No.9, with Nigel in the fireman's seat. Note the smokebox has now been painted silver. October 2004
Mount
Washington Cog Railway
2004 Work
November 2004
The latest news from Mount Washington is that following a considerable amount of preparation work No.9 is back in the workshops. What has been described as "major surgery" is underway. As details and photographs become available they will be published here.
October 2004
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No.9, with Nigel in the fireman's seat. Note the smokebox has now been painted silver. October 2004 |
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No.9 on a snowy Mount Washington Cog Railway. October 2004 |
September 2004
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On September 13th 2004 Nigel Day, with bags packed and Visa in hand, set off from the UK to take up a full time development role on the Cog. Over the next few years there are going to be some very interesting developments taking place under his direction so it is very likely these pages will grow a great deal! One item to be attended to before the winter ski train season is the almost total lack of insulation of all components. At this point No.9 will start to look really different! Note: No.9 is nicknamed 'The Victim'. SM=Sylvester Marsh, AC=André Chapelon & LDP=Livio Dante Porta |
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Nigel on board No.9. September 2004 |
June 2004
In June 2004 more work was undertaken on No.9. With the Lempor performing well, as predicted, further work was undertaken to radically improve the locomotive.
A long term problem with the locos has been tube blockages. Whilst this problem eased after the Lempor was installed things were still not as they should be. Study showed that the firebar spacing was too wide leading to a great deal of carry over. So temporary measures were undertaken to reduce the gaps and at the same time the combustion arch was altered to promote better combustion and to help control the carryover.
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A section of the grate as it was. June 2004 |
To reduce the air spaces steel strips were welded in place as a temporary fix. Ultimately a new design of grate is to be fitted. June 2004
The exhaust steam pipe from the cylinders to the smokebox was re-routed to give a better flow and less pressure drop. It is still far from ideal but such are the restrictions of modifying old locos rather than starting afresh with a blank sheet of paper.
The exhaust steam is now directed through the side of the smokebox at a less acute angle than before making for a less tortured flow. Also note the plumbing in of test equipment. June 2004
The other major modification made at this time was the fitting of a closed feedwater heater and associated equipment. Given the very high steam demands from the locos the advantages in efficiency of a feedwater heater are very significant. This feedwater heater is to the design of Al LaPrade of Mount Washington Cog Railway.
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The substantial feedwater heater is mounted on the left hand side of the loco at the front. June 2004 |
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The feedwater pump is mounted on the tender and is driven from the rear axle. The pump is a modified standard industrial pump. June 2004 |
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Ready for testing - No.9 is rolled out of the works. June 2004 |
And the results so far? A 69% peak reduction in coal consumption, with 50% as a more normal average - and this is just the start. More work is planned on No.9 to trial and prove certain features before taking things further.