, and MLW between 1945 and 1947, but 17 were lost at sea with their ship during a storm).

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This comparison of drawbar horsepower between Kylchap and standard exhaust speaks to the benefits of proper steam handling - click to enlarge.

Locomotives 141 R 1 - 141 R 1100 featured traditional U.S.-style bar frames, spoked driving wheels (save for the main drivers, which were Boxpok) and roller bearings on lead and trailing trucks, as well as on the tender trucks. The exciting developments came with 141 R 1101 - 141 R 1340, which were equipped with the latest in technologies, including:

• One-piece cast steel frame;
• Roller bearings on all engine and tender axles;
• Boxpok wheels on all driving wheels;
• Chapelon-invented "Kylchap" Exhausts straight from the factory;
• Open-type feedwater heaters;
• North American multiple throttle front end; and
• All other advances afforded to larger locomotives in the U.S. and Canada at the time.

The photographs below, courtesy of Creative Commons, show many of the advanced features of the 141-Rs.

Bar frame-equipped 141-R 568 in 1981.

Again 141 R 568 - note traditional non-cast trailing truck.

General Steel Castings trailing truck and roller bearing axles.

Front three quarter view of late-model 141 R 1199, a Baldwin Locomotive Works product

Overview of preserved 141-R 1199

This GSC photograph shows a late-model 141-R one-piece cast frame

Cold water feedwater pump and cast Delta trailing truck

Cast Delta trailing truck and roller bearing axle

65 inch Boxpok wheels

Boxpok wheels, Laird Crosshead and mechanical lubrication - all hallmarks of North American origin

Overview showing cab design and washout plug orientation

The locomotives were found to be incredibly reliable and robust by many at SNCF. At the time, many locomotives previously in service in France had been of more-than two cylinder design, often compounded with inside and outside cylinders (see CSR White Paper on Chapelon), which often led to higher maintenance costs.

By means of comparison, the following table shows the difference between the SNCF 141-R and Southern Railway 4501 here in the U.S.

CATEGORY	SNCF 141-R 1199	SOU 4501
General Classification	2-8-2	2-8-2
Service	Dual Service	Freight
Fuel (Current)	Oil	Coal
Builder	Baldwin	Baldwin
Year Built	1947	1911
Tractive Force, lbs.	44,500	53,900
Weight in Working Order, lbs.	256,000	272,900
Length, Wheelbase, locomotive, ft.-in.	79-2	77-1
Boiler Pressure, lbs. (Designed)	220	205
Firebox Grate Area, Sq. ft.	55.5	54
Engine (Bore x Stroke), in.	23.5 x 28	27 x 30
Driving-wheel Tread Diameter, in.	65	63

The 141-R locomotives operated on SNCF from 1945 until 1975. Fortunately a number of 141-R's have been preserved, of which at least six, four in France and two in Switzerland, are in operational condition. The video below shows one of the Swiss locomotives in service a few years ago.

Check Out 141-R 1244 In Action in 2012

Stay tuned for the release of CSR's newest White Paper in mid-February.

CSR Engaged by Kentucky Railway Museum to Conduct Engineering Assessment of 110-year-old Steam Locomotive

The Kentucky Railway Museum (KRM), owner and operator of former Louisville & Nashville Railway steam locomotive number 152 (L&N 152), has engaged the Coalition for Sustainable Rail (CSR) to serve as consulting engineers in returning the 110-year-old locomotive to operation.

 Locomotive 152, a 4-6-2 Pacific, was the first artifact acquired by KRM upon its founding in 1954. The engine was rebuilt by volunteers from 1972 to 1985, and a series of excursions on Seaboard System and Norfolk Southern followed in the late 1980's. Since 1990, the engine has run passenger excursions on KRM's 17 miles of track, and had extensive firebox work done from 1996-1998. The locomotive was again taken out of service in 2011 just prior to its flue time expiring. KRM is undertaking this detailed study of the locomotive to determine the scope of work required to place the engine back into service.

 “Our work with KRM is a great opportunity to help educate a passionate museum volunteer force and to study in great detail the effects of nearly a century of use on locomotive boiler systems,” explained CSR President Davidson Ward. “Of particular importance is the opportunity to help newer volunteers understand acceptable standard repair practices which meet federal requirements and safety standards. This will greatly contribute to the longevity of the locomotive and the KRM steam program.”

“In making our selection of an Engineering Consultant, the Coalition for Sustainable Rail stood out because of its Team Members’ varied practical expertise. ”

— Rob Minton - KRM

 The CSR Engineering Team will work hand-in-hand with KRM volunteers and staff in completing the inspection. Already, the 152 Restoration Committee and its volunteers have begun preparing the locomotive and boiler for inspection, including removal of boiler tubes and flues, boiler jacketing, firebox components and more. Once the pressure vessel and locomotive are cleaned and ready for inspection, CSR will send a crew to inspect the boiler ultrasonically and perform an inspection of the overall locomotive and tender to determine what work needs to be done to return the locomotive to service.

 “In making our selection of an Engineering Consultant, the Coalition for Sustainable Rail stood out because of its Team Members’ varied practical expertise, including experience on successful programs such as Santa Fe 3751, and Southern 630 and 4501, and their willingness to help us meet our goals for the project,” explained KRM 152 Project Manager Rob Minton. “We wanted to partner with a group of steam technicians that were both experienced with hands-on work and detailed engineering analysis to assist our team of volunteers.”

 The KRM Steam Crew consists of about 15 volunteers led by Mark Johnson in the role of Master Mechanic and draws heavily on the experience of Joe Bratcher, Lewis Hicks, and Carl Cruger of the original restoration team. The CSR Engineering Team undertaking this work include its Senior Mechanical Engineer Wolf Fengler, MSME, Director of Project Management Rob Mangels, President Davidson Ward, and Technical Advisor Shane Meador.

 “Keeping 110-year-old locomotives under steam safely and efficiently is of extreme importance to the continued operation of historic rail equipment in the U.S.,” said CSR’s Wolf Fengler. “As we have done with our work on the Harz Narrow Gauge Railways in Germany, our Engineering Team is prepared to undertake this work with the highest regard for safety, technological soundness, and, above all, historical integrity.”

Volunteers begin process of removing superheater units - C. Buccola

Preliminary inspection on L&N 152 by KRM Volunteer Bradey Sanker - C. Buccola

Removing the cab from 152 - C. Buccola

Insulation being removed from 152 this Fall - C. Buccola

TECHNICAL SPECIFICATIONS OF L&N 152

This builders photograph of sister locomotive 151 shows how the engine appeared 110 years ago.

The table below outlines the detailed technical specifications of L&N 152. From the KRM website: 

L&N #152 is a 4-6-2 Pacific type locomotive built in 1905 by Rogers Locomotive Works. #152 is the official steam locomotive of the Commonwealth of Kentucky as designated by an act of the Kentucky Legislature. It is also listed on the national registry of Historic Places by the U.S. Department of the Interior.

CATEGORY	L&N 152
General Classification	4-6-2
Service	Passenger
Fuel (Current)	Coal
Builder	Rogers
Year Built	1905
Tractive Force, lbs.	28,991
Weight in Working Order, lbs.	187,800
Length, Wheelbase, locomotive & tender, ft.-in.	61-7
Boiler Pressure, lbs. (Designed)	200
Firebox Grate Area, Sq. ft.	45
Engine (Bore x Stroke), in.	20 x 28
Driving-wheel Tread Diameter, in.	69

ABOUT THE KENTUCKY RAILWAY MUSEUM

 The Kentucky Railway Museum is a 501 (C) (3) Non-Profit Organization chartered in the Commonwealth of Kentucky for the purpose of educating the public regarding the history and heritage of Kentucky's railroads and the people who built them. This is accomplished through the acquisition, restoration, preservation, display, and operation of historic railroad equipment. The museum owns 17 miles of track (formerly part of the L&N Lebanon Branch), and operates excursion trains between New Haven and Boston, KY.

Website: www.kyrail.org
Office phone:  800-272-0152
Facebook: The Kentucky Railway Museum and Crew 152

HSB Update - a Primer on the Master Mechanics' Front End

On this #techtuesday, learn all about the Master Mechanics' Front End and how CSR is implementing one on a 1918-built 0-4-4-0T on Germany's Harz Narrow Gauge Railways. Read all about it in CSR's RESEARCH section.

This image shows Harz Narrow Gauge Railways 2-10-2T number 99 7241 as it battles the 3.3% grade between Schierke and the Brocken. Locomotive 7241 was built in the mid-1950's in East Germany and is one of 17 on the HNGR (currently 12 are in service). Known as the "new build" locomotives, these sizable engines are the standard power in the Harz.