0.5 tons condensing gas multi-function boiler steam ...

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Regarding the question of trainline pressures, the following is from the Amtrak OK--74G steam generator maintenance manual, NRPC CMO-118, dated 10/78, along with the following quote: "Or, what you always wanted to know about steam generators... But didn't know whom to ask."

Parts of this document are laid out in a q/a arrangement, and below are a couple of the questions and answers.

Q. What pressure should the Water-By-Pass Regulator be set for? (The water bypass regulator establishes the operating pressure of the Vapor Clarkson boiler)
A. You have two choices, 200 or 230 psi. 230 is better.

Q. Why?
A. 230 psi steam is hotter. It is the heat that the cars need.

Then there is this one:

Q. What is the minimum number of steam generators that should be used for any given train. What is the number of cars that one steam generator will heat or cool adequately?
A. That is a difficult question to answer. Each steam generator produces 3,350,000 BTU per hour. Due to the many variables involved, the best rule of thumb is to use only the number of generators necessary to maintain 180 to 230 psi trainline pressure, with the water bypass regulator set at its maximum position. USE THE MINIMUM Of STEAM GENERATORS REQUIRED. (I'm not yelling, Amtrak was!)

In our case (and I'm sitting in front of it now, watching it run), our steam generator is in an ex CN steam generator car, and is the same model discussed above. Ours has a four position water bypass regulator, allowing four different boiler/trainline pressures, 125, 160, 200, and 230. Those are the low end, as the boiler has a 45 psi differential between off and on, so a setting of 125 will cycle off at about 170 psi. So, your trainline pressures will be going up and down as the boiler cycles. Amtrak stated that most boiler troubles occured with boilers that were cycling on and off, hence their comments to use the minimum number of boilers so the ones that were running were preferably running flat out all the time. Ours, conversely, seems to operate just fine cycling, with none of the issues noted in the Amtrak manual, but it does get doted on, so that may be why.

As Overmod eluded to, steam powered a/c requires pressures around 200-230 psi, so yes, trainline steam pressures needed to be right up there, winter and summer.

Another thing to keep in mind, is shut down of the system. We generally run ours at the 125 psi setting, but about a half-hour prior to shutting down, particularly if ambient temps are below, or forcasted to fall below freezing, we'll run up the system pressure to 160 psi, to increase the heat in the trainline. Then, just before shutting off the steam to the trainline, the rear trainline valve is fully opened for about 5 to 10 seconds, which serves to blow any pockets of water out of low spots in the trainline, until dry steam appears at the rear. At this point the valve at the steam generator car is closed, with the end result being not enough water left in the trainline to cause any damage when it does freeze. If you were running a really low pressure trainline, I'd be concerned you wouldn't get all the water out of it when shutting down, leading to more problems in really cold conditions.

The 10/20 psi/car numbers date back to when it was just providing heat, and earlier systems had trainline pressures inside the car. They also generally had facilities to keep cars on steam in cold weather when not in service, a luxury I don't think any of us have. I too, would not want to run the high pressures in equipment equipped with hose connections, and we have replaced trainline on several cars due to corrosion.

The later systems used low pressure steam inside the car, and the newest using a small tube inside the larger, and was intended to have the outer, return tube half-full of condensate to conduct the heat of the steam in the inner pipe to the outer wall and fins of the larger tube.

As earlier noted, there should always be a bit of steam allowed to escape the rear (and front!) connector, to keep steam flowing which will prevent the freezing of any pockets of water in low points.

We're still heating two out of eight cars with steam, but parts for cars are next to unobtanium, and boiler parts just recently got harder to get, as Vapor Power has been sold to another firm, with the new folks not appearing to want to be as helpful to us small fry customers as they used to be. So, as we restore cars to service, they are getting electric heat and HEP. The other advantage is the ability to heat the consist for cleaning or other maintenance when the steam generator is not available, which makes those chores far more palatable to volunteers.

Kent

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