2102 Live and question

The cylinder cocks on all steam locomotives are opened prior to movement in order to expel and condensed water/moisture from the cylinders. Since liquids, especially water, do NOT compress, the possibility of causing mechanical damage to the cylinder heads, pistons, and or piston rods, is very high, should there be any condensed water/moisture between the piston and cylinder heads. Once the water has been "cleared" from the cylinders, the Engineer then closes the cylinder cocks.

As added information, there were/are two different types of cylinder cocks:

1) The steam operated design of cock, is normally spring-loaded OPEN. Thus, it takes boiler pressure to CLOSE the cock, and the Engineer has a conveniently located valve in order to "turn on the steam supply" to all the cylinder cocks. The big advantage of the steam operated design of cocks is, if the Engineer happens to close the cocks a bit too soon, and there is still some remains water in a cylinder, the resulting hydraulic pressure will exceed the boiler steam pressure, and thus OPEN the cock with a loud POP. Upon hearing that POP, the Engineer will reopen the cylinder cocks until all the water is expelled.

2) The air operated design of cock, is normally CLOSED. Thus, it takes air pressure from the main reservoir to OPEN the cock. Therefor, if the locomotives air pumps are NOT running, and there is no air pressure to OPEN the cylinder cocks, and the locomotive is moved by some other locomotive, there is great danger of mechanical damage to cylinder components.

@Hot Water posted:

As added information, there were/are two different types of cylinder cocks:

Actually, three different types--the third being mechanical, operated by a rod from the cab.

@smd4 posted:

Actually, three different types--the third being mechanical, operated by a rod from the cab.

Correct. I forgot about that system, as I never worked on a steam locomotive that old.

First, HW, thanks for the detailed explanation. Makes sense! I've seen a similar situation on radial engines for aircraft, especially WWII. The crew manually pulls the propeller through at least 360 degrees to clear any accumulated oil out of the cylinders for the same basic reason. Now I'm curious as to which type the 2102 has. I'll ask when I'm out to see it.

Chris

LVHR

The other factor is that when starting the cylinders can be cold which causes the steam to condense. Once the cylinders warm up this stops.

@lehighline posted:

First, HW, thanks for the detailed explanation. Makes sense! I've seen a similar situation on radial engines for aircraft, especially WWII. The crew manually pulls the propeller through at least 360 degrees to clear any accumulated oil out of the cylinders for the same basic reason. Now I'm curious as to which type the 2102 has. I'll ask when I'm out to see it.

Chris

LVHR

I just learned that 2102 does indeed have the steam operated type of cylinder cocks.

(not my video)

RickO, Good video! It's nice to see them open the throttle and get some speed going, even if it is a short train. Breaking it in. Looking forward to riding behind it!

Hotwater, Thanks for the follow up. Now for a few more questions:

I noticed various covers/shrouds are yet to be installed. Cosmetic to be sure. But one, the panel above the reverse gear is off. Does this mean they changed something and the panel will no longer fit, or that they anticipate some adjustments? Two, the Reading T-1s and GS Pacific's have a distinctive shroud ahead of the sand dome. That shroud is currently missing on the 2102. What are the devices the shroud normally covers? I presume most (all?) modern steam engines have them somewhere, just not where the Reading put them.

Regards,

Chris

LVHR

Fireman seems to know what he's doing...

@lehighline posted:

RickO, Good video! It's nice to see them open the throttle and get some speed going, even if it is a short train. Breaking it in. Looking forward to riding behind it!

Hotwater, Thanks for the follow up. Now for a few more questions:

I noticed various covers/shrouds are yet to be installed. Cosmetic to be sure. But one, the panel above the reverse gear is off. Does this mean they changed something and the panel will no longer fit, or that they anticipate some adjustments?

Probably waiting for final adjustments on the power reverse components, i.e. final tweaking of the piston rod packing, etc., after the final break-in runs.

Two, the Reading T-1s and GS Pacific's have a distinctive shroud ahead of the sand dome. That shroud is currently missing on the 2102. What are the devices the shroud normally covers? I presume most (all?) modern steam engines have them somewhere, just not where the Reading put them.

Although I have never actually worked on a Reading T-1, from memory, and watching another video of the 2nd test run, that is the top-mounted double boiler check. Since the law requires two methods of adding water to the boiler, one pipe would be coming from the injector, and the other pipe would be coming from the Worthington Feedwater system, i.e. one pipe on the left side and one pipe on the right side. Once they are done "testing" everything, I'm sure they will reinstall that shroud.

Regards,

Chris

LVHR

@lehighline posted:

I've seen a similar situation on radial engines for aircraft, especially WWII. The crew manually pulls the propeller through at least 360 degrees to clear any accumulated oil out of the cylinders for the same basic reason.

The propeller is actually pulled through opposite rotation to clear out any liquid through the exhaust valve.

Pulling the prop through the normal  rotation would compress contents of the cylinder...

...I have this "S" shaped forged steel Carrillo connecting rod which was unable to compress a sudden insurgence of water from inverted action on Lake Wheeler, NC.

Great engine ... open-air cars ... beautiful area of Pennsylvania. This is pretty awesome.

Kudos to all involved.