Section 4: Engine-Tender Connections

The hose bags for the suction lines to the Water Pump, Inspirator, and Condensate Return Line were removed in the 1980's and were never replaced,. Had they still been on the engine, it wouldn't have been a big deal to remove, as its just held on by a hose clamp. 6213 is equipped with a Tender Tank Level Gauge in the cab. The rubber hose linking Engine and Tender was removed back in the 1980's restoration.

The Electrical Connection between engine and tender is also easily disconnected.

During 6213's restoration in the 1980's 6213's stoker screw was opened up, cleaned out, and the engine was even operated on compressed air. The stoker engine and gear box were kept lubricated, the rear bowl was greased up, and the bolts holding the rear bowl cover were coated with anti-seize. To separate 6213's Stoker screw in 2009, we first removed the rear bowl covers by removing all the bolts that hold in on. That was the easy part. The hard part was the bolt that was completely seized in place in the universal joint in the screw. We tried turning it with a wrench, torching the head off and hitting with a hammer and a large bar.

As a last resort, we ended up having to torch a hold in the floor of the tender vestibule so that we could try and drive out the bolt. After we cut the hole in the floor, we discovered that the bolt was not in the right position to hit it, i.e. the bolt was in something other then the 12 o'clock position. What I ended up doing was climbing into the Stoker Engine Compartment in the tender and with a big pipe wrench, I grabbed the universal joint coming out of the stoker engine, and bit by bit, rotated the stoker screw until the bolt was in the 12 o'clock position. We then pounded on it some more, tried heating it up, ran out of gas, set fire to coal dust stuck in the drawhead casting and called it a day.

Working in the stoker compartment was one of the worst jobs I've had to do on a steam engine thus far. It's hard to get into, even harder to get out of, and extremely cramped. On top of that the stoker screw requires a tremendous amount of strength to move, and while your laying on the stoker engine, a whole assortment of parts are digging into the front of your body as you pull on the pipe wrench.

Later on, it was soaked in Kroil several times over the course of a week or so, before another attempt was made at getting it out. The bolt finally came loose BUT, it was too long to come out, and requiring rotating the stoker screw 180 degrees before it could come out, thus separating Engine From Tender. Also the impact the Kroil may have had on the screw is unknown.

After this, 3 car movers were used to back the tender away from the locomotive by about 6 inches, before being pushed towards the engine. The 3 car movers were strong enough to overcome the plungers holding the chafing plate on the front of the tender vestibule.

The Engine and Tender were physically moved apart using the winch on a heavy tow truck, and later by hand using come-alongs and car movers.

Stoker Bowl Covers after being removed from locomotive. These came off easy, the hard part was splitting the Stoker Screw.

The hole we cut in the floor of the tender vestibule to allow us to pound on the bolt in the Screw's Universal Joint.

Me turning the Stoker Screw with a large pipe wrench to get the bolt in the Screw's Universal Joint to the 12 o'clock position.
Photo courtesy Lionel Levitt

The Stoker Engine Compartment in the Tender. The Universal Joint is all the way in the back of the stoker compartment, just underneath and behind the Reverse Valve. As you can see, there is quite a lot of stuff to dig into your Torso (or worse), coming off the top of the Stoker Engine.

Here is Grant holding on to steel rod while I try and pound the bolt in the Universal Joint out. Although we were unsuccessful this day, the screw was heated up, then soaked with penetrating oil for several days. Eventually, lots of heavy pounding on the bolt eventually forced it out, at which time the Stoker Screw had to be turned by hand a full 180 degrees to get the bolt out!
Photo courtesy Lionel Levitt

The Universal Joint on the Stoker Screw after the bolt was removed and Tender back away from the Engine.

Now that the Tender has been moved back, the Chafing Plate on the Vestibule has fully emerged.

The Gap between the Radial Buffer.

The Back of the Cab.

The front of the Tender Vestibule.

The Drawhead Casting with the Radial Buffer Drawbar and Safety Bar. Note the strap supporting the Drawbars.

The Stoker Screw on the Locomotive after having been separated.