This is a collection of some “side” projects, not necessarily directly on the locomotive, but that come when dealing with a steam engine.
I’d like to recommend you, to also take a look at the end of the articles – most of them will include a download section where you can find CAD-files and drawings to get inspired or even build the thing your own.
With the SRS marine-type boiler, the engineer is left with a shallow firebed. About two flat layers of coal fit between the grate and the firebox opening – and that is as high as it gets without the risk of coal tumbling back out. Little headroom once demand picks up, and little tolerance for slag or cold spots – with no practical way to inspect the fire on the move before it is too late to recover. While there is little that could be improved regarding the way to inspect the fire, the firebed depth could be, with a bit of effort. But, before expectations are sent the wrong way: this is not to achieve a better boiler performance. It makes firing the loco less finicky and over all a bit more stable. More on this in Firing the Loco .
This bracket holds an air tank (modified CFH SF505 or similar), mounted on the right side under the cab, which serves as a reservoir (approximately one litre) for the train brake system . See also section Compressed Air Tank for more information about the tank itself. It is made from 3 mm steel sheet and is mounted with the four screws of the reverser stand (which have to be replaced with slightly longer ones). The four slotted holes allow for some adjustment of the bracket, so the tank doesn’t unnecessarily touch the rear plate.
A bracket to take two pressure gauges – indicating main pressure (pressurized air) and brake line pressure. It can be mounted directly in the rear top left corner of the cab, without the need for extra drilling by using the existing frame holes. Only the two screws have to be replaced with slightly longer ones. The two slotted holes allow for some vertical adjustment of the bracket to align the gauges with the cab’s roof. With an angle of 105°, the gauges are orientated slightly towards the driver. This bracket is a part of the general modification to allow the Feldbahn to brake a whole train with pressurized air (see Train Brake System , and Pressure Gauges for a greater view of the assembly). The bracket is made from 2.5 mm steel sheet and is designed to take two G ⅛" bulkhead screw connections (SV 18 MS). This connections then take the pressure gauges (e.g. two MW 1040, sealed with a copper gasket) and the straight compression ring fittings (KGE 184 KON MS) on the other side of the bulkhead screw connections (to connect the 4 mm copper pipes too).
A metric replica of Station Road Steam’s Blower Pipe Smokebox Fitting (part no. 10234-B). Unfortunately, I was not able to obtain the part from Station Road Steam itself, so I had to make one myself. In contrast, my metric version has the feature to fit a compression ring fitting (DIN EN 1254-2) instead of a union nipple/nut at the inside (where the J-pipe connects to). But you can of course manufacture this according to your own needs or preferences. On my Feldbahn I use this smokebox fitting to guide the air pump ’s exhaust steam up the chimney, making use of it to sustain the fire.
Probably the project with the most inaccuracies so far – which themselves fit the Feldbahn look perfectly. So they were made in a workshop, using its available tools, with no great machinist skills involved, just the average craftsman’s capabilities – pretty much the way how a real “Feldbahn” runs and is kept running. Apart from the topic itself, this article took me more than a year to write. The two lamps themselves were finished within two months. Life, aside from the hobby, also takes its time. So, in general, I guess I don’t need to point out that this is not actual time spent on the project(s), but you get an idea which of the two is more time-consuming – yes, the actual manufacturing process is much faster and admittedly more fun than its documentation. So be aware that the details vary through the article. If there are any questions, feel free to ask by sending an email to the “info” address of this domain. But, let’s hop right into it…...