Steam & Excursion > Whazzit? (49)

Recognize this thing?

-LD

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Yes!

​W.

(But, I'll let others do the learning, here...)



Edited 1 time(s). Last edit at 11/12/24 14:45 by wcamp1472.

Isn't that a torch of sorts to thaw ice on locomotive running gear?

TexasRocket Wrote:
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> Isn't that a torch of sorts to thaw ice on
> locomotive running gear?

No.

It is a "torch" for illumination that an engineer used for "oiling around" before flashlights.

wp1801 Wrote:
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> It is a "torch" for illumination that an engineer
> used for "oiling around" before flashlights.

Bingo.

HotWater Wrote:
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> wp1801 Wrote:
> --------------------------------------------------
> -----
> > It is a "torch" for illumination that an
> engineer
> > used for "oiling around" before flashlights.
>
> Bingo.

Yes.  Here's a more common format for an engineers torch.

Kerosene powered, it put out a bright yellow/orange flame about 8 to 10 inches tall.

The lamp in the first picture above has CMStP&P markings.  The second has no ownership indicated.

-LD



Edited 1 time(s). Last edit at 11/12/24 18:03 by LarryDoyle.

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Another use was as 'leak' detector for checking joints 
in the compressor/Main reservoir/ air brake piping.

Engineers's hearing was often affected and reduced, over the years, 
so watching a torch flame can indicate a tiny air leak.  And it can be 
used day or night ---  ' cause you're looking for "flame distortions."

Air leaks at, or near the loco, can have a more adverse impact 
on train braking systems, compared to a similar air leak, further back 
in the train.  Air leaks interfere with the precise control of brake pipe pressure,
that the engineer relies-on, so engineers are very concerned with any 
leaks they discover.

There are times during braking where the engineer closes-off air
flowing-to or flowing-from the train.  That handle position, where all air flow
at a brake valve is stopped, is called 'Lap', or the brake valve is said to be 'Lapped'.  
The handle is in lap position.

However, compressed air in the 'trainline' is still under pressure, and hundreds 
of tiny air leaks are continuing to deplete the trapped air pressure in the train...
As a result, brake pressure sent to the brake cylinders ( applies the brakes to the
wheels) continues to increase, even though the engineer's brake handle is 
in the Lapped position.... If he takes "no action", the train will stop earlier 
than he expected.  

Skilled engineers can use leakage to their advantage, and make very 
smooth stops ---- but, you gotta' be damned-good to do that.  
The torch inspection of a loco's air piping can find leakage problems 
that can cause and engineer problems, further down the duty-day.

You can have air leaks at any threaded connection, union, elbow, or tee.
Most common were air leaks at end-of-car air brake hoses, with their gaskets ....

An engineer would tell the roundhouse foreman, to get the revealed problem corrected
and the engineer can refuse to 'take the engine', if the leak blows and distorts
the torch flame..

Now, we use a pump-equipped spray bottle, with soapy-water to mark where 
the air leaks are... the bubbles are obvious and show a much smaller, slower leak than
the old 'torch' method..

​W.

( Edit: Modern brake valves incorporate a feature that maintains
           lower brake pipe pressure, while the brake handle and train line
           supply is  “lapped”.

The feature is called : “Pressure Maintaining” —— the feature feeds-in a small
amount of air at the reduced level —— to keep a BP reduction at the intended,
reduced levels, without sinking to lower and lower levels…
So that a “10-pound Reduction” stays at 10 pounds…. rather than continuing to
leak-off to lower and lower pressures..

Freight Car brakes are proportioned so that a 20-lb reduction produces maximum 
brake cylinder pressures ---- like at 40 psi at the piston-face. 

So, the car's storage tanks ---the Auxilirary Reservoirs--- when charged to 80 psi
can only apply brake pressure until the pressure in the brake cylinder 
AND the reservoir are BOTH at 40 psi.... Called 'equalization'.

The greatest pressure you can apply is 1/2 of the stored-pressure ---
the pressure tanks can only supply pressure until the brake cylinder pressure 
equals the Auxiliary Reservoir's pressure.  'Emergency' pressures add an additional
volume to bring all 3 tanks to an equal pressure: brake cylinder, Aux Res. + Emergency 
Reservoir.   However, empty cars can "lock" their wheels, if too much pressure 
is applied ---- so,  most freight cars have a spring-regulated sensor ---- so that 
empty cars will not apply full, stored-pressure and will reduce the likelihood of 
slid-flat spots on the wheel treads...

Pressure Maintaining is an involuntary feature that is incorporated in Schedule 26, and later,
loco brake valves.  So, steam locos that have been modernized in the cab
with the installation of the Schedule 26 control valves —- all incorporate the
“Pressure Maintaining” feature.

Flat spots on empties largely result from the empty cars [ if they have locked wheels] 
being dragged longer distances by the slower-stopping loaded cars.  If empties were allowed 
to stop [without being dragged] they would do so, in a much shorter distance and may
not result in any flat spots.). 



Edited 7 time(s). Last edit at 11/13/24 12:02 by wcamp1472.

Here is the shop-built torch that H.L. Arey built for himself while stationed at Timber, Oregon for helper duty on the SP.

Martin



Edited 1 time(s). Last edit at 11/12/24 22:21 by LoggerHogger.

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What a Beautiful, hand made tool it is !
He knew it's importance.

He was definitely concerned that any loco he was on,
would have leaks-free engine brakes !

A pernicious fault common back in the day, was a leaky 
trainline cutoff cock at the front air-line of the locomotive.
A leak there quickly ruins trying to maintain a train's  brake pipe reduction...
at the desired level!

​W.

I do have a question about the torch in the first photo.

I have no clue of the purpose of that metal flange welded to the body on the left.

Anyone have a guess?  (Don't  know why photo won't  rotate properly.  Sorry)

-LD



Edited 2 time(s). Last edit at 11/13/24 07:44 by LarryDoyle.

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For hanging?

LoggerHogger Wrote:   Great item, Martin. I once owned a torch owned by Frank Palmer an Oregonian Railway engineer ,given to me by his son an SP engineer. Now in the ORH museum.
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> Here is the shop-built torch that H.L. Arey built
> for himself while stationed at Timber, Oregon for
> helper duty on the SP.
>
> Martin

I was given one with a long handle like the second photo.  The cap is embossed "ERIE RR" and the bottom "EAGLE"  and "Patented Nov 12, 1912"  What might be its value?

It's more of a novelty, unless there is a collector's market specifically
for such items ( none known).....

They are common enough and not all that unusual.
They've been replaced with soap solution & bubble tests., 
and for inspections at night, or dark roundhouses, by battery 
powered flashlights...

 

Looks like a fairly substantial hanger to me, also. You'd want the torch well-secured and unlikely to be in the way, but easily accessible.

Rebecca Morgan
Jacobsburg, OH

There is no hole from which to hang.  Besides, the handle diametrically  opposite would suffice for that purpose.  It remains a mystery.

These things were stored, extinguished of course, and standing up in the tender locker or engineers seatbox.  They were lighted by passing at the opened firedoor.  NEVER hold IN the firebox beyond the door opening - the heat could vaporize the kero with painful results.

-LD



Edited 1 time(s). Last edit at 11/16/24 14:25 by LarryDoyle.