Alan,
You don't need to repeat the previous post in your comments, although handy it just takes up bandwidth.
Now... Back to your questions.
The C&S 9 was converted to oil back in the early 1900's, along with the rest of its class (B-4-C's). They seemed to perform well using oil. A price increase in the cost of oil back then precipitated a conversion back to coal, which remained the main fuel until the abandonment of the C&S Narrow Gauge. The size of the firebox has little to do with the heat on an oil burner. It is more dependent on the size of the Oil/Atomizer opening and the skill of the Fireman. Oil, per volume, puts out more BTU's than coal and in my opinion is much cleaner and more efficient in the hands of a capable fireman on a locomotive of good design.
The real problem lies in the boiler design. When rebuilt ca. 1904, The B-4-A's all received new boilers and a running gear rebuild. The boiler design that they received, however is the sticking point. The boilers were lap-seam boilers instead of butt-seam boilers. The Butt-seam design is the FRA's preferred design because the joint at the seam is stronger than the lap seam design. Most lap-seam boilers that have been OK'd by the FRA for operation have had their maximum operating pressures lowered by a significant percentage. This lowering of the maximum pressure allowed is what will most severely affect the tractive effort exerted by the locomotive. They are unlikely to be passed to operate at the pressure that the C&S ran them. My estimation is a probable 30% or more drop in maximum allowable pressure.
Remember, that of the locomotives that the CHS has been looking at for possible operation, the 9 has the newest boiler. The 74/30 has its original boiler from 1898. Th 60 is believed to have its original boiler frome when it was built for UP's Utah & Northern in 1886.
None of these locomotives are superheated, also limiting their tractive effort in comparison to the ex-FIdeCA and West Side equipment now residing at the Loop.
Another factor that has not been adressed by this forum is the condition of the boilers. The last locomotive to have had a fire in it is the 74/30 from Boulder and that was 52 years ago. I am also concerned about the metal fatigue that could be displayed by these locomotives boilers if used on a daily basis. Granted, in 1" thick steel it is highly unlikely, but even the UP's 844 showed signs of metal fatigue in its firebox before it was replaced. That locomotive was built in 1944 and runs at 300 psi vs. No 9 with her 160 psi. According to current spec's, a metallurgical analysis of the boiler steel must be done to asure FRA certification. This is not a big thing, usually grabbing a hunk from the boiler near the steam dome, but it is expensive.
Alan, this addresses the boiler only, not the frames, which are probably in need of being replaced, as they are strap steel and in the case of all of these locomotives, broken and welded back together. Driver centers are another area of concern, as they are cast, and these castings are notorious for breaking.
In addition to the Boiler and its Tubes, Firebox, Staybolts, braces, corners and plugs. Other things to check are axle scoring, cylinder scoring, Boiler pitting due to water retention under the Asbestos lagging. The condition of the appliances, boiler checks, Pop valves, lubricators, injectors, water glasses, gauges, valves, throttle, Air compressor, brake stand, dynamo's, wiring, valve gear, admission valves (in these cases the "D" block design), and all the piping to and from them.
The CHS has bitten off way more than they can chew in the remaining months to May, 2005. Especially considering that the GTLRR does not have to vacate the premesis until 12/31/04.
I have addressed the locomotives only. Getting the rolling stock ready for use is an entirely different subject. Remember, the cars that are operated by the Ashby's have undergone changes and upgrades for the past 30 years. Initialy, the equipment on the Loop was nothing more than freight cars with seats and two cars with roofs acquired from the Camino Cable & Northern. The passenger car numbers have been enhanced by the former Railroad Fair Cars used in Central City and the former C&S Steel underframe car from Heritage Square.
If the CHS wants to keep the business developed by the GTL, they will have to meet or exceed the equipment now owned and operated by the current operator. Short of all new equipment being specially built, there just isn't that much left to be acquired and used.
Remember, the railroad ia a whole, with cars, locomotives, track, shops and people all operating as a cohesive whole to attain the goal of the company. Concentrating on just locomotives, while important, is very short sighted. It's kind of like tuning up your car and putting all your money into rebuilding the engine when your tires are rotten and flat.
Rick Steele
