That is really starting to look the part!
Devon Sinsley said:
The beginnings of the cylinders. One thing I noticed on the pictures is that the valve gear boxes (cant call them steam chests) are small. I am resisting the urge to hyper detail this. Its gonna be a regular runner I hope so I am leaning on the ten foot rule. Thats hard to do.
I would strongly advise making a Regular runner locomotive not hyper detailed. It won’t be much more than the 2nd time you run in something will fall off, Have sadly learned this from experience.
Love all the detail really coming out great, if only ozark would get on the shtick and send my order of parts. Lol
Thanks to Craig I am concerned for my masculinity. Started painting some of the parts today. I am not sure I can look myself in the mirror after painting a locomotive pink. Pictures to come
**Devon Sinsley said:**From what I see the compressed air leaves the back of the tank and heads onto a reheater which is a large pipe on the side. I am not got to pretend I understand that part.
Have found this to contribute; https://www.ageofsteamroundhouse.org/compressed-air-0-4-0-no-1/
A typical Porter compressed air engine had one storage tank containing 800 – 1200 pounds-per-square-inch air which would pass through reducing valve to depressurize the air down to about 150 psi at the cylinders. Larger air locomotives were “compound” with the high pressure air used to move one cylinder and then exhausted to the other side of the locomotive to move a lower pressure one. Such two-stage engines employed an air reheater between the two piston stages to warm the now cooled compressed air. The reheater was warmed by ambient air drawn through it by using the low pressure exhaust air in an ejector.
And this,
UNIVERSITY OF ILLINOIS ENGINEERING EXPERIMENT STATION
BULLETIN No. 130 JUNE, 1922
THE REHEATING OF COMPRESSED AIR
BY CHARLES RUSS RICHARDS DIRECTOR OF THE ENGINEERING EXPERIMENT STATION AND DEAN OF THE COLLEGE OF ENGINEERING
ANDJOHN N. VEDDER RESEARCH ASSISTANT IN MECHANICAL ENGINEERING
ENGINEERING EXPERIMENT STATION
PUBLISHED BY THE UNIVERSITY OF ILLINOIS, URBANA
Thanks Forest. I will have to look at that when I have a better internet connection. Is that larger “pipe” on the side of the tank the reheater? I did research the back of the tank details for modeling and noticed a PRV (pressure reducing valve). It comes out of the tank into a globe valve then a PRV and then to a fat pipe then to the “throttle valve” and finally splits to the cylinders.
I have to say it has been interesting to learn about these unique locomotives
Devon Sinsley said:
Is that larger “pipe” on the side of the tank the reheater?
Welcome. I don’t know enough about that locomotive pictured to be certain. But looking at diagrams here it could be the auxiliary reservoir noted in some diagrams on web page,
http://www.douglas-self.com/MUSEUM/LOCOLOCO/airloco/airloco.htm
Left: Operation of Porter two-expansion air locomotive: 1914
The air is stored at high pressure (psi) in the main air tank, and reduced to 250 psi by the reducing valve. This feeds the auxiliary reservoir which is much smaller than the main tank; its purpose is to smooth out the fluctuations in air flow caused by the intermittent admission of air through the throttle valve into the high-pressure cylinder, where it expands. It takes the form of a long pipe rather than a compact tank, because a small diameter gives low hoop stress on the metal, and the length to fit it in is available.
The cold exhaust from the HP cylinder passes through the reheater (called in the diagram the interheater) and over tubes through which atmospheric air is being drawn; this heats it, increases its volume, and increases the efficiency of the engine. The air is fed from the reheater to the low-pressure cylinder, where it expands again, and then passes through the jet of an ejector which draws the external air through the reheater.
On this one the reheater IS a pipe lying alongside the air tank,
Above: Porter two-expansion air locomotive: 1912
This picture gives a good view of the plumbing. The reheater can be seen lying along the reservoir; the ambient air enters through the holes in the near end; the ejector horn can be seen at the far end. I would have thought adding an inlet diffuser, in the form of a horn attached to the inlet end, would have increased the air flow, but perhaps it would have taken up too much room. The three pipes connected to the reheater are arranged as in the diagram above. The rear end of the reservoir carries the remains of two pressure gauges, the larger being provided with a shut-off valve in case the Bourdon tube breaks. The small lever controlled the throttle, and the larger lever behind it worked the brakes.
This locomotive was originally used in the Canmore coal mine in Alberta.
On this one both items are pipes lying alongside the main air tank on opposite sides;
Left: Porter double-expansion locomotive No 104 with reheat from ambient air: 1910
This example used a storage pressure of 800 psi, and an engine or working pressure of 250psi. The reheater is on the far side of the tank, and the cone of its exhaust ejector diffuser can be seen to the top right, above the tank manhole.
The long thin cylinder visible on this side of the tank is a reservoir for air at the working pressure of 250 psi, which has been through the pressure reducer from the main tank at 800 psi. The throttle valve is at the front, operated by a handle and linkage from the drivers compartment. Fittings include a pressure relief valve, a brake lever which applies brake shoes to the steel wheels, air operated sanders to maintain traction, and a driver’s stand, which is apparently missing- it would have been at the left, where the control levers can be see. This appears to be a Class B-P-O locomotive: see next section.
Devon Sinsley said:
Is that larger “pipe” on the side of the tank the reheater?
Okay, an answer.
No.
Reheater is between lower 2 tanks,
Left: Porter three-tank locomotive: 1915
This hefty three-tank 0-4-0 Porter design was built for the New Orleans Sewerage & Water Board in 1915; it is preserved but its current location is unknown.
Note the big vertical ejector exhaust horn from the reheater tucked between the two bottom tanks.
The thing mounted on the top tank is the remains of a sand hopper to help adhesion. There is another visible just in front of the cab.
I saw that sight you are quoting. I guess I should have poured over it more. Now I want to go back and read through it. I forgot I had seen it.
Lookin great, Dev! You’re a master of repurposing interesting & unexpected items!
That front end and wheelbase kinda remind me of…
Devon Sinsley said:
Thanks to Craig I am concerned for my masculinity. Started painting some of the parts today. I am not sure I can look myself in the mirror after painting a locomotive pink. Pictures to come
More whiskey is always the answer!
Bruce Chandler said:
Devon Sinsley said:
Thanks to Craig I am concerned for my masculinity. Started painting some of the parts today. I am not sure I can look myself in the mirror after painting a locomotive pink. Pictures to come
More whiskey is always the answer!
All I did was show him this picture… Left side is gray primer, pink color on the right. I didn’t have pink primer per say, but made a quick batch of pink using white and red. I learned this trick from airbrush artists.
Bruce Chandler said:
Devon Sinsley said:
Thanks to Craig I am concerned for my masculinity. Started painting some of the parts today. I am not sure I can look myself in the mirror after painting a locomotive pink. Pictures to come
More whiskey is always the answer!
I’ve got the Old Crow covered. Thats my goto bottom shelf bourbon
Devon Sinsley said:
Thanks to Craig I am concerned for my masculinity.
Bump for post count
Devon Sinsley said:
Bruce Chandler said:
Devon Sinsley said:
Thanks to Craig I am concerned for my masculinity. Started painting some of the parts today. I am not sure I can look myself in the mirror after painting a locomotive pink. Pictures to come
More whiskey is always the answer!
I’ve got the Old Crow covered. Thats my goto bottom shelf bourbon
Devon, Devon, son … you should always be reaching up, not down (https://www.largescalecentral.com/externals/tinymce/plugins/emoticons/img/smiley-tongue-out.gif)
There are times when bourbon just won’t do and tonight is one of those nights …
I gotta stop doing this, y’all gonna think I’m a drunk and BD is going to run me off (https://www.largescalecentral.com/externals/tinymce/plugins/emoticons/img/smiley-wink.gif)Its just been one of those weeks and beer simply wouldn’t do!!
Devon Sinsley said:
Bruce Chandler said:
Devon Sinsley said:
Thanks to Craig I am concerned for my masculinity. Started painting some of the parts today. I am not sure I can look myself in the mirror after painting a locomotive pink. Pictures to come
More whiskey is always the answer!
I’ve got the Old Crow covered. Thats my goto bottom shelf bourbon
Knob Creek was always a favorite…
Dan,
Scotch tastes like its been filtered through a Scotsman’s kilt.
Bruce,
My two favorite bourbon are Bulliet and Knob Creek. But I am a poor working man.
Devon Sinsley said:
Dan,
Scotch tastes like its been filtered through a Scotsman’s kilt.
Some of it tastes like the rear of a Scotsman’s kilt(https://www.largescalecentral.com/externals/tinymce/plugins/emoticons/img/smiley-wink.gif) But good scotch is hard to beat. This stuff is finished in sherry casks so has a mild flavor akin to a smooth bourbon.