Old Time Trains

Thundering out of Bayview, Hamilton, the Exhibition Special, with Royal Hudson No. 2840 on the point is seen clearing the Highway No. 2 overpass on its way to the Canadian National Exhibition in Toronto. The date is September 3,1955. No. 2840 was an H1 c 4-6-4, built by MLW in 1937. This locomotive saw many years service on The Dominion out of Toronto to Fort William (now Thunder Bay). At the same time the photograph was taken, No. 2840 was covering various assignments after being bumped by diesels from the Fort William run.

I worked on all eight Royal Hudsons assigned to John Street, plus those that came from outside points such as Montreal. Boiler work on the "Royals" was relatively straight forward, except for the streamline lagging on the boiler, which created a few headaches when trying to get at the boiler shell, or removing superheater units. The locomotive boiler was the one thing that demanded constant attention by the crews who operated engines in the days of steam and a short period of inattention could invite catastrophe. A steam locomotive working at full throttle could evaporate its boiler water at the rate of one inch a minute on a heavy train. Boiler washouts were of prime importance to purge the build-up of mud and scale formed by water impurities. The monthly boiler washout on the 2800s was generally supplemented by a mid-month "leg" wash, which consisted of washing out the firebox legs or sides, where a large percentage of scale and mud developed due to the rapid evaporation at this point.

Speaking of boiler washouts brings to mind such mundane adjuncts as washout plugs, which are never given any thought by rail fans. These large, threaded steel or brass plugs or caps (approx. 5" in diameter) were screwed into the washout openings of the firebox and boiler barrel.

A feature of the later CPR steam power was the application of the Benger plug, which was devised by Mr. F.H. Benger who later became Chief Mechanical Officer. This type of washout plug differed from the standard cap plug in that it consisted of two components, a threaded steel T male tail piece, and a bronze female threaded cap. These were applied to the lower corners of the firebox. The firebox openings had a machined facing and were cut flush with the bottom of the water leg, allowing for an unhampered flow of washwater. There was no threaded lip as used with the standard cap plug which sometimes prevented scale from flushing clear.

Applying a Benger plug was a bit of an operation. The bronze cap which had a machined face, compatible to the one on the firebox, was ground in with grinding compound. This operation was done by hand for several minutes assuring a perfect fit of both surfaces. The surfaces were then wiped clean and the T piece inserted into the firebox opening, the cross part resting against the inside. The bronze cap was then screwed by hand onto the tail piece, which had been liberally coated with "plumbago" (a mixture of valve oil. and graphite), until it fitted snug to the firebox seat. A large open end washout wrench with a 4 foot long handle was fitted to the fug on the cap, and with brute strength, the cap was tightened. It should now be able to withstand full boiler pressure without leaking.
These plugs were very difficult to remove at washout time, and many times a sledgehammer was used to loosen them up. This treatment was not a recommended practice by the motive power officials, as witness the night Master Mechanic Ed Wheeler chanced upon a hapless boilerman pounding away at a balky plug. Needless to say strong condemnation was directed to the culprit who refrained from further "treatment" until the M.M. disappeared from the scene.

Sometimes, after an engine was steamed up, these plugs could be observed bubbling away with steam and hot water. This was due to inadequate tightening or not being properly seated. One night after coming on shift at 11:00 p.m., boilermaker Jack Webb and helper were told to hurry over to the Union Station with a washout wrench as a corner plug was leaking badly on No. 1264, on Train No. 27, which was due to depart at 11:15 p.m. When we arrived on the platform, the engineer was all for returning to the shop, however perserverance prevailed. The plug was sputtering and spitting away at a great rate, evidentally when it left the shop the plug appeared that it would seal up, but with vibration it became worse on its way to the station. I felt a little apprehensive as Jack, standing to one side, and with a long pipe extension on the handle of the wrench proceeded to slowly turn the offending plug. "I sure hope it doesn't blow", I thought as a full turn was made and the plug hissed louder, then suddenly it stopped and dried up. We both applied our combined strength to the wrench to make sure the plug was tight. As soon as we were finished, No. 27, fifteen minutes late, steamed out of the station and into the night, bound for the Soo.
Another case of last minute repairs at departure time recalls the time No.2840 dropped two centre arch bricks into the fire while waiting to leave the shop track for Train No. 3. The centre arch had been renewed that day and the two top bricks had worked loose and fallen. With a lot of sweat (I was relief boilermaker at the time) and dexterous manipulation of the rake and coal scoop, the fireman and I, with me half suspended in the firedoor opening managed to retrieve the wayward bricks. The 2840 left with a lower arch that trip.

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Old Time Trains © 2009

Thundering out of Bayview, Hamilton, the Exhibition Special, with Royal Hudson No. 2840 on the point is seen clearing the Highway No. 2 overpass on its way to the Canadian National Exhibition in Toronto. The date is September 3,1955. No. 2840 was an H1 c 4-6-4, built by MLW in 1937. This locomotive saw many years service on The Dominion out of Toronto to Fort William (now Thunder Bay). At the same time the photograph was taken, No. 2840 was covering various assignments after being bumped by diesels from the Fort William run.

I worked on all eight Royal Hudsons assigned to John Street, plus those that came from outside points such as Montreal. Boiler work on the "Royals" was relatively straight forward, except for the streamline lagging on the boiler, which created a few headaches when trying to get at the boiler shell, or removing superheater units. The locomotive boiler was the one thing that demanded constant attention by the crews who operated engines in the days of steam and a short period of inattention could invite catastrophe. A steam locomotive working at full throttle could evaporate its boiler water at the rate of one inch a minute on a heavy train. Boiler washouts were of prime importance to purge the build-up of mud and scale formed by water impurities. The monthly boiler washout on the 2800s was generally supplemented by a mid-month "leg" wash, which consisted of washing out the firebox legs or sides, where a large percentage of scale and mud developed due to the rapid evaporation at this point.

Speaking of boiler washouts brings to mind such mundane adjuncts as washout plugs, which are never given any thought by rail fans. These large, threaded steel or brass plugs or caps (approx. 5" in diameter) were screwed into the washout openings of the firebox and boiler barrel.

A feature of the later CPR steam power was the application of the Benger plug, which was devised by Mr. F.H. Benger who later became Chief Mechanical Officer. This type of washout plug differed from the standard cap plug in that it consisted of two components, a threaded steel T male tail piece, and a bronze female threaded cap. These were applied to the lower corners of the firebox. The firebox openings had a machined facing and were cut flush with the bottom of the water leg, allowing for an unhampered flow of washwater. There was no threaded lip as used with the standard cap plug which sometimes prevented scale from flushing clear.

Applying a Benger plug was a bit of an operation. The bronze cap which had a machined face, compatible to the one on the firebox, was ground in with grinding compound. This operation was done by hand for several minutes assuring a perfect fit of both surfaces. The surfaces were then wiped clean and the T piece inserted into the firebox opening, the cross part resting against the inside. The bronze cap was then screwed by hand onto the tail piece, which had been liberally coated with "plumbago" (a mixture of valve oil. and graphite), until it fitted snug to the firebox seat. A large open end washout wrench with a 4 foot long handle was fitted to the fug on the cap, and with brute strength, the cap was tightened. It should now be able to withstand full boiler pressure without leaking.

These plugs were very difficult to remove at washout time, and many times a sledgehammer was used to loosen them up. This treatment was not a recommended practice by the motive power officials, as witness the night Master Mechanic Ed Wheeler chanced upon a hapless boilerman pounding away at a balky plug. Needless to say strong condemnation was directed to the culprit who refrained from further "treatment" until the M.M. disappeared from the scene.

Sometimes, after an engine was steamed up, these plugs could be observed bubbling away with steam and hot water. This was due to inadequate tightening or not being properly seated. One night after coming on shift at 11:00 p.m., boilermaker Jack Webb and helper were told to hurry over to the Union Station with a washout wrench as a corner plug was leaking badly on No. 1264, on Train No. 27, which was due to depart at 11:15 p.m. When we arrived on the platform, the engineer was all for returning to the shop, however perserverance prevailed. The plug was sputtering and spitting away at a great rate, evidentally when it left the shop the plug appeared that it would seal up, but with vibration it became worse on its way to the station. I felt a little apprehensive as Jack, standing to one side, and with a long pipe extension on the handle of the wrench proceeded to slowly turn the offending plug. "I sure hope it doesn't blow", I thought as a full turn was made and the plug hissed louder, then suddenly it stopped and dried up. We both applied our combined strength to the wrench to make sure the plug was tight. As soon as we were finished, No. 27, fifteen minutes late, steamed out of the station and into the night, bound for the Soo.

Another case of last minute repairs at departure time recalls the time No.2840 dropped two centre arch bricks into the fire while waiting to leave the shop track for Train No. 3. The centre arch had been renewed that day and the two top bricks had worked loose and fallen. With a lot of sweat (I was relief boilermaker at the time) and dexterous manipulation of the rake and coal scoop, the fireman and I, with me half suspended in the firedoor opening managed to retrieve the wayward bricks. The 2840 left with a lower arch that trip.