Re: Restoration & Maintenance

Similar methods prevailed on Queensland’s 3’6” gauge railway in Australia when locomotives were overhauled in workshops. The procedure was mainly applied so as engines could be returned to service as soon as possible. Of course some items were simply worn out or broken and had to be replaced with new parts. These could even include major components such as cylinder castings or engine frames. Here, boilers were identified with separate numbers. If extensive boiler repairs were necessary they would often take longer than the mechanical work and if a spare boiler was available then it would be fitted. In some cases the locomotive’s boiler might be condemned and require replacement. At overhaul, the locomotive’s History Card would be endorsed either “boiler number ‘X’ (new) fitted [date]” or “boiler number ‘y’ (ex loco ‘z’) fitted [date]”, depending whether a new or repaired boiler was fitted. Tenders were often swapped for similar reasons.
The same practice was adopted in running sheds when items such as injectors and Westinghouse brake equipment needed heavy repairs. It was much quicker to fit a spare or possibly one cannibalised from another locomotive that was stopped for other major work. The defective parts could then be overhauled without keeping the locomotive out of service.
Older locomotives were a bit like grandpa’s axe. It might have had two new heads and six new handles in the course of its life, but as far as everyone was concerned it was still “Grandpa’s Old Axe”. The numerals on the number plate identified the locomotive.