The management of steam locomotive boilers

THE MANAGEMENT OF STEAM LOCOMOTIVE
BOILERS
Railway Safety Publication 6
1
First published by the Health and Safety Executive, 2005
Second edition published by the Office of Rail Regulation, 2007
This guidance is issued by the Office of Rail Regulation. Following the guidance is not compulsory and
you are free to take other action. But if you do follow the guidance you will normally be doing enough to
comply with the law. Railway inspectors seek to secure compliance with the law and may refer to this
guidance as illustrating good practice.
2
Contents
Foreword
5
Introduction
6
Risks to people
7
Principal legislation
8
Management of locomotive boilers
11
Responsible person(s)
11
Competent person(s)
11
Locomotives not owned by a railway
11
Fittings and attachments
12
Boiler examination and testing by the competent person
13
Choice of competent person
13
Frequency of examination
14
Thorough examination
14
Examination reports
15
Boiler inspection and testing by the railway
15
Operation
17
Means of escape in an emergency
17
Use of the boiler
17
Repairs and maintenance
18
Records
18
Maintenance policy
18
Materials used for maintenance and repair
18
Boiler feed water
18
Boiler blowdown
19
Boiler washout
19
Washout plugs and mudhole doors
20
Boiler tubes
20
Superheater elements
20
Firebox repairs
21
Rivets and set screws
21
Patches and inserts
21
Welding repairs
21
3
Steam pipes and joints
21
Boiler lay-up procedure
22
Hydraulic pressure testing
22
Safety valves
22
Fusible plugs
22
Asbestos thermal insulation
23
Train heating boilers
23
Oil-fired boilers and conversion from coal to oil fuel
23
Statutory requirements
25
Appendices
26
1: Suggested declaration in respect of the boiler of a locomotive on loan
26
2: Typical boiler inspection, examination and maintenance programme
27
3: Typical locomotive boiler log sheet
29
4: Report of an examination by a competent person of a boiler when cold
31
5: Report of an examination by a competent person of a boiler under normal steam pressure
32
6: Recommended steaming times for replacement of fusible plugs
33
7: Table of working and test pressures
34
8: Materials for locomotive boilers
35
References and further reading
40
References
40
Further reading
41
Further information
42
4
Foreword
This document has evolved from a previous HSE publication, Locomotive boilers HSG29, first published in
1986. HM Railway Inspectorate is indebted to the many people who have contributed to its development
and given many constructive comments, in particular:
Allan Garraway, Heritage Railway Association
Alun Rees, Severn Valley Railway and Heritage Railway Association
Graham Beddow, Severn Valley Railway
Mike Heintzman, Severn Valley Railway
Robert Meanley, Birmingham Railway Museum
Glyn Hawkins, HSE Specialist on pressure systems
Major John Poyntz, HM Railway Inspectorate
Steve Turner, HM Railway Inspectorate
David Keay, HM Railway Inspectorate
It is hoped that operators and owners of steam locomotives will find this guidance helpful.
5
Introduction
1
This document is intended to give guidance and advice to those involved in the management,
examination, repair, maintenance and operation of railway locomotive boilers. In drafting it, the special
needs of minor railways have been taken into account. The document will also be relevant to owners and
operators of other rail vehicles that have a steam boiler, such as railway steam cranes, Sentinel
locomotives and railcars, although these are not of a conventional railway locomotive type. This
document does not set out mandatory standards but it does set out examples of good practice acceptable
to HM Railway Inspectorate to provide an adequate level of safety.
2
A considerable amount of knowledge relating to steam locomotive boilers had been accrued by
British Railways prior to the end of commercial steam locomotive operation on the network. Procedures
for the maintenance and repair of locomotives had been well established, and it is recommended that
former British Railways locomotive maintenance and workshop practices are used and are considered to
be best practice. Furthermore, private owners such as the National Coal Board and the Central Electricity
Generating Board developed maintenance and workshop practices specifically for industrial-type
locomotives. The implications of deviations from former methods or materials should be fully assessed
before adoption.
Note: There are a number of historic publications that may be obtained from the Heritage Railway
Association relating to the care and maintenance of locomotive boilers, in particular, the document
formerly published by the British Railways Chief Mechanical and Electrical Engineer Instructions Relative
to Boilers 19591 (known colloquially as ‘the Red book’).
3
All references to pressure in this document relate to pressure above atmospheric pressure. The
units of pressure used in the text are ‘bar’ and ‘pounds per square inch’, both of which are used and
understood by those working with locomotive boilers. A list of equivalent values for 1 bar expressed in
other units is given below:
2
1 bar = 14.5038 lb/in (pounds per square inch)
29.53 in of Hg (inches of mercury)
5
10 Pa (Pascals)
5
2
10 N/m (Newtons per square meter)
2
10197.2kgf/m (kilogramme force per square meter)
6
Risks to people
4
A defect in a locomotive boiler (or its fittings) that allows an escape of steam can give rise to
severe scalding or even death of people on the footplate. The principal dangers to be guarded against
are:
(a)
collapse of the firebox due to broken stays or low water level;
(b)
collapse of fire tubes or superheater flues;
(c)
bursting of steam pipes in the cab through work hardening;
(d)
blowout of washout plugs, fusible plugs, mudhole door joints and gauge glasses;
(e)
reversal of draught (blowback) resulting from the failure of steam pipes, any loss of
vacuum in the smoke box, or loose or detached fittings in the smoke box which may interrupt the draught;
(f)
failure of superheater elements;
(g)
corrosion of the boiler or firebox leading to the risk of cracking.
5
A factor to be borne in mind when considering these dangers is that many preserved locomotives
are very old and some may have lain in a scrap yard condition for a number of years without any
protection against internal and external corrosion.
6
Saturated or superheated steam, hot coals and flue gas are likely to be discharged into the cab if
some of the events described in paragraph 4 occur. As an example of steam temperatures, saturated
steam at a gauge pressure of 13 bar g (190 psi) has a temperature of 195°C. Scalding from contact with
the steam will be almost instantaneous. In most cases it will be impossible to stop the escape of steam,
so the only way to avoid extensive burns will be to flee from the footplate, which carries other risks if the
locomotive is in motion.
7
Principal legislation
7
Steam boilers are subject to the requirements of the Pressure Systems Safety Regulations
2,3
2000 which, among other things, requires a periodic examination by a competent person of:
(a)
all protective devices;
(b)
every pressure vessel in which a defect may give rise to danger; and
(c)
those parts of the pipework in which a defect may give rise to danger.
4
8
The Health and Safety at Work etc Act 1974 (HSW Act) imposes general duties which are
relevant to the safe use of railway locomotive boilers:
(a)
Sections 2 and 4 impose a general duty on employers or people who have control of
premises to ensure that plant and equipment are maintained in a safe condition, so far as is reasonably
practicable;
(b)
Section 3 requires that undertakings be conducted, so far as is reasonably practicable, in
such a manner as not to endanger people who are not employees;
(c) Section 6 imposes duties on suppliers of articles for use at work. New items of pressure
5
equipment, such as boiler barrels, are subject to the Pressure Equipment Regulations 1999.
8
Figure 1: Diagram of locomotive boiler without superheating tubes
9
Figure 2: Diagram of locomotive boiler with superheating tubes
10
Management of locomotive boilers
Responsible person(s)
9
The safe operation of steam boilers depends upon the correct management approach. The
examination, testing, repair and maintenance of boilers should be carried out to an adequate standard,
and this in turn requires the choice of suitable people, both to carry out and to supervise these functions.
Records should be kept of steaming time, examinations, details of repairs and the extent of maintenance
carried out. To ensure that all this is successfully achieved, it is strongly recommended that each railway
organisation appoints one person to take responsibility for co-ordinating the work necessary to ensure the
safety of the boilers on their railway; large organisations might appoint more than one person, each with
clearly defined areas of responsibility. Each person so appointed will be referred to in this publication as
the ‘responsible person’.
10
A responsible person should be formally appointed by the railway organisation. The responsible
person should be made aware of their responsibilities and duties, and be given sufficient independent
authority to prohibit the raising of steam in any boiler if in doubt about its safety.
11
It would be usual to appoint an engineer as the responsible person, and ideally that person
would be a chartered mechanical engineer with knowledge of boilers. However, regardless of whether the
responsible person is an expert on boilers, he should ensure, by seeking expert advice if necessary, that
those who carry out the inspections, examinations, repairs, maintenance and operation of locomotive
boilers are competent in the duties they have to perform that relate to boiler safety. The publication
6
Railway Safety Publication 1: Developing and Maintaining Staff Competence contains advice for those
responsible for managing, assessing and maintaining competence.
Competent person(s)
12
Guidance is given in paragraphs 21 and 22 on the selection of a further person or organisation,
referred to here as the ‘competent person’, who will carry out the periodical examination of boilers.
13
A competent person should have practical and theoretical knowledge and actual experience and
understanding of relevant plant, fittings, type of locomotive and access, where necessary, to specialist
services. They should possess a proper degree of independence from those responsible for the operating
function, and proper standards of professional probity so as to enable them properly to carry out
examinations and such assessments as are necessary.
14
The advice of the competent person might also be obtained on the maintenance and operation of
the boiler. Similarly, their guidance might be sought regarding repairs.
Locomotives not owned by a railway
15
Some railways operate, either permanently or occasionally, locomotives owned by one or more
independent people or groups, and when entering into any hiring, leasing or loan of a locomotive, the
arrangements for its maintenance should be considered. Ideally, the railway should be responsible for
inspection, examination, repair, routine maintenance and operation of the boilers of the locomotives that
normally use its tracks. However, even where the owners of the locomotives carry out some of these
functions, the responsible person of the railway should still have responsibility for ensuring boiler safety.
16
The user of the locomotive, not the owner, is responsible for arranging examinations and
maintenance. It will be necessary for the responsible person to maintain close liaison with the owner and
to be satisfied with both the choice of competent person, and with the competence of the person(s)
carrying out routine inspections, repairs and maintenance of the boiler, and with the standards of
workmanship, maintenance and operation. In addition, the responsible person should obtain written
assurance from the owner(s) that the boiler has been properly maintained and is in a safe condition.
17
The responsible person should check that the latest report of examination and tests showed the
boiler to be in satisfactory condition. It is recommended that such examination and tests were carried out
within the previous 14 months or such lesser period as may have been stipulated in the report (see
paragraph 18). A suggested form for use in these circumstances is given in Appendix 1. When the
responsible person is not able to assure himself on these matters he should arrange to have the boiler
examined and tested by a competent person on his behalf, before it is used on the railway.
11
18
Where a locomotive is not owned by the railway on which it is to be operated, the logbook and
examination reports (or copies thereof) should be handed over to the responsible person of the railway
where it is being operated before it is put into use. Not only will these documents be useful for the user
railway, but they will then be readily available to those authorised to see them in connection with an
inspection of the railway.
Fittings and attachments
19
For safe operation of a locomotive boiler, the following fittings and attachments should be
included:
(a)
two safety valves, fitted directly onto the boiler. There should be no means of isolating
the safety valve(s) from the steam boiler;
(b)
a calibrated steam pressure gauge independently connected to the steam space through
an independent shut-off valve, marked in a distinctive manner to indicate the maximum permissible
working pressure, and visible to driver and fireman;
(c)
at least two methods of determining boiler water level. Preferably both of these will be the
transparent type of gauge, but a set of two or three test cocks is acceptable in place of a second
transparent gauge. Unless the transparent gauge is of the Klinger reflex type, it must be provided with a
transparent safety guard to protect people on the footplate in event of gauge-glass breakage. The fitting
of a thin backing plate to the transparent safety guard, painted in alternate black and white diagonal
stripes, greatly assists the observation of water level in the gauge glass and is recommended. It is also
recommended that water-gauge fittings incorporate valves to restrict the flow of steam and water in the
event of breakage of the gauge glass. Where necessary, for operation in poor visibility and hours of
darkness, the water gauges should be illuminated;
(d)
at least one fusible plug in the firebox crown;
(e)
an easily visible and permanent means of identification and the maximum permissible
working pressure for the boiler should be marked;
(f)
there should be two independent means of supplying feed water to the boiler while it is
under steam pressure;
(g)
a device for determining the water content of the locomotive water tanks or tender water
tank. This can be a gauge, test cocks or a dipstick and should be visible from the locomotive footplate
and where applicable, operable from it.
12
20
The design and construction features of the boiler should not be altered from the original design
without the written consent of the competent person. Examples may include the replacement of a copper
firebox with one of steel construction, using a welded boiler in place of a riveted boiler, the fitting of
additional pads or patches or amendment to the design of stays.
Boiler examination and testing by the competent person
Choice of competent person
21
One of the prerequisites of safe boiler operation is the thorough examination carried out
periodically by a competent person (see paragraph 12). This examination is required by the Pressure
2
Systems Safety Regulations 2000, and is not to be confused with the more frequent inspection usually
carried out by the railway’s own staff at the time of boiler washout. The words ‘inspection’, ‘competent
person’ and ‘examination’ are used throughout this document in the context given in this paragraph.
13
22
The competent person may have a role to play as a general adviser to the railway on the repair,
maintenance and use of locomotive boilers, in addition to his prime function of carrying out the
examination. The choice of competent person is therefore an important one. Unfortunately it is not
possible to stipulate that a person with certain qualifications would necessarily be suitable as a competent
person; in practice, knowledge is widened with experience and through the information accumulated.
Owing to the problems associated with the construction of a locomotive boiler, which a competent person
is unlikely to meet in other types of boiler, he should have had previous experience of locomotive-type
boilers. The competent person should normally be a suitably qualified and experienced engineer. The
user of the locomotive must select the competent person. It is usual for an engineering surveyor to act on
behalf of an associated insurance company. The choice of insurance company may well be dictated by its
experience in locomotive boiler examination.
23
Before a boiler is operated, the user/owner must ensure that a written scheme of examination
2
has been prepared. The competent person should draw up the written scheme of examination, or if
drawn up by someone other than the competent person, the competent person must certify it as suitable.
Frequency of examination
24
The examination by a competent person should be carried out in the manner specified in
paragraphs 26 to 29 and detailed in the written scheme of examination, that is:
(a)
during the course of periodical overhaul;
(b)
before a new boiler is steamed for the first time;
(c)
at a frequency no greater than the time specified by the competent person in his scheme
of examination;
(d)
after failure of a fusible plug for any reason.
25
Where any repair has been carried out that, in the opinion of the competent person, may affect
the safe working of the boiler, it should be examined by the competent person in such a manner as will
enable him to satisfy himself that the repair has been properly carried out.
26
When reporting on any examination, the competent person should be satisfied that the boiler
could continue to be steamed safely under normal operating conditions and pressure until the next
specified inspection or such lesser period as may be specified in the report, giving due regard to the
expected use of the boiler.
Thorough examination
27
The thorough examination consists of an examination by the competent person in accordance
with the written scheme when the boiler is cold (which may include a hydraulic pressure test, should the
condition of the boiler be cause for concern) and an examination under steam pressure. The latter should
be completed as soon as possible after the examination when cold.
28
The examination when cold is essentially a visual examination, both internal and external, of
those parts of the boiler and firebox that are accessible, including fittings, steam pipes in the smokebox
and on the footplate, superheater elements (where applicable) and supplemented where appropriate by
testing the thickness of material and a hydraulic pressure test. The extent of each examination is at the
discretion of the competent person. To avoid delay in completing it and, at the same time, to limit
preparation to a minimum, the railway should first agree with the competent person on the extent of the
preparations required. This would not preclude the competent person from calling for further dismantling
after the examination had commenced. However, the least preparation that would be needed would
include:
(a)
(b)
practicable;
thorough cleaning and descaling of the water side of the boiler;
thorough cleaning of the smokebox and firebox, probably including removal of firebars if
(c)
removal of all mudhole doors and washout plugs;
(d)
stripping and cleaning of water gauge frames;
14
(e)
removal of the fusible plug(s).
29
Notwithstanding the stipulations in the preceding paragraph, no part of the boiler should remain
completely unexamined for longer than the time determined by the competent person, best practice would
indicate a maximum time period of ten years. In the intervening period, the competent person may call for
the removal of ‘sample’ tubes or other such dismantling necessary for reasons of accessibility, e.g. where
the firebox is contained within the frames and is therefore not visible. Preparatory work for this
examination may involve:
(a)
removal of the boiler fittings, superheater elements and all tubes;
(b)
stripping the cladding and insulation from the boiler;
(c)
where necessary, lifting the boiler from the locomotive frames;
(d)
examination of all engineers’ studs mounted on the boiler.
30
For the examination under steam pressure, a pressure just below the maximum permissible
working pressure should be maintained for not less than one hour without signs of leakage or other
defects. If the examination discloses significant leakage or other material defect, the pressure should be
completely relieved before the defect is rectified. The pressure should be re-applied when the defect has
been made good. The boiler should be fitted with a certified safety valve. The setting of the safety
valve(s) should be checked against either a master pressure gauge or the one normally used with the
boiler if its accuracy has been verified against a master pressure gauge.
31
On completion of the examination under steam pressure, the boiler should be drained and the
firebox stays tested either by traditional hammer testing, or by any other suitable non-destructive test not
involving the excessive grinding of rivet or stay ends if:
(a)
the boiler is new or fresh from major repair;
(b)
repairs have been carried out necessitating a full hydraulic pressure test;
(c)
a boiler is brought back into use after having been laid up for a period in excess of one
year.
Examination reports
32
A suggested format for use when reporting on the examination of a boiler when cold is given in
Appendix 4, and in Appendix 5, there is a suggested format for reporting on an examination under steam
pressure.
33
The reports should be sent to the responsible person as soon as possible, and in any case within
28 days of the examination. If a report calls for any repairs to a safety critical component, a copy should
be sent as soon as practicable and in any case within 28 days to HM Railway Inspectorate or, in the case
of a locomotive operating on premises subject to the Mines and Quarries Act 1954, to the local office of
the HSE. Moreover, whenever the competent person calls for repairs affecting safe working, he should, if
practicable, notify the responsible person or other appropriate railway official of this fact at the time of the
examination.
34
A series of examination reports forms a valuable history of a boiler and should be kept for its
lifetime. In any case, they should be kept from one main overhaul of the boiler to the next. The previous
report should always be made available to the competent person during a periodical thorough
examination.
Boiler inspection and testing by the railway
35
In addition to the examination by a competent person previously described, boilers should be
inspected as follows by a person appointed by the responsible person:
(a)
under steam pressure prior to washout, to look for signs of leakage at tubes, stays,
seams, fusible plugs etc. Reference should be made to driver’s report cards for additional information;
15
(b)
after washout, before plugs and doors are replaced, and again after plugs, doors and any
other fittings are replaced. The boiler should then be inspected in steam to ensure the integrity of all
plugs, doors and fittings which may have been repaired;
(c)
before bringing into use a boiler that has been laid up for a period during the currency of
the certificate of thorough examination, it is necessary to look for evidence of deterioration resulting from
the effects of corrosion.
36
These inspections would normally be carried out by the railway’s own staff, if sufficiently
experienced in these matters, or by an expert retained by them for the purpose. Their object is to ensure
that the boiler remains fit for continued service until either it is inspected again or the competent person
carries out the next periodical examination. The competent person should be advised if signs of
significant deterioration are seen.
37
The inspections should include the following:
(a)
water spaces, to ensure that all scale, dirt and sludge were removed during the washout,
paying particular attention to the spaces around the base of the firebox and to the firebox crown and the
condition of visible stays for necking, corrosion, pitting, wastage or fracture, checking boiler barrel
bottoms and tube nest at tube plate for scale build up;
(b)
the hammer testing of stays;
(c)
the firebox, for bulging that may indicate the presence of broken stays, and for wasted
stay heads, rivet heads on the fire side and water side and stay nuts, and for fractures from rivet, tube or
stay holes, or along flange radii;
(d)
the condition of the element in fusible plugs and the conditions of the threads;
(e)
the inside and outside of the visible parts of both small and large tubes for signs of
pitting, cracking, bulging or wastage;
(f)
the water side of the boiler shell at foundation ring level for signs of grooving, and firebox
wrapper, doorplate, throatplate for signs of cracking or fracture along lines of stays or washout plugs;
(g)
the smokebox generally for corrosion and in particular the bottom of the smokebox tube
plate for corrosion and wastage due to the accumulation of damp ash;
(h)
water gauge fittings and test cocks to ensure that all passages are clear and
unobstructed; Note: It should be possible to insert a rod no more than 1.6 mm (1/16 in) smaller than the
openings (or a square-section rod with a diagonal of the same dimension). Care should be taken when
inserting the rods not to damage any curved pipes sometimes fitted inside the boiler behind the upper
gauge fitting. In the case of fittings with coupled cocks it should be possible to pass the rod through both
cocks without moving the handle when the coupling rod is fitted and the cocks are in the open position;
(i)
gauge glasses for signs of pitting, wastage of ends, flaws or streaks - if these are found,
the glass should be replaced;
(j)
the alignment of any refitted gauge frame fittings. This should be checked by passing a
closely fitting rod through them - misalignment is a prime cause of gauge glass breakage;
(m)
the condition of washout plugs, washout holes, mudholes and mudhole doors, with
particular attention to the fit of mudhole doors.
(n)
steam pipes and superheater elements (where fitted) in the smokebox;
(o)
fittings in the smokebox for security, including the integrity of the blast pipe. Any
obstruction in the path of the exhaust steam from the blast pipe could cause a serious blowback through
the firebox into the driving cab;
(p)
operation of the regulator, to check ease of operation.
16
Operation
Means of escape in an emergency
38
Since the risk of an escape of steam or boiling water into the cab cannot be entirely eliminated,
those on the footplate should be able to escape quickly in the event of trouble. Unless the locomotive is
standing at a platform, speedy exit from the footplate is not easy. The opening at the side of the footplate
is usually narrow and there may be a pair of doors to be opened.
39
At all times when the locomotive is in motion with the regulator shut, the blower valve should
always be open. To minimise the risk of blowback, the blower valve should also be opened when passing
under low bridges or through tunnels, and the firebox door should be kept closed.
40
For these reasons, and except in the circumstances of sub-paragraphs (a) and (b) below, it is
recommended that the number of people travelling on the footplate of a steam locomotive should be kept
to a minimum, and should not exceed four unless either:
(a)
special arrangements are made to protect people from an escape of steam, such as
provision of a suitable screen, or
(b)
the locomotive is standing at a platform, where exit from the footplate is relatively easy
and the boiler pressure is maintained at substantially less than its maximum permitted working pressure.
Use of the boiler
41
Except when conducting a hydraulic test, under no circumstances should the maximum
permissible working pressure specified on the boiler be exceeded.
42
Maintaining correct water level in the boiler is essential to safe operation and this in turn depends
on the gauge glass registering the correct level. Several catastrophic accidents have occurred due to
faulty gauges. The gauge glass, cocks and trial taps should be blown through when taking over a
locomotive, to ensure that no scale obstructs the passages between the boiler and the gauge glass.
43
For locomotives with coupled gauge-glass cocks, a periodic examination under steam should be
conducted with the gauge cocks uncoupled and individually tested. Locomotives having only one gauge
glass are fitted with try cocks that should also be tested at each steaming. When two separate gauge
glasses are fitted, check that both gauges register the same level of water.
44
It should be noted that on many locomotives a fusible plug is a significant distance from the
gauge glass, and with the water just showing at the bottom of the glass, the fusible plug may only be
covered by about 25 mm of water. Ascending a gradient with such a level of water will result in the front
plug having no water cover and after passing over a summit, the firebox crown may also be uncovered.
This situation may also occur under prolonged heavy braking with reasonable water levels. The crown
sheet of the firebox may also be uncovered when the locomotive is standing on a superelevated curve.
Consideration should always be given to the topography of the line upon which a locomotive is to be
used, especially in the case of locomotives moving from one railway to another.
45
Boiler temperature should be raised and lowered gradually so as to minimise stresses due to
rapid and uneven expansion or contraction. This is particularly important if boilers are oil-fired. For coalfired boilers, the practice of dropping the fire and filling the boiler with cold water at the end of the service
period should be discouraged.
17
Repairs and maintenance
Records
46
A record should be kept of all boiler steaming days, washouts, inspections, reported defects,
repairs and maintenance work carried out. There should be a separate record for each boiler so that there
will be no doubt when any boiler is next due for maintenance etc. Some simple record forms are
suggested in Appendix 3, but the content of the maintenance policy described in paragraph 47 will
determine the overall records that need to be kept.
Maintenance policy
47
A maintenance policy that lays down frequencies of boiler washout and inspection, and of all
other maintenance work on the boiler and its fittings, should be adopted. The responsible person, who (if
necessary) should take suitable advice and inform the competent person, should approve the policy. A
typical maintenance programme is given in Appendix 2 as a guide, but it is important that each railway
determines frequency of washout and related maintenance and inspection on the basis of the nature of
the boiler feed water, its treatment and locomotive usage. If in any doubt about washout frequency, the
railway should seek advice from the competent person. Some aspects of maintenance are discussed
more fully later.
Materials used for maintenance and repair
48
All boiler components should be considered to be safety critical, and as such, replacement items
should be manufactured from materials of the highest quality, obtained from sources having quality
control systems that will ensure the traceability of any material they may supply. Complete records should
be kept for all material orders together with test certificates and certificates of conformity for materials
supplied to such orders. The responsible person should ensure that all materials used conform to the
materials originally specified for any boiler components that are to be replaced. A schedule of materials
for locomotive boilers based upon British Transport Commission specifications is given in Appendix 8.
While this provides generic guidance, the original material specifications and method of repair should be
obtained where possible. Where significant repairs are needed that will materially affect the original
5
design of a boiler, conformity with the Pressure Equipment Regulations 1999 will be required.
Boiler feed water
49
All water contains impurities, which may vary considerably according to the location of their
source. These impurities may make the water alkaline or acidic, and dependant on mineral content, will
form scale or sludge with widely varying characteristics:
(a)
excessive acidity will cause problems with corrosion of tubes and steel plates. An early
indication of acidity is the disengagement of existing scale from plates, stays and tubes;
(b)
excessive alkalinity will also cause problems, particularly when even minute leakage
paths exist at riveted joints;
(c)
some waters will deposit heavy quantities of hard scale on heating surfaces, particularly
fireboxes and tubes, which will become burned, thinned and mechanically weakened due to the insulating
properties of the scale. Excessive scale deposits, particularly around the firebox tubeplate, foundation
ring and firehole will impede water circulation, leading to accelerated scale build up, burning and
corrosion.
50
To minimise such problems, the responsible person should ensure that the water source used
for boiler feed is analysed regularly, as is found to be appropriate following experience of analysis, to
establish measures to suitably treat the feed water as necessary to bring it to an acceptable standard for
use in a boiler.
51
All boiler contents should be checked periodically between washouts to ensure that dissolved
and suspended solids, alkalinity/acidity and concentrations of feed treatment chemicals are kept to levels
recommended in British Standard BS 2486: 1978 Recommendation for treatment of water for land
7
boilers.
18
52
The objectives of feed water treatment are:
(a)
to keep the internal evaporative surfaces of the boiler clean and free from scale;
(b)
to prevent corrosion by the control of acidity and reduction of dissolved oxygen;
(c)
to prevent the solidification of scale-forming impurities in the water and to assist removal
of residue at blowdown and washout periods;
(d)
to assist in the prevention of water carry-over in the steam due to high levels of dissolved
solids in the water;
(e)
the selection, application and control of water treatment should be consistent with these
aims.
53
In view of its importance in respect to the rate of boiler deterioration and to the length of boiler
washout periods, all water treatment should be authorised and managed by the responsible person after
discussion and agreement with the competent person. Feed water treatment regimes will vary
considerably dependent on the wide variations in the quality of raw feed water available from area to
area, and sometimes even in the same area due to water companies mixing water supplies due to
seasonal demand. It is important to recognise that badly specified and/or poorly executed feed water
treatment can cause considerable deterioration and damage to boilers. It is therefore essential that all
programmes of feed water treatment are planned and managed by individuals who possess an
acceptable level of expertise in this subject. It is also essential that considerable diligence is applied to
the maintenance and control of feed water regimes once they are established. Ideally one person should
undertake the addition of chemicals and maintenance of records. Advice on feed water treatment may be
obtained from the Heritage Railway Association or from a number of specialists in this field.
54
Where considerable quantities of boiler feed water are being consumed, consideration should be
given to the use of automatic dosing apparatus and even to specialist feed treatment equipment.
55
The feed water treatment selected will dictate special requirements such as blowdown and
washout periods. Certain systems which precipitate impurities will require blowdown to remove sediment
and mud from the foundation ring and will also determine the frequency at which the boiler needs to be
washed out.
Boiler blowdown
56
Certain precautions are necessary when manually blowing down, in addition to the obvious one
of ensuring that no one is scalded by the escaping water and steam. Water level should be maintained
and a good fire kept in the firebox to maintain sufficient steam pressure to work the injectors (the
operation of which should always be tested prior to blowing down). When the locomotive is stationary, a
pipe should be firmly connected to the blowdown cock and its open end directed away from the front of
the engine to avoid blowing up dirt and grit into the moving parts. Consideration should be given to the
generated noise levels and the restraint of the pipe.
Boiler washout
57
The interval between boiler washouts should be determined by the responsible person, as it
depends on the purity of the feed water and the extent of steaming and of blowing down.
58
A lot of boiler trouble can be traced to over-rapid cooling preparatory to washing out or water
changing. It should always be arranged that boiler draining is only begun after the boiler, when full of
water, has cooled down to a temperature of about 20°C above ambient. It should be recognised that a
boiler can take several days to cool naturally.
59
The most important factor in boiler washing where hard scale is to be removed is to maintain an
2
adequate pressure and rate of flow of water which, if less than 4 bar (60 lb/in ), should be boosted.
During the washing out of the boiler shell and firebox water spaces, vigorous rodding is necessary to
remove scale. Brass or copper wire rods should be used to avoid damage to threads of washout
plugholes and internal parts. For the reasons given in paragraph 46, it is most important that descaling be
done thoroughly. Acid cleaning for removal of scale is not recommended and should not be carried out
without the agreement of the competent person.
19
Note: The smallest booster pump that can reasonably be used is one delivering 3 litres/sec (2500 gal/h)
against a pressure of approximately 4.8 bar (70 lb/in2) that is just sufficient to supply one 19 mm (3/4in)
nozzle, straight and offset nozzles are used.
Washout plugs and mudhole doors
60
Washout plugs and mudhole doors should not be removed until the boiler is completely free of
steam pressure, which can be determined by opening injectors or other open-ended fittings. The steam
pressure gauge should not be relied upon for this purpose. On removal, washout plugs and mudhole
doors should be identified with the holes from which they are taken to ensure that they are returned to the
same positions on refitting.
61
All plugs should be carefully examined for any cracking occurring around the square head and
for the condition of the thread. The threads of plugs should be thoroughly cleaned before replacing and,
when fitted, should engage all threads in the plate. Owing to the taper and fine pitch of the threads, some
care is necessary when replacing washout plugs (and fusible plugs where applicable) to avoid crossed
threads. It is important that the plugs, when fitted, should not bottom on any internal parts. When retapping plug holes or renewing plugs, care should be taken to ensure the tap and plug has the correct
taper and pitch of thread. All plugs should be manufactured from Leaded Gunmetal LG4 material to
8
9
British Standard BS 1400: 1985 and BS EN 1982: 1999 Copper and copper alloys. Ingots and castings.
It is important to note that not all locomotives have the same taper or pitch of thread, and several serious
accidents have been caused by fitting incorrect plugs. Washout plugs should never be touched when the
boiler is in steam, a fatal accident may result from any attempt to tighten washout plugs when under
steam pressure.
62
Mudhole doors, bridges, studs and nuts should be carefully examined after each removal in view
of the corrosion that takes place. All mudhole door joints should be of a suitable pattern and joint
materials such as cast lead may be used for most classes of locomotive. Both asbestos and lead joints
require robust procedures to avoid the health hazards presented by these materials and control measures
10-14
(see also
must be implemented to adequately control the exposure of people to lead and asbestos
paragraphs 90-94). Suitable and sufficient arrangements must be made for the disposal of such
10-14
It is essential that the fit of the door spigot in its relevant hole provides the minimum
materials.
practicable gap to prevent extrusion of the joint through the gap. Settlement of door joints will occur as
pressure is raised and the mudhole door nuts should be progressively tightened to take up this
settlement.
Note: With suitable control measures it is possible to recycle lead joints, whereas asbestos joints must be
disposed of after single use.
Boiler tubes
63
No boiler tubes should be replaced without prior approval of the responsible person. Suitable
tools should be used for the work and it is strongly recommended that only five or six-roller expanders are
used for expanding the tube ends, as their use will generally improve the life expectancy of the tube
plates. All tubes obtained as replacements should be to British Standard specification BS EN 10216-1:
15
16
2002 and BS EN 10217-1: 2002, or an equivalent standard. They may be either solid drawn or electric
resistance welded. The responsible person should retain a copy of the relevant material and test
certificates for such tubes.
64
When tube plate holes became oversized due to repeated expansion of tubes, it was custom and
practice to fit annealed copper liners to bring the tube hole back to original size to permit the fitting of
standard diameter tubes without the risk of over-expansion. Where it is considered a possibility to fit
liners, it should be established that there is sufficient material to support the tubes. This work should not
be undertaken without the prior consent of the competent person. In no circumstances should the
thickness of a liner exceed 3 mm (10 SWG). The use of ferrules to reinforce tubes should not be
permitted other than where originally fitted for the protection of non-ferrous tubes.
Superheater elements
65
When new superheater elements have had ends fitted, or tubes have been repaired by welding
(or brazing in the case of copper ended tubes), they should be tested in the manner prescribed by the
20
competent person. This should be by non-destructive examination, preferably radiography and if
necessary, the application of a hydraulic test before they are replaced in the boiler.
66
All repairs to and replacement of superheater flue tubes, whether welded, screwed or copper
ended, should be carried out under the supervision of the responsible person or a repairer nominated by
him. All tubes should be solid drawn to the appropriate British Standard or an equivalent standard. Where
new screwed ends are to be fitted to tubes, these portions should also be to the appropriate British
Standard or its equivalent. Certificates of material tests and analyses should be obtained and retained by
the responsible person.
Firebox repairs
67
Any work required on the firebox, stays, rivets and studs should be managed by the responsible
person and notified to the competent person who may impose additional requirements. Test certificates
should be obtained for all replacement materials and retained by the responsible person. Expert advice
should be sought, if necessary, on the choice of materials for replacement to ensure the suitability of
physical properties and compatibility with designed strength requirements. Deviations from original
material specifications should be avoided and details of the materials specified by the British Transport
Commission are given in Appendix 8. Special care is necessary in the case of copper; originally only
17
phosphorus deoxidised arsenical copper to British Standards BS 2870:1980, type C107, was used. This
18
material is now unavailable for tubes and copper to BS EN 1653: 1998 or an equivalent standard should
be used.
Rivets and set screws
68
Where rivets in flanges of fireboxes are found to have wasted, it is permissible for them to be
replaced with special set screws (often referred to as ‘patch screws’) in cases where it is not possible to
refit steel rivets. Copper set screws should only be used in copper plates. Steel set screws may be used
in steel or copper plates. It is important that the screw thread for such screws is full and continuous
through both flange and plate. Impact wrenches should not be used for screwing in set screws.
Patches and inserts
69
The responsible person should submit a proposal for fitting any patches or inserts to the
competent person. The competent person should give his written consent to any patching or to the fitting
of inserts, and should confirm approval regarding the use of materials and the method of work.
Welding repairs
70
Only welders properly qualified and certificated for the type of welding to be utilised should carry
out welding on the structure or components of a boiler. A copy of the weld procedure and welder approval
certificate should be lodged with the responsible person. No boiler should be repaired by welding without
the prior agreement of the competent person, who will approve the repair procedure, specify the tests that
have to be carried out on completion, and inspect the finished work.
Steam pipes and joints
71
Copper steam pipes leading to injectors and other boiler fittings will work-harden and may crack,
thereby scalding people on the footplate. They should be annealed and inspected whenever they are
removed and at the time of boiler overhaul. New pipework should be annealed before use. Copper should
be annealed by uniformly heating to 500°C (dull red) and quenched in water to remove oxide scale. Steel
pipes should be dismantled and inspected at boiler overhauls. All steel and copper small-bore pipes in the
smokebox should be renewed at major overhauls. Consideration should also be given to the examination
and renewal, if required, of internal small-bore pipes for such items as blowers and ejectors, since failure
may lead to uncontrolled discharge of boiler contents and repairs are difficult once tubes are fitted in the
boiler.
72
Where practicable, all joints to boiler fittings should be made metal-to-metal where this practice
was an original design feature; otherwise, joints should be made using a high grade jointing material of
the minimum practicable thickness, and in no circumstances greater than 1.6 mm. Only graphite types of
jointing compound should be used, since they aid removal after a long period. Mineral or vegetable oils
and greases should not be used as jointing compounds.
21
Boiler lay-up procedure
73
A boiler can deteriorate more quickly when laid up than when in service, so adequate protection
is essential during any lay-up period.
74
Immediately prior to laying up, the boiler should be thoroughly cleaned to remove any deposit
that may contain acid residues from the combustion of the fuels. Smokebox and firebox doors should be
left open to allow ventilation and prevent build-up of condensation. The chimney should be capped.
75
Corrosion on the water side is best prevented by filling the boiler completely with suitably treated
and de-oxygenated water, as the risk of corrosion is reduced if air is not present. However, in freezing
weather it will be necessary to drain the boiler and provide as much ventilation as possible by removing
all mudhole doors and inspection plugs. Consideration should be given to a thorough cleaning of all
accessible plates in the smokebox, firebox etc and spraying with corrosion inhibiter such as limewash.
The most suitable method of storage is in a dry building.
76
During a lay-up of several years duration, periodical examination is recommended to ensure that
undue deterioration is not taking place.
Hydraulic pressure testing
77
Precautions that should be taken are given in the HSE guidance note GS4: Safety in pressure
19
testing. The test should be supervised by a person with adequate experience in these matters.
78
The competent person will advise if a hydraulic pressure test is required at a pressure above
working pressure.
79
For a hydraulic test:
(a)
cold water with a temperature not less than 7°C should be used;
(b)
all air should be excluded from the boiler and associated pipework which is to be
subjected to the test;
(c)
there should be no sign of excessive leakage, weakness or other defect while the
hydraulic pressure is maintained, which should be for a minimum period of five minutes to allow any
seepage to become apparent. In practice, the pressure will usually be applied for a longer period to allow
time for examination of appropriate parts of the boiler while under pressure;
(d)
for new build and untried designs, deflections of firebox plates and tube plates should be
determined by gauge readings taken before, during and after the hydraulic test. These results should be
compared with the design deflections and they should be part of the data required for the approval of a
new boiler by HM Railway inspectorate;
(e)
the hydraulic test pressure on a riveted boiler should not normally exceed the figures
given in Appendix 7.
Safety valves
80
If safety valves require attention, they should be overhauled by an expert acceptable to the
competent person and whenever possible, should subsequently be set prior to being fitted to the boiler.
Unless steam tested at working temperature and pressure, the valve(s) should be retested on the
locomotive boiler in conjunction with a certified calibrated gauge. The responsible person should retain a
test certificate issued by the organisation that repaired and initially set the safety valve. An accumulation
test should be carried out to demonstrate that the pressure will not rise above the safe working pressure
by more than 10% at maximum steaming rates.
Fusible plugs
81
The fusible element in fusible plugs should always consist of lead of high purity so that the fusing
temperature remains constant. Scale should not be allowed to build up on the water side of the fusible
plug and the fire side of the plug should be kept clear of the products of combustion. Fusible plugs should
be removed and examined at every washout and the lead element should be renewed at regular
intervals. Appendix 6 gives an indication of steaming times prior to changing fusible plugs. Ordinarily,
22
fusible plugs should be spot faced and no form of jointing compound or tape should be used, but there
are, however, some locomotives fitted with taper plugs that are not seated.
Note: BR standard plugs are not always suitable for steel fireboxes due to the coarse pitch of the thread.
Asbestos thermal insulation
82
Boilers were formerly insulated with material containing asbestos. Prior to 1970, crocidolite (blue
asbestos) was commonly used for boiler insulation but all types of asbestos are dangerous, crocidolite
and amosite (brown asbestos) probably carrying the greatest risk. In addition, work on thermal and
acoustic insulation and on coating carries a special risk, requiring careful planning, a high level of
precaution and strict control.
83
Before any work involving disturbance of insulation begins, unless it is known with certainty that
it has been replaced with a non-asbestos alternative, bulk samples of the material should be analysed to
establish if asbestos is present and to determine its type. Work which involves the disturbance of
20
asbestos insulation is subject to the provisions of the Control of Asbestos Regulations 2006, and must
not be undertaken by anyone except a contractor licensed under those regulations. Advice should be
sought from the local HSE office or a licensed contractor immediately if insulation material containing
asbestos, or material suspected to be asbestos, is discovered during the overhaul of a boiler.
84
Asbestos waste must be disposed of only at a waste disposal site licensed for the purpose by a
Waste Disposal Authority and in accordance with the requirements of the authority. The Control of
21
Pollution (Special Waste) Regulations 1980 require that the authority be notified of any intended
disposal of asbestos.
Train heating boilers
85
Train heating boilers, being automatic in operation, have complex control equipment in addition
to the normal components of a steam boiler. The water-tube types are very different in concept from the
usual locomotive boilers and require a substantial amount of servicing and maintenance to their
accessories to keep them in safe working order. It is not intended to describe the maintenance and
servicing of these boilers in this publication as they vary from one type of boiler to another. Advice on
servicing and maintenance may be obtained from the manufacturers, but allowances should be made for
local conditions etc, and for cases where the boiler is not in regular use.
86
Particular attention should be paid to testing the low water cut-out and lock-out on smoke-tube
boilers and the steam temperature limit switch on water-tube types. The flame failure devices on all types
need careful attention as malfunction and failure to ignite within a predetermined time could give rise to
fuel spillage with consequent risk of a fire or vapour explosion within the combustion chamber.
Oil-fired boilers and conversion from coal to oil fuel
87
There are two forms oil firing, using either heavy oil or light oil. It is unlikely that the use of heavy
oil would be pursued following an assessment of the attendant risks such as controlling the by-products of
combustion and the maintenance of contaminated parts.
88
Oil firing requires modifications to coal-fired locomotives, such as lining the firebox with suitable
firebricks and ensuring compatible drafting and suitably protected pipes between the oil tank and the
burner. Heating coils in the tank may be required to facilitate the flow. A compressed air supply will be
required to enable the oil to be atomised when lighting up a cold locomotive. Some infrastructure changes
will be necessary to receive and store fuel oil. Advice from those with experience should be sought before
any attempt is made to carry out a conversion from coal to oil firing. All conversions from coal to oil firing
will be subject to approval by HM Railway Inspectorate.
89
Steam can be raised very quickly in an oil-fired locomotive and it is important that a person
competent in such matters ensures that this process does not damage the locomotive. Experience has
shown that a minimum of four hours should be allowed for steam raising. Normal firebox temperatures in
an oil-burning locomotive are much higher than those of coal-burning locomotives, so tending to cause
accelerated rates of corrosion, loosening of stays, thermal cracking and burning of plates. Oil firing also
carries additional fire and explosion risks, e.g. when re-lighting an accidentally extinguished fire.
23
Note: In 1970, the Ffestiniog Railway conducted tests with light-oil firing to minimise fire risks in the
forests above the line and, finding that fuel costs were reduced, the railway has continued to use oil.
24
Statutory requirements
90
The following is a list of the principal acts and regulations that may be relevant to railway
locomotive boilers. The list is not exhaustive and the notes relating to each one are intended to be only
broadly descriptive.
91
4
The Health and Safety at Work etc Act 1974 (HSW Act):
(a)
Section 2 imposes a duty on every employer to ensure, so far as is reasonably
practicable, the health and safety at work of his employees and, in particular, to provide plant and
systems of work that are safe, and safe means of access to and egress from any place of work.
(b)
Section 3 imposes a duty on every employer to conduct his undertaking, so far as is
reasonably practicable, in such a way as to ensure that people not in his employment are not exposed to
risks from his undertaking.
(c)
Section 4 imposes a duty on any person in control of premises who makes plant
available for others to use to ensure that, so far as is reasonably practicable, the plant is safe for use and
that there is a safe means of access to or egress from the premises.
(d)
Section 6 imposes a duty on every supplier of any article for use at work to ensure that,
so far as is reasonably practicable, it will be safe when properly used.
22
92
The Reporting of Injuries, Diseases and Dangerous Occurrences Regulations 1995 requires
that the bursting of a railway locomotive boiler, or any dangerous occurrence relating to the operation of a
boiler, must be reported to HM Railway Inspectorate. Such dangerous occurrences include the collapse
of a boiler tube.
20
93
The Control of Asbestos Regulations 2006 require a licence (issued by HSE) to be held to carry
out work with asbestos insulation or coating. The work should be carried out by a specialist licensed
contractor and it is recommended that advice be sought from the local HSE office.
94
The report formats suggested in appendices 4 and 5 do not take account of the
recommendations given in the Approved Code of Practice to the Pressure Systems Safety Regulations
20003, and of the Written Scheme required under those regulations.
95
HMRI is currently reviewing the content of appendices 4 and 5 with a view to bringing them more
closely in line with the recommendations in the ACOP. Until a revision is published Competent Persons
examining boilers should ensure that their reports are consistent with the written scheme of examination
for the boiler and with the ACOP.
Note: All the suggested words and layouts for reporting and record-keeping purposes in the following
Appendices are for guidance only and are not in any way statutory.
25
Appendices
Appendix 1: Suggested declaration in respect of the boiler of a
locomotive on loan
1
Information in respect of boiler numbered......................................................................….
at present fitted in locomotive.............................................................................................
2
The boiler was last examined by a competent person (.........................) in accordance with
paragraphs 26 to 30 of The management of steam locomotive boilers, published by the Office of
Rail Regulation, on .................... (insert date) and he requires that the boiler next be examined on
or before (insert here the date of the next examination including, where appropriate, any
examination after execution of repairs). ...............................................
3
The last report of the examination of the boiler required no work or other repairs to be carried out
on the boiler, except (insert details of any work still outstanding and the date specified for
completion):...........................................................................................................................
4
The last report of the examination of the boiler specified a maximum safe working pressure
of.............................................................................................................................................
5
I hereby declare that the boiler and other parts of the locomotive subject to steam pressure have
been properly maintained since.................... (insert the date of the last examination given in
paragraph 2), that I know of no defect or other reason that might render the boiler and other parts
unsafe
Signed..............................................................................................................................
(appointed Responsible Person for..................................................................... Railway)
Date..............................................................................................................................
26
Appendix 2 : Typical boiler inspection, examination and maintenance
programme
Daily
1
Prior to lighting the fire, check condition of the fusible plug(s) and the smokebox for loose
components:
(a)
check operation of water gauge(s) and boiler water level;
(b)
visually check for water leaks and missing parts before raising steam;
(c)
check the firebox, tubeplates, fusible plugs and for leaking joints under steam pressure;
(d)
check for any steam leakage under the cladding, sometimes visible as droplets of water;
(e)
check the operation of both methods of feeding the boiler with water;
(f)
blow down boiler (if required by the responsible person);
(g)
check safety valve releases freely at working pressure;
About every 15 to 30 working days (dependent upon water condition and use of locomotive) or at
least once every six months
2
Carry out the following checks:
(a)
washout boiler, inspect cleanliness of water spaces after washout;
(b)
inspect boiler tubes and top of firebox for excessive pitting;
(c)
inspect water side of boiler at foundation ring level for signs of grooving;
(d)
clean inside of firebox and smokebox;
(e)
inspect firebox for tube, stay or seam leakage and wastage;
(f)
inspect firebox stays for wastage and fracture;
(g)
inspect fusible plug for leakage, condition of fusible element and cleanliness, and renew
if necessary.
(h)
dismantle water-gauge glasses and protectors and renew glass if required. Clean steam
and water passages, ball valves and restrictors associated with the gauge glasses.
Check passages in pipes and cocks with a test rod and also the co-ordination of coupled
cocks. Clean protectors;
(i)
examine steam pipes in smokebox;
(j)
examine the security of smokebox fittings;
(k)
check the operation of the regulator.
Annually
3
Carry out the following checks:
(a)
examine safety valve(s), injectors and other boiler fittings and overhaul as necessary;
(b)
examination of boiler by a competent person;
(c)
hydraulic pressure test of boiler (if required);
27
(d)
check calibration of pressure gauge;
(e)
remove and examine fusible plugs.
Boiler overhaul
4
In addition to the examinations and maintenance listed above, the following items will need
attention at intervals and may be grouped together at an overhaul:
(a)
complete examination of the inside and outside of the boiler shell and firebox, entailing
removal of all tubes and cladding and lifting the boiler from the locomotive frame where
necessary, e.g. on narrow firebox locomotives;
(b)
examine all steam pipes;
(c)
anneal and examine all copper pipes;
(d)
overhaul all boiler fittings.
28
Appendix 3: Typical locomotive boiler log sheet
Boiler number ..................................... Locomotive name/number ............................................
Date of preceding annual Examination by a Competent Person ..................................................
Washout period ......................days
Date
Working days since
last washout
Duty performed
Typical record of boiler washouts, examination and repairs
Boiler number .....................................
Locomotive name/number .............................................
Date of preceding annual Examination by a Competent Person ...................................................
Washout period ......................days
Date
Washout
Working pressure ..................................................…….
Inspection
Clean/test
water fittings
Fusible plugs
changed
Other work,
examinations
etc
Typical record of boiler defects
Boiler number .....................................
Locomotive name/number ........................................
Working pressure ................................
Date
Defect and when
reported
How repaired
29
Date and signature
Boiler tube record
Boiler number ..................................... Locomotive name/number ........................................ Date fully
tubed .................................. Date superheater elements fitted ............................... Date of new firebox
tube plate .................. * Cross out word(s) not applicable
Tubes
Class
Small
New*
Size
Material
Maker
Second-hand
Pieced with new ends
Superheater
New*
Second-hand
Pieced with new ends
Figure 5: Plate with full number of holes
The superfluous holes should be blocked out like this:
Plugged holes should be indicated by:
Bushed holes should be indicated by:
The following signs should be put onto Figure 5 whenever tubes are withdrawn, and other details
should be given in the table below.
Tubes withdrawn
Show as
Date
Replaced by
Shop or shed
Maker
Number and
reason for
withdrawal
Lot 1st
Lot 2nd
Lot 3rd
Lot 4th
Lot 5th
Lot 6th
30
New,
secondhand or
pieced
Maker
Signature of
boiler smith
or tuber
Appendix 4: Report of an examination by a competent person of a
boiler when cold
1
Name and address of the owner of the boiler.
2
Name and address of the railway or other premises at which the boiler was situated at the time
of the examination.
3
If situated on a railway, the name and address of the responsible person(s) of that railway.
4
Distinctive number of the boiler.
5
Name and/or number of the locomotive to which fitted.
6
Date of construction. The history of the boiler should be briefly given.
7
Date of preceding report of examination of the boiler when cold. The examiner should state
whether he has seen this report.
8
(a) Date of last hydraulic test (if any) and pressure applied.
(b) Date boiler last lifted and opened up for thorough external and internal examination.
9
Quality and sources of feed water.
10
Method of firing.
11
Boiler:
(a)
What parts of seams and components subject to steam pressure (other than those in (c)
below) are covered by lagging or otherwise inaccessible for examination?
(b)
Date of last exposure of such parts for examination.
(c)
What parts are concealed by the locomotive frame?
(d)
Date of last removal from the locomotive frame for an examination of the parts listed at
(c).
(e)
What examination and tests were made? (If there was any removal of insulation, cladding
or components, particulars should be entered here.)
(f)
Condition of boiler (state any defects materially affecting the maximum permissible
working pressure).
External:
Internal:
12
Fittings and other parts of the locomotive subject to steam pressure.
(a)
Are there proper fittings and attachments?
(b)
Are all fittings and attachments and other parts of the locomotive subject to steam
pressure in satisfactory condition (so far as ascertainable when not under pressure)?
13
Repairs (if any) required, and period within which they should be executed, and any other
conditions which the person making the examination thinks it necessary to specify for securing
safe working.
14
Maximum permissible working pressure calculated from dimensions and from material thickness
and other data ascertained by the present examination, due allowance being made for conditions
of working if unusual or exceptionally severe.
31
Appendix 5: Report of an examination by a competent person of a
boiler under normal steam pressure
1
Name and address of the owner of the boiler.
2
Name and address of the railway or other premises at which the boiler was situated at the time of
the examination.
3
If situated on a railway, the name and address of the responsible person(s) of that railway.
4
Distinctive number of the boiler.
5
Name and/or number of the locomotive to which fitted.
6
Condition (external).
7
Fittings and other parts of the locomotive subject to steam pressure:
(a)
Is the safety valve adjusted so as to prevent the boiler being worked at a pressure
greater than the maximum permitted working pressure specified in the previous report of
examination of the boiler when cold?
(b)
Is the pressure gauge working correctly?
(c)
Is the pressure gauge marked to correctly show the maximum permissible pressure?
(d)
Is the water gauge in proper working order?
8
Repairs required before steam pressure may be raised in the boiler.
9
Other repairs (if any) required, and period within which they should be executed, and any other
conditions which the person making the examination thinks it necessary to specify for securing
safe working.
10
Other observations.
I certify that on..................….. I examined the above-mentioned boiler, including its fittings, attachments
and other parts of the locomotive subject to steam pressure, and that the above is a true report of the
result. It can continue to be steamed under normal operation conditions and pressure until..................….
Signature....................................................... Position in company
or association ..............................................……………....
Counter signature and title of
offical of company or association ......................................................................................................
Address ....................................................... Name of company or association ……………………….
.....................................................................
.............................…………………………………………
.....................................................................
.......................................................................................
.....................................................................
Date ...............................................................................
32
Appendix 6: Recommended steaming times for replacement of fusible
plugs
Locomotive type
Days in steam
Ex BR standard types
45
Ex LMS types
45
60
Ex GWR types below 165 lb/in2
45
Ex GWR types above 165 lb/in2 except 60xx
Ex GWR 60xx
30
Ex LNER types
45
Ex SR types
45
60
All other types below 165 lb/in2
45
All other types 165 - 250 lb/in2
24
Periods are adapted from British Railways circular MP11 Standard examinations of steam locomotives.
33
Appendix 7: Table of working and test pressures
Working pressure lb/in2
Hydraulic test pressure
lb/in2
Steam test pressure
lb/in2
140
185
150
150
195
160
160
210
170
170
220
180
180
235
190
190
250
200
200
260
210
210
275
220
220
290
230
230
300
240
240
315
250
250
330
260
260
340
270
34
Appendix 8: Materials for locomotive boilers
Detail
Material
Tensile
strength
(tonnes)
BR
Specification.
No. Grade
Equivalent
BS Spec No.
Boiler plates:
steel
25-30
110
-
1501 151-400A
Smokebox tube plate
or for special boilers
Barrel plates
steel
34-38
111
-
1501 151-430A
steel
25-30
110
-
4360 43A
Throat plate
Firebox wrapper plate
Firebox back plate
Butt straps
Dome and cover plates
Dome seating
Angles (internal):
or
Roof stay angles
Tube plate angle ring
Rivets for boiler
102A
3
132
-
4360 40B
102A
3
970 EN32C or 080M15
25-30
103A
3F
970 EN32C or
25-30
104A
3
080 M15
steel
25-30
102A
1
970 EN32C or 080 M15
steel
25-30
102A
3
970 EN32C or 080 M15
steel
37-43
80
steel
25-30
or
and firebox:
Stays and screws:
steel
Sling stays and pins
Longitudinal stays
(forged ends)*
Special rivets for firebar
bearers
Roof stays
Transverse stays*
Longitudinal stays
(machined ends)*
Bushes for worn stay holes
in outer firebox plates
*For special boilers:
Longitudinal stays
Transverse stays
35
N/A
Detail
Material
Tensile
strength
(tonnes)
BR
Specification.
No. Grade
Equivalent
BS Spec No.
copper
14
301
-
2870 C107 PA3
copper
14
302
-
2874 C107 PA3
monel
32-38
-
-
steel
32-37
112
-
970 EN3B or 080 M15
or 070 M20
Firebox stay nuts
steel
28-33
102A
1
970 EN3A
Top feed seating
steel
103A
1F
970 EN3A
Firebox plates:
Tubeplate
Wrapper plate
Door plate
Firebox stays
Safety valve seating
or
or
Seatings formountings
104A
1
070 M20
Foundation ring:
Bars
steel
28-33
102A
1
Slabs
steel
28-33
103A
1F
970 EN3A or
28-33
104
1
070 M20
28-33
103A
1F
970 EN3A or
104A
1
070 M20
102A
1
970 EN3A or
Firehole door ring:
Firehole ring
steel
steel
28-33
protection plate
070 M20
Firehole shield
special
heat-resisting
iron
Expansion angles
steel casting
28 min
118
A
3100 or A1
or steel
28-32
117
–
24 part 6 grade 17
or steel
28-32
101A
1
970 EN3A or 070 M20
steel
28-32
115
1
1501 151-43A
alloy
14
321
YM3
1400 LG4
Baffle plate
Miscellaneous:
Top feed clackbox and cage
Steam supply stand
Fountain or manifold
36
Detail
Material
Tensile
strength
(tonnes)
BR
Specification.
No. Grade
Equivalent
BS Spec No.
steel
28-33
102A
1
970 EN3A
103A
1F
or
104A
1
070 M20
103A
3F
970 EN32C or
104A
3
080 M15
Regulator stuffing box
Gland for stuffing box
Regulator valve
Water gauges
Whistle
Steam valves for:
Injectors
Brakes
Sanding
Carriage warming
Ejectors
Pressure gauge
Blower
Whistle
Lubricator
Washout plugs (cast)
Fusible plugs (cast)
Flanges for main steam pipe
Regulator rod:
Regulator links and pins
steel
25-30
Regulator handle
Boiler tubes (steel)
Superheater flue tubes
Superheater elements
Boiler tubes (copper):
steel
steel
copper
20-28
20-28
14.5 min
37
123 or
3059 PT1 320
122
HFS/CFS or ERW
123 or
3059 PT1 320 or
122
3602 HFS 320
317A
-
2871 C107-PA3
Detail
Material
Tensile
strength
(tonnes)
BR
Specification.
No. Grade
Equivalent
BS Spec No.
Top feed plates
steel
28-32
115
1
EN10025 FE430 or
4360 43A
Brackets and carriers
steel
28-33
102A
1
970 EN3A or
M20
Superheater header
steel casting
or
cast iron
28 min
118
A
3100 A1
14 min
cyl quality
Regulator castings:
cast iron
14 min
cyl quality
Blocks, flanges collars for
superheater elements:
steel
28-33
102A
Welded pads and snubs:
steel
28-33
102A 1
steel
28-33
103A
steel
20-28
122
3602 HFS 320
Superheated engines
steel
20-28
122
3602 HFS 320
Saturated engines
copper
14.5 min
316
2871 C107 PA3
Steel pipe ends and flanges
steel
28-33
103A
Flanges for copper pipe
alloy
Elbows and misc. valves
alloy
Copper pipes
copper
Flanges for copper pipes
alloy
Flanges for steel pipes
steel
28-33
Black bolts and studs
steel
Turned bolts and studs
Bolts/studs for superheater
elements and joints
4
070
1452-220
970 EN3C or
M20
070
970 EN3A or 070 M20
Ashpan studs
Firedoor handles/levers
Firedoor frame details
Washout doors and bridges
4F
970 EN3A or 070 M20
Pipes in smokebox
Miscellaneous pipes
Main steam pipes
1
970 EN3A or 070 M20
321
YM5
1400 SC B6
14
321
YM3
1400 LG4
14.5 min
316
2871 C106
YM5
1400 SC B6
102A
1
970 EN3A or 070 M20
28-33
102A
1
970 EN3A or 070 M20
steel
28-33
102A
1
970 EN3A or 070 M20
steel
32-38
102A
5
970 EN3A or 070 M20
Fastenings:
38
Detail
Material
Tensile
strength
(tonnes)
BR
Specification.
No. Grade
Equivalent
BS Spec No.
Firebox stays
steel
28-33
102A
1
970 EN3A or 070 M20
Superheater element joints
steel
28-33
102A
4
970 EN3A or 070 M20
General purpose black and
bright
steel
28-33
102A
1
970 EN3A or 070 M20
Cones for pipe unions
alloy
Union nuts
alloy
Nuts for:
14
321
YM5
1400 SC B6
321
YM3
1400 LG4
25
Information from British Transport Commission document Materials for locomotives and tenders.
39
References and further reading
References
1
British Railways London Midland Region Chief Mechanical and Electrical Engineers Instructions
Relative to Boilers, British Railways Board 1959, updated and amended 1965
2
Pressure Systems Safety Regulations 2000, SI 2000/128 The Stationery Office 2000
ISBN 0 11 085836 0
3
Safety of pressure systems. Pressure Systems Safety Regulations 2000. Approved Code of
Practice L122 HSE Books 2000 ISBN 0 7176 1767 X
4
Health and Safety at Work Act 1974 Ch 37 The Stationery Office 1974 ISBN 0 10 543774 3
5
Pressure Equipment Regulations 1999 SI 1999/2001 The Stationery Office 2001
ISBN 0 11 082790 2
6
Railway Safety Publication 1: Developing and maintaining staff competence
http://www.rail-reg.gov.uk/upload/pdf/sf-dev-staff.pdf
7
BS 2486: 1997 Recommendations for treatment of water for steam boilers and water heaters
British Standards Institution
8
BS 1400: 1985 Specification for copper alloy ingots and copper alloy and high conductivity
copper castings British Standards Institution
9
BS EN 1982: 1999 Copper and copper alloys. Ingots and castings British Standards Institution
10
Control of Lead at Work Regulations 2002 SI 2002/2676 The Stationery Office 2002
ISBN 0 11 042971 6
11
Control of lead at work. Control of Lead at Work Regulations 2002. Approved Code of Practice
and guidance L132 (Third edition) HSE Books 2002 ISBN 0 7176 2565 6
12
Control of Substances Hazardous to Health Regulations 2002 SI 2002/2677 The Stationery
Office 2002 ISBN 0 11 042919 2
13
Control of substances hazardous to health. The Control of Substances Hazardous to Health
Regulations 2002. Approved Code of Practice and guidance L5 (Fourth edition) HSE Books 2002
ISBN 0 7176 2534 6
14
Control of Asbestos at Work Regulations 2002 SI 2002/2675 The Stationery Office 2002
ISBN 0 11 042918 4
15
BS EN 10216-1: 2002 Seamless steel tubes for pressure purposes. Technical delivery conditions.
Non-alloy steel tubes with specified room temperature properties British Standards Institution
16
BS EN 10217-1: 2002 Welded steel tubes for pressure purposes. Technical delivery conditions.
Non-alloy steel tubes with specified room temperature British Standards Institution
17
BS 2870: 1980 Specification for rolled copper and copper alloys: sheet, strip and foil British
Standards Institution
18
BS EN 1653: 1998 Copper and copper alloys. Plate sheet and circles for boilers, pressure
vessels and hot water storage units British Standards Institution
19
Safety in pressure testing General Guidance Note GS4 (Third edition) HSE Books 1998
ISBN 0 7176 1629 0
20
Control of Asbestos Regulations 2006 SI 2006/2739 The Stationery Office 2006
21
Control of Pollution (Special Waste) (Amended) Regulations 1988 SI 1988/1790 The Stationery
Office 1988 ISBN 0 11 087790 X
40
22
Reporting of Injuries, Diseases and Dangerous Occurrences Regulations 1995 SI 1995/3163 The
Stationery Office 1995 ISBN 0 11 053751 3
23
Asbestos (Prohibitions) (Amendment) Regulations 1999 SI 1999/2373 The Stationery Office
1999 ISBN 0 11 085167 6
24
British Railways Board circular MP11 Standard examinations of steam locomotives British
Railways Board
25
British Transport Commission London Midland Region Materials for locomotives and tenders
British Transport Commission
Further reading
Written schemes of examination: Pressure Systems Safety Regulations 2000 Leaflet INDG178(rev1) HSE
Books 2002 (single copy free or priced packs of 15 ISBN 0 7176 2269 X)
Safe work in confined spaces. Confined Spaces Regulations 1997. Approved Code of Practice,
Regulations and guidance L101 HSE Books 1997 ISBN 0 7176 1405 0
Safe work in confined spaces Leaflet INDG258 HSE Books 1997 (single copy free or priced packs of 20
ISBN 0 7176 1442 5)
Railways and Other Transport Systems (Approval of Works, Plant and Equipment) Regulations 1994 SI
1994/157 The Stationery Office 1994 ISBN 0 11 043157 X
Mines and Quarries Act 1954 Ch 70 The Stationery Office 1954
Handbook for Railway Steam Locomotive Enginemen British Transport Commission 1957, reprinted by
Ian Allan Ltd 1998 ISBN 0711006288
BS 970-1: 1996 Specification for wrought steels for mechanical and allied engineering purposes. General
inspection and testing procedures and specific requirements for carbon, carbon manganese, alloy and
stainless steels British Standards Institution
BS 2633: 1987 Specification for Class 1 arc welding of ferritic steel pipework for carrying fluids British
Standards Institution
BS 2871 Part 1: 1971 Specification copper and copper alloys. Tube Copper tubes for water, gas and
sanitation British Standards Institution
41
Further information
HSE priced and free publications are available by mail order from HSE Books, PO Box 1999, Sudbury,
Suffolk CO10 2WA Tel: 01787 881165 Fax: 01787 313995 Website: www.hsebooks.co.uk (HSE priced
publications are also available from bookshops and free leaflets can be downloaded from HSE’s website:
www.hse.gov.uk)
British Standards are available from BSI Customer Services, 389 Chiswick High Road, London W4 4AL
Tel: 020 8996 9001 Fax: 020 8996 7001 Website: www.bsi-global.com
The Stationery Office publications are available from: The Stationery Office, PO Box 29, Norwich NR3
1GN Tel: 0870 600 5522 Fax: 0870 600 5533 e-mail: [email protected] Website:
www.tso.co.uk (They are also available from bookshops)
This leaflet contains notes on good practice which are not compulsory but which you may find helpful in
considering what you need to do.
© Crown copyright This publication may be freely reproduced, except for advertising, endorsement or
commercial purposes. First published 2005. Revised and web version published October 2007.
42