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FCAF's Locomotive "Camila"updated July 24, 2001 photos and info courtesy Shaun McMahon except as noted
FCAF No. 2 "Camila"in present form, Stage I modifications
complete
Camila Before ModificationsCamila, the FCAF's second steam locomotive was designed and built in the UK by "Winson Engineering". It is of 2-6-2T arrangement and weighs an estimated 7.5 tons. The design was based on the steam locomotives of the Lynton & Barnstaple Railway in England. Camila was built between December 1994 and February 1995 in Daventry. Camila gave good service during the FCAF's early days, but as passenger traffic increased and demands on the line's locomotives became more severe, it became clear that the engine had some serious shortcomings. While Camila was built with some modern items (roller bearing axles, welded boiler, oil firing) in most other respects it was a late 19th century design. Winton's design was very simple, no doubt to minimize first cost and maintenance costs. The engine lacked superheating, an efficient exhaust system, or a streamlined steam circuit, which gave it dismal thermal efficiency and low power. When the engine was overhauled, it was found that some frame components were improperly aligned, which resulted in excessive friction and wear. Shaun McMahon, the Technical Manager of the FCAF, worked with L. D. Porta to devise a plan for improving the performance and reliability of Camila. It was determined that a two-stage modification plan would be implemented, to allow the work to be accomplished within the allowable time (dictated by the railway's operating season) and budget. It was believed that Stage I of the modifcations would result in significantly improved operational economics (larger trains hauled on less fuel with less labor) which would help justify the second stage of the modifications. Phil Girdlestone in South Africa, via his company Girdlestone Rail, assisted in the work by fabricating the entire Lempor Exhaust system as well as supplying replacement parts and components for the overhaul. In late 1999/early 2000, Camila was overhauled and "stage I" modifications were implemented. The major modifications included:
Upon its return to service, Camila was a complete success, with noticably improved performance, both in terms of power and fuel and water economy.
Camila with raised boiler next to Garratt locomotive "Nora"
Camila's Drivers On Route to Machine ShopTaken March 2001, drivers were being trucked to "nearby" Rio Grande (only 250 km from Ushauaia) for replacement of a defective axle roller bearing. The sign gives distances of 100 km to Punta Maria, 134 km to Rio Grande, and 582 km to Rio Gallegos, where the "neighboring" RFIRT terminates.
Camila, June 2001Smokebox after 41 days in steam. Note very low mounting of the Lempor exhaust nozzle to maximize available total height of stack. Also note fully contoured radius of stack inlet, rather than just a "bellmouth" inlet as was traditionally used, which minimizes flow restriction of exhaust gasses into the stack.
Artwork by Rudi Hough Showing Camila After Completion of Stage II ModificationsThe Stage II improvements planned for Camila will consist mainly of improvements to the steam circuit, including high superheating, larger, improved piston valves with larger steam chests, a re-designed Lempor or new Lemprex exhaust system (to suit the superheated steam circuit), a feedwater heater, and an enlarged firebox and improved oil burning system. Depending on the extent of modifications required, a new boiler may be fabricated rather than modifying the existing one.
Camila's modifications show that "tourist" locomotives need not be brutally simple engines devoid of any modern design features. The value of the modifications has been proved in day-to-day service on a heavily trafficed, geographically isolated railway where reliability and economy are paramount.
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